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THE

STREET RAILWAY

REVIEW

INDEX TO VOLUME X

1900

CHICAGO £

WINDSOR & KENFIELD PUBLISHING COMPANY

MONON BUILDING

STREET RAILWAY REVIEW.

PAGING BY MONTHS.

January i. gg

February 61-118

Alarch iig-ioi

April I83-34J

May 242-302

^""c 303-364

July 365-420

August 421-482

September 483-5+4

October 545-624

November ....-■ „ 625-696

December '. -697, 758

Accident: Adjuster ". 205

Cincinnati 419

Cleveland 157

Grade Crossing 50

See also Law.

Taylor- White Tools 465

Telephone: (Couch & Seely) "686

Interurbans '510

Temperature, Effect of on Wire 130

Terra Cotta, Plant for Making *ios

Terre Haute: New Road at 494

Reduced Fare at 37

Tests: Capital Traction Power House, Wash-
ington II

Car, at Ithaca, (West) 309

Controlling Systems at Boston *286

English Power •523

(•as Engines *9

New York Brake *42z, •462, 498, 609

Rail Bonds 608

Return Circuits, (Nissley) ...*i49, 197

Truck Frame 40J

Wooden Pulley (Dodge) 741

Texas Corporations, Taxing 723

Theater: Merrymeeting Park •337

Movable Stage *43S

Syracuse '478

Thieves, Wire 45, 109, 215, 289, •401, 612, 753

Londrigan, The Copper King (port) 71

Losses by 154

Third Rail Installation at London ••••*349

Three-Ph ase Road: at Newton, Pa. ....*i3i

Italy 405

|Tickets: Free Distributtun in Boston C4B3

Checking Book '707

Commutation, AbuHc of 478

Indiana Uy '430

It-iund Trip '494

Selling, by Endless Chain Swindle 31H

Ties : Cheaper (I'crrizo) 604

Plugging 743

i'rcberving 743

Ouotations 358, 478, 621, 757

Steel, from Old Rails VSS

Tamping Machine *y2i

TilVin, O., loo-milc line at 104

Tile VVater Tank •36

Timber: Preserving i'olcs 515

Treatment of 324

Woodiline for Preserving 287

Time, Standard vs. Local 757

Tokyo, Sec Japan.

Toledo: & Adrain ICIectric Ry 479

Advertising Folder 380

Gas Business Unprofitable 50

Monroe Electric Ry 153

New Unit at '280

Spliced Cars '605

Traction Band 38

Toronto: Canadian Interurban 612

Crowded Cars at O37

Freight in 16

Railway Co., Report of 106

Tower, Scif-Cooling, (Barnard) "454

'J'rack : Construction 0588

Buffalo '36

Demerbe Construction "709

Drill (Stow) *6oi

Joint Use of 750

Machine for Breaking up 39

Material Quotations .358* 417, 478, 541, 621, 757

Notes on 743

Oil on C697, 710

Steel for Roadway 46

Sec also Law.

Trade : Catalogs 420

Journals C184, £304, 326

Notes

58, 113, 180, 243, 301, 36I1 4^. 481* 543>
624, 756

Travel, Created 621

Tramway: & Light Railways Exhibitioni See
International.
& Railway World i 474, 656

Transfer: Abuse of Baltimore 18

California Decision on 406

Cautions on 398

Connecting Roads e43i

Counterfeit 515

New in Chicago "104

Selling in Chicago 109, 344

Station Designs, Prizes for 76

Suit at Detroit 171

Universal, at Memphis 8

Use and Abuse of 402

Transition Curves, Boston 394

Transmission, Joint, of Direct and Alternating

Currents ; 36S

Trolley: Catcher '417

Base (Montreal) '741

Ear (Faulkner) ^399

Harp (Edison Johnson) '^37

Excelsior *6i6

Head: (Feist) '476

Spring for (McMahan) '686

Wheel, (Feist) •476

Ice Cutting •ii3

Troy, N. Y., Strike at 114

Dayton (O.) &, Electric Ry 713

Truck: Brill, Forged Side •692

Paris •268, •344

Decision on 461

Double Equipment (Heft) 650

. Lord Baltimore 220

McGuire, for France •340

Kansas City 'egi

Peckham, Kansas City Special *622

Test of Frame 402

Storage Battery, in India '349

Tunnels: Chicago 221

New York-Brooklyn 686

Turbines, Steam (Thurston) 736

Typewriting Machine (Chicago) *389

Union Track Jack '152

United Kingdom, See Great Britain.

University of Illinois zS, 164

Utica, N. Y., Accidents at 78

Valencia, Tramways at 307 468

Valve, Automatic Shut ofl ' 600

Van Dorn Couplers *I95, •6ia

Vcniilalion: Blower Syitcm of (American)... •40

(Perry) •fog

Wheel (Sturtevant; 'jio

Vestibules in Ma^iiachutetts 7^*

Viaduct at Wilkcsbarre '.\ \A

Views, Interchting European •^a

Waddcll, C. W. (port) 5,,

Wages. Increased 362, 402. 416, 459. 479. 601

Wagons, Automobile Emergency •724

Wainwnght Expanbion Joints V'iu

Washington, D. C. : Capital Traction Co., An-
nual Meeting 5^

X'owcr llousc, Test of ',] n

Automobile Emergency Wagon *7a4

Concrete Mixer at •n.

Low Fare Bill for 7o3

Relief Association j^j

Waterloo (Eng.) fie City Ry., Cars •350

Waterloo^ la., Exprebs Service at *xt3

Water: Famine Averted in New Haven 133

Power Station. Sec Power Station-
Purification, Bachman Method •382

Wheels, Protecting 350

Wattmeters, Recording, on Switchboards «a8

Way. Gave Her Her Own []\^

Webb City, Mo.. Accident 418

Weeding Hoe '^^g

Welding Process, (Goldschmidt) 505

Western Electrical Supply Co. Catalog 395

Weslinghousc Generators •280

West Virginia New Company 236

Wet Steam (Edgar) 4C«

Wharton, Wm.. jr., & Co -465

Wheels, Car: Flat, Due to Skidding 207

Griffin Plant at Kansas City "597

New Plant, (Keystone) 340

Noiseless 541

Press for Car Shop •235

Serrated igs

Trolley. Sec Trolley Wheel.

Whisk Brooms on Cars 203

Why Don't They Get On Vso

Wichita, Kan.: Improvements at 174

Injunction at 474

Strike at jjg

Street Railway System ^749

Wilkesbarre, Viaduct at iaH

Wilcutt j. L ^

Wire: Effect of Temperature on 130

Guard 448

(Hazard) 34^

Low, Costs $4,000 746

Machine for Cleaning and Re-Insulating.. *i75

Phono-Electric 607

Thieves. See Thieves.
Wisconsin Valley Advancement Association.. 178

VVolcott, H. W. (port) 35

Wood, F. W 3^6

Wood. See Timber.

Wofldiline for Preserving Timber 387

Worcester, Mass.: Removing Snow in 83

Rules for Conductors at 104

Worthington. Thomas (port) 576

Write LJps, Fake 390

Wyman, C. D 418, 472

Xenia, O.: Effect of Electric Road 336

New Road at 343

Verkes, C. T 541

Yokohama. Electric Railway at 4S2

Y/)ungstown, O. : Freight and Express Service*302

Mahoning Valley Railway System '3

New Interurban 707

ZanesvillCf O., New Road at 134

STREET RAILWAY REVIEW.

PUBLISHED ON THE IStm OP EACH MONTH.

WINDSOR & KENFIELD PUBLISHINQ CO.,

TELEPHONK, HAnntSON 754.

MONON BUILDING. CHICAGO.

SUBSCRIPTION, - - - THREE DOLLARS.
Foreign Subscription, Four Dollars American Money.

AJJrex.s all Commuuications ami liemiiidvres to Windsor & Ktuficld Ptiblisbing Co,.
MoHon liuiiding, i'hicngo.

H. H. WINDSOR.

Editor.

F. S. KENFIELD.

Business Manager.

EASTERN OFFICE. 100 WILLIAM STREET. NEW YORK.

C. B. FAIRCHILD. EASTERN REPHESENTATtVE.

CORRESPONDENCE.

We cordially invito correspondence on all subjects of interest to those
eng-a^red in any branch of street railway work, and will gratefully appreciate
any marked copies of papers or news items our street railway friends may send
us, pertainiug either to companies or officers.

DOES THE MANAGER WANT ANYTHING 7

If you contemplate the purchaseof any supplies or material, we can save
you much time and troulile. Drop a line to The Review, statinp what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for publishing' such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association.
ISntered at the Post Office at Chicago as Second Class Matter.

VOL. X.

JANUARY 15, 1900.

NO. 1

The usual winter troubles seem this season to be found in ex-
tremes. In such portions of the country as have had snow they
have had it in abundance, even to the extent of three feet on the
level; while in other sections the plows have not yet left the barns.
In the central western states the winter thus far has been a phe-
nnnicnal one fur niiUl and clear weather.

The Railroad Commissioners of Connecticut have issued instruc-
tions to the effect that the street railways of that state shall after
June 30, igoo, keep their accounts according to the "Standard Sys-
tem" developed by the Street Railway Accountants' Association
of .\mcrica and approved by the Convention of Railroad Cominis-
sioners. The intention of the Connecticut commissioners to issue
such instructions was announced at the Chicago convention of the
Accountants' Association, but their formal action may be taken as
the real beginning of that long desired era when the reports shall
lie uniform.

Mention was made in our editorial columns last month of the
positiini taken by an appellate division of the New York supreme
court on the question of a street railway operating special cars for
the transportation of freight only, and those interested in this sub-
ject will find an abstract of the decision in the legal department of
this issue. This ruling to the effect that cars for freight only are
permissible on street railways so long as they do not increase the
burden of use of the street is a decided gain for such roads as
have broad franchises and desire to engage in the express business.

Two other cases on this subject were decided in favor of the rail-
way companies by lower courts last month, one in Connecticut
and one in Ohio, In the former case the city of Hartford sought
to enjoin the Hartford Street Ry, from the transportation of freight,
but the court lield that cities had no power to regulate the property

to be carried on street railways. The laws of Connecticut provide
that street railways may carry bundles and small parcels belonginn
to passengers, but in the transportation of any other merchandise
lliey shall be subject at all times to the regulations prescribed J)y
ihe superior court or by a judne thereof. The same applies to
"all steam and horse railroads or those run by other motive pow-
ers." The clear inference would seem to be that the Kegislature
intended that the street railway^ should be permitted to ennane
in freight trafTic under proper regulations, and that this should not
he ilependent upon the city.

In the Ohio case the court held a provision in the franchise that
freight should not be carried was void, because repugnant to the
principal thing granted, that is, the right to use the streets. This
ruling will be very important, ff sustafneo by the higher courts.

Another indication that the freight business of electric roads is
daily becoming of more importance is the (act that there is now
pending in the Detroit common council a general suburban freight
ordinance.

We have always believed that this part of Ihe street railway fielil
would well repay cultivation, and are gratified to nr)te the increasing
numl)er of roads engaged in handling freight.

,\( the Boston convention of the American Street Railway Asso-
ciation in 1898. a report on carrying United States mail on street
railways was presented; both the report and discussion brought out
Ihe facts the compensation offered by the government for this serv-
ice was in nearly every case grossly inadequate. Elsewhere we give
a statement showing that in Syracuse. X. Y.. the posloffice paid
28 cents per mile to a wagon mail route contractor in the city and
,1.1 cents per mile to the street railway company for interurban
mail service.

It is possibly true that the postoffice department would not be
justified in giving the same service to the suburban towns were it
obliged to pay at the same rate per mile as for the wagon route to
the city depots. The latter is a necessity and must be had at any
cost. Nevertheless it is scarcely fair to pay the electric railway
onlv one-ninth as much as the contractor.

In his presidential address before the Institution of Electrical
Engineers (England), Professor Silvanus P. Thompson gave an
interesting account of the present status of electric traction in Eu-
rope. He believes that the world must now look to Switzerland for
guidance in the e(|uipnient of heavy (steam) railroads for electric
working, the inauguration in July last of the three-phase system on
the Burgdorf-Thun railway displacing America as leader in this
branch of the traction field. He regards the question of whether.
where there is a long distance to transmit current, a simple three-
I)hase system throughout is, or is not, more economical than direct
current or a mixed system with three-phase transmission and rotary
converters, as the only important question in electric railway work
that is not yet settled. Professor Thompson is a warm advocate
of surface contact systems for urban roads and has great hopes of
the lines trow being tried in Paris.

Employes' clubs, such as that at Denver, which is described on
another page, are becoming more numerous and we believe that
all street railway companies should encourage their formation. The
first step in the case of all such organizations that have come to
our notice is for the company to provide at its operating barn or
station suitable rooms, and light, heat and janitor serx'ice are also
furnished free of charge, so that the cost of maintenance to the men
is reduced to a minimum. This is as it should be. since while the
club is for the men it is also solely for employes of the company,
and on leaving the service a man loses his membership in the club,
and under these circumstances the men could not be expected to
bear the heavier dues that would be reasonable were membership
independent of occupation.

The cost to the company in providing the quarters is insignificant.
as it would in any case be necessary to have waiting rooms for the
extras and other men awaiting their turns to go on duty. In the
case of the Denver club the company met the men half way in con-
tributing funds to furnish the club rooms, and the result was some-
thing more elabor,ite than is ordinarily found. But the furnishings
need not be costly, and with the rooms provided there is no danger
but that the club will make them attractive.

The advantages to the ser\ice resulting from the club are that
the men spend their leisure hours in the rooms when off duty and

STREET RAILWAY REVIEW.

[Vol. X, No. i.

can always be louiid when needed for an ciiicrgcncy, they arc not
tempted to spend their time at the "workingmen's resorts" usually
found in the neighborhood of a car barn or large shop, and above all
their general condition, mental and physical, is improved by means
of the healthful recreation found at the club. The men also find in
the club far more pleasant surroundings than in the regulation wail-
ing room.

Governor Pingree and his large following who favor the munici-
pal ownership and operation of the so-called public utilities are
making strong efforts to have an amendment to the state constitu-
tion adopted, which will permit the cities so desiring to embark in
these enterprises. The League of Michigan Municipalities, which
met in Grand Rapids in September last, strongly endorsed the plan,
and an active campaign is in progress. The lower house of the
Legislature, however, recently tabled a resolution asking the gov-
ernor to submit a special message on the subject, and the conserva-
tive element may prevail and the municipalities of Michigan be
spared the bitter experience similar to that the state had in its
building and operating of railroads and canals.

The experience of the state of Michigan as a railroad owner be-
tween l8.?5 and 1850 w^as epitomized in the opinion of the Supreme
Court of Michigan in the case against the Detroit Railway Com-
missioners. The state enterprises for internal improvements which
had been specially commended in the constitution of 1835 were ex-
pressly i)rohibited in that of 1850. but now the cycle is complete and
in igoo it is proposed to give public ownership of improvements
another trial. This time, however, it is not the Legislature which
is to be given power to bond and tax. but those notoriously incom-
petent administrators — the municipalities the most glaringly faulty
of our political institutions.

One element that is very active in promoting the cause of munici-
pal ownership of electrical enterprise comprises certain promoters
and bond brokers, who will agree to build a plant with almost any
desired guaranty as to cost and performance, and take their pay in
bonds. By the time that plant needs repairs or rebuilding, and the
absence of a sinking fund confronts the city as a really serious con-
dition, the bonds have all been disposed of. The city has nothing to
do but pay interest and mayhap issue some more bonds to rebuild.

In Ohio there is a most startling plan to be placed before the
Legislature for approval, whereby municipalities are to be author-
ized to issue bonds without limit for the purpose of buying street
railway, electric lighting, gas and water properties, and, further,
given the power to levy taxes to pay any deficits that may occur
under municipal management. On another page there is a dis-
cussion of this subject by Mr. A. R. Foote, who points out the
dangers in thus encouraging the wild speculation which all experi-
ence shows would surely follow.

The most serious difficulty in the way of making such schemes
financially successful is, that with universal sufifrage the majority of
the voters are not tax-payers, and hence are very liberal when it
is a question of spending other peoples' money.

During the last sixty days a portion of the employes of the street
railway at Springfield, 111., have been upon a strike, and as in nearly
all of these unfortunate controversies, of which there were so many
during i8gg, between managers and employes the issue was the
formal recognition of the employes' union. There was no grievance
on the part of the men save that they were not permitted to pass
upon the sufficiency of the company's reasons for discharging of
some of their number.

The strike was begun November loth and after a settlement had
been agreed upon December 20th was at once renewed for insuffi-
cient and trivial reasons. As at Cleveland, London and elsewhere
attempts were made to intimidate employes and patrons and on four
occasions explosives were placed on the tracks.

The situation in Milwaukee at the present time is peculiar, in that
the officials in charge of the city government are the allies, and
not the opponents, of the street railway company, and both are de-
fending suits in equity brought by two citizens who do not ap-
prove of the new ordinance passed on January 2d. The essential
features of this compromise, which was accepted by the company
as better than a continuation of the controversy so long pending.
are: Special tickets. 6 for 25 cents and 25 for $1, good for two
hours in the mornings and evenings until 1905. and good at all
hours of the day after that date; a ten-year extension of certain

franchises, with the proivso that all franchises shall expire in 1934;
a provision for sale to the city in 1934, if it shall so elect; an agree-
ment on the part of the company to extend its main lines to the
city limits as the latter shall be from time to time established.

The mayor and council were twice enjoined, but the dilatory tac-
tics of the comijlainants convinced them that the suits were not
begun in good faith, but with the object of delaying action on the
street railway question till after the next city election. Accordingly
the orders of court were ignored and the ordinance passed. If the
council is correct in its contention that being a legislative body the
courts have no jurisdiction to enjoin it, the longstanding dispute
may be considered as settled for 35 years to come, a result on which
all parties are to be con.gratulated.

The report of the New York Railroad Commisioners for the year
ending June 30, 1899, has just been issued, and elsewhere in this
issue will be found extracts from those portions dealing with the
elevated roads in Greater New York and the street surface railways
throughout the state. The number of passengers carried on the
elevated roads of Brooklyn is given as nearly 7 per cent less than
for the preceding year, but this decrease in traffic is explained in
large part by the fact that the returns of the Brooklyn Elevated
Railroad are given for only nine months of the year, the returns of
this company for the other three months being included in those of
the Brooklyn Heights Rapid Transit Co. In the case of the Man-
hattan Elevated there is a decrease of over 5 per cent in the num-
ber of passengers carried. The street surface roads, on the other
hand, show gains in traffic; the total for the entire state is nearly
7.7 per cent in excess of the preceding year, and of this over five-
sevenths was on the lines in the boroughs of Manhattan and Bron.x.
New York City. The lines in these boroughs carried 55 per cent of
the total of pasengers in the state, and showed an increase amount-
ing to nearly 74 per cent of the total increase of the state. In this
connection it must be noted that the number of passengers as re-
ported includes "transfers." The table of gross receipts and total
expenses per passenger and per car -mile will be found very in-
structive.

The board dwells at length on the accidents, such as were
formerly regarded as incidents alone of steam railroading, that have
occurred on street railways. This class of accidents includes head-on
and rear-end collisions, derailments and crossing accidents. In con-
clusion the Board restates its recommendations, made in previous
reports, for the precautions which it is believed will prevent acci-
dents of this nature.

The probable amount of new construction work to be done the
coming season is very uncertain. Last year contract letting was left
until late in many instances, and then it was found impossible to se-
cure delivery at any but remote dates. This difficulty in securing
material resulted in a very considerable amount of proposed work
going over to this season. In the meantime the demands upon our
manufacturers, many of whom have other interests to supply and
which have been and are also very active, have steadily increased
until prices have been advanced from 25 to 100 per cent and in some
exceptional cases even more. The advance has been especially
strong in those construction items which are always the heavy ac-
counts. Rails, cars, engines and boilers, and all copper manufac-
tures are now so high and the time of delivery on new contracts so
uncertain for some of them, that much contemplated work will be
forced over for another year. There will be a very respectable
amount of work in the aggregate, but it will be confined to such lines
as come w-ithin the limits of being a positive necessity. Scarcely a
manager who is going to build a few miles but would have con-
structed twice as much could he have done so at last year's prices.
The result is not. how-ever. without its wholesome features. It is
well to curb the ambitions of some promoters who think that once
a line is built the balance sheet is bound to take care of itself. We
want no repetition of the wild cat roads which came into existence
by the score 10 years ago. Some of these are just now beginning to
get upon a good paying basis. There are legitimate enterprises in
abundance, and such are having a very fair degree of success in dis-
posing of their securities, and at good prices, hence it is no great
cause of regret that much other legitimate work is to be carried over
another 12 months.

New city work is largely that of rebuilding worn out tracks, con-
structing extensions to care for the spread of population, and in-
creasing the capacity of stations. The year will be an extremely
busy one for contractors and manufacturers.

Jan. is, i'jix).

STREET RAILWAY REVIEW.

^^-^^^ /iA/iON/r^G \ALLnY

Lowrllvillt'.,

Yoiinyytoi^ It

fliiifral Kiili/e^

J^A/L yyA yS y3 mrr

This sysliMii I'Miljiaco 4.( iiiilcs nl ti:icl< ami cmiiK'Cts Vouiins-
town willi a mmibcr uf iicigliburiiiK villaj^cs, as shown by llie
nccompanyiiiK (hagram. To the northwest of Youngstown the
places, in order, include Girard, Niles, Warren and as an adjnnct
of Nilcs. Mineral Ridge. To the southeast are Slruthers and Low-
cllville. The line connecting the two last named villages is to be
built in the early spring and will be about four miles in length.
Other extensions in Youngstown will also be built early in IQOO, and
part of the material is already on hand and the work of grading
begun.

The service is both passenger and freight and is well patronized in
both departments. A fast passenger service is maintained between
Youngstown and Warren, which passes through the intervening
villages, two large cars being used. These cars leave the respective
cities every hour and niaUe stops only at certain designated points;
the trip each way is made in about .S7 minutes, the distance being i6
■ nilcs.

The package and freight cars make two round trips each day
between Warren and Struthers, and the indications from the growth
of the patronage are that an additional car will soon be required.
In the ^'ollngsto^vn division, which includes Struthers on the east

This is designed to be equal in strength to the work usually em-
ployed on steam roads. Heavy oak timbers compose the bents,
and the structure is thoroughly braced to avoid any surging move-
ment due to the starting and .stopping of cars. Heavy guard beams
are provided a.-, shown, and the trolley wire i< supported by span
wires attached to arches composed of .3-in. iron pipe and thoroughly
braced by wire guys having turnbucklcs for adjustment. Other
sections of trestle work and of the steel bridge arc shown in the
illustrations.

In the suburban track construction a 70-lb. T-rail of the American
Society of Civil Engineers section, rolled by the Pennsylvania Stci-I
Co., is used. The roadbed consists of a foundation of 6 in. of
furnace slag, which is procured from the neighboring furnaces; on
this the ties are placed 2 ft. c. to c. The space between the tics is
then filled aiid tann>td with gravel, but left to slant each way from
the center for drainage. The rail joints are made with 6-hole splice
bars and bonded with "Crown Fig. 8" bonds made by the American
Steel h Wire Co. On a part of the old construction near Youngs-
town cast-welded joints are employed.

On the rear platform of some of the large c?rs is placed a guard
rail composed of i-in iron pipe, which is attached just to one side of

TRESTLES AND BRIDGES ON MAHONING VALLEY LINE.

and Niles on the west. 19 cars are operated, and on the Trumbull
division, which includes Warren and Niles. 4 cars are required, and
between Niles and Mineral Ridge 2 cars, making 27 cars in all.
Twelve of these are long cars, with double trucks, and on some of
these air brakes are about to be installed. It is the intention of the
company to add eight more long cars to the equipment in the near
future. These will be of the same length (36 ft.) as the present cars.
Considerable new track has been laid during the past season, and
on some portions of the line trestle construction has been required.

the inside door post about 3 ft. above the platform. The door
(accelerator type) is hung to one side of the end and the guard
rails curve out toward the steps and are suported by an end post
opposite the middle of the step. This serves to keep the passengers
from obtruding the doorway when the platform is crowded, but
gives room for the conductor to stand between the door and the
rail without interfering with the entrance or exit of passengers.

The company is planning to erect a large power station during
the coming season, from which the entire system will be operated;

STREET RAILWAY REVIEW.

[Vol. X, No. I.

it is probable that a high tension alternating current will be gen-
erated, which will be conchicted to transformer stations located at
different points of the system.

This is one of the most promising interurban street railway
systems in the country, for the reason that this section of the
Mahoning Valley is rapidly being filled up with manufacturing
establishments, consisting mostly of blast furnaces and steel and

iron mills for rolling structural
shapes. Doubtless at no distant day
the system will be one of the links
in the chain of electrical railways
thai is already projected to unite
some of the larger Ohio cities with
cities in Pennsylvania and possibly
some iii New York.

The affairs of the c()ini)any are in
charge of M. A. Verner, of Pitts-
burg, president, and A. A. Ander-
son, general mana.ger and treasurer.
Mr. Anderson lias now been con-
nected with the system about six years, and it is largely due to his
foresight and executive ability that the various systems above de-
scribed have been brought under a single manageiiiont anil the in-
tercommunicating system established.

NEW ROADS IN CRIPPLE CREEK DISTRICT.

.■V. A. .VNDEKSdX,

In our issue of October, 1898. page 707. we published a description
of the Cripple Creek District Railway, which at that time com-
prised 6J4 miles of track between Cripple Creek and Victor,
opened for tratTic Jan. 2. 1898. The company was then making sur-
veys for a line 26 miles long to connect the Cripple Creek district
with Colorado Springs. Now the early completion of one road to
connect these points is regarded as a certainty and a competing
line is also proposed.

The Colorado Springs & Cripple Creek District Railroad Co. is
closely allied to the Cripple Creek District Railway Co. and will
build a road from Colorado Springs to Cameron, formerly called
Grassy. This road will be operated by steam at first but the
branches and spurs will be equipped electrically. .\t Cam-
eron connection will be made with the Cripple Creek District Ry.,
its lines having been extended to that point. The operation of the
main line by steam is to be temporary only, electricity being the
power ultimately contemplated.

.\nother company, the Colorado Springs, Cripple Creek &
Southern, proposes to apply for franchises for an electric line be-
tween the two towns. In carry passengers, freight, mail and ex-
press.

ALONG THE MAHONING VALLEY LINIi.

A VISIONARY SCHEME.

How wild the man who wishes to improve present conditions can
sometimes be is shown by the following extract from a letter to the
Chicago Post:

■'I would have the city government select a route 10 miles long,
beginning at the business center, or as near it as practicable, and
running in a nearly straight line either west or south, take the
whole of this street and construct in it four tramways: make the
rails grooved at street crossings, 60 ft. in length, electrically
welded. 90 lb. to the yard, with steam pipes laid in the outside neck.
These pipes would keep the rails dry at all times and in winter free
from snow and ice.

"The cars should be built with wheels at the ends; double floors
with steam pipes bctw^een and a steam heater at one end. The un-
der side of floors need not be more than 6 in. above the rails. .Ml
three tracks at the right should be used in one direction during
rush hours, and the cars on the two inside tracks should stop only
once in four blocks, and not at all for the mile and one-half just
outside of the business district. .\t certain hours the two inside
tracks could be used for freight, to be delivered anywhere on the
line of the road. Traffic teaming should not be allowed, but the line
could accommodate residents with their supplies, and the sidewalk
could be used for delivery purposes for less than one block. Chil-
dren should be prohibited from making this street a playground,
but if they did, the fenders are expected to pick them up."

On December igtli the last rail of the Canon City & Cripple
(.'reek Ry. (a steam line) was laid and several other steam roads
are projected in the district to serve the new mines which are being
opened.

« • »

STEEP GRADES IN FRANCE.

.\n electric railway recently opened at Laon, France, is remarka-
ble for its steep gradients. The line is 1,479 ™- long and one por-
tion has a rise of 81 mm. to the m. .Another section, about 860 m.
long, has a grade of 10 per cent, and in a short run of 202 m. the
rise is 130 mm. to the m, .\ rack and gear combination is provided
as a safety measure to prevent cars from slipping, but it is stated
this is seldom used as sufficient traction is secured between the
rails and wheels under ordinary conditions. Combination baggage
and passenger cars with capacity for 26 persons are in operation,
each car having two G. E. 53 motors. Current at 120 volts is sup-
plied from a generator of 1.200 amperes capacity.

CONNECTICUT ASSOCIATION.

.\t a meeting of the Connecticut State Street Railway Associa-
tion, held at New Haven December 6th, the following officers were
elected: President, H. S. Parmelee, New Haven; vice-president.
.■\. M. Young. Waterbury; secretary, B. W. Porter. Derby; treas-
urer. }'.. S. Goodricli. Hartford.

Jan. 15. I'loo. I

STREET RAILWAY REVIEW.

The Detroit, Ypsilanti & Ann Arbor Electric Railway,

An cxcfllcnl exampli' of niodiTii practice in the iTjiiipnu'iit <)( an
intcniiban liacliim system is fiiinislieil Ijy the Detruil. Ypsilanti &
Anil Arbor IClectric Ry. When the company was organized in
1897 the promoters determined to iiitrodnce the very hiKliest types
of machinery and eiiiiipment. to coiii|)lete every detail in the most
rehahle manner, and to exercise a liberal policy toward the pnblic.
'rile result of the lirst year's operation shows the wisdom f>f this
broad-minded |io!iey, as a valuable freight and (jassenner trallic has
been developed, and llu' properly is already earning; dividends for
its stocldiolders.

MAP OF DETROIT ANN ARBOR LINE,

The length of the track is 50 miles. The main line from Detroit,
passing throngh Wayne and Ypsilanti to Ann .Arbor, is 40 miles,
and a branch from Y'psilanti to Salin is 10 miles in length. From the
City Hall, in the center of Detroit, cars pass down Michigan .'\vc.
for six miles, using the tracks of the Citizens' Street Railway Co.
From the city limits a new track was laid throngh Dearborn and
Wayne to Ypsilanti, and thence to Ann Arbor. The franchises
of the former railway from Ypsilanti to Ann Arbor, and of five miles
of track in Ann .Arbor City, were acquired by purchase, and the
lines entirely rebuilt and rc-equippc<l. The Saline division is a new
construction.

The route passes through a rich agricultural country and through
several thriving towns and cities, from wdiich local and through
traffic is drawn. Dearborn, 10 miles from Detroit, has about one
thousand inhabitants. Inkster and Eloise are sinaller places.
Wayne, 20 miles from Detroit, is the junction of the Plymouth &
Northfield Electric Ry. Canton and Denton are passed before
reaching Ypsilanti, a manufacturing town of 4,000 inhabitants. In
addition to the ordinary population of Ypsilanti the State Normal
School has from two to three thousand students. Ann Arbor, the
terminus of the line, has a regular population of 15.000 and is the
seat of the University of Michigan.

The plans for the complete engineering equipment of this railway

ini,. 1. I'uWliK LIOUSE .VND eAK L.XK.N.^. Vl'SILANTl.

were prepared by Westinghouse. Church, Kerr & Co.. New York,
and to the Detroit office of the same company was awarded the
contract for furnishing the steam and electrical machinery for the
two power houses and the motors and air brakes for the cars. The
promoters of the railway stipulated for the most advaned type of

machmery ami tin- introdiuiion of the latest ineelianieal devices for
securing economy in operation. It is no secret that the engineers
were given a free hand, and the contract was in the nature of a
confidential one. 'I'his latitude has been justified, lor the Installation
is a model in all respects, embodying great simplicity yet complete-
ness of design, and is an excellent illustration of economical practice
where direct current electricity only is used for operating a railroad
f)f considerable length. These desirable results arc mainly tf> In-
.illribtUed to concentrating the various branches of construction in
the hands of capable engineers.

Two power houses have been built, ig miles apart, one at Ypsi-
lanti. 10 miles from the Ann Arbor terminus, and the other at
Dearborn. 5 miles from the Detroit city limits. The equipment

FIG. J.-rOWEK HOUSE.

of both power houses is very similar, differing only in the feeders
and in boiler feeding apparatus. .\ description of the Ypsilanti plant
will therefore suffice (or both.

The power house and car barns are attractive buildings and pre-
sent a pleasing appearance upon the main road entering Ypsilanti
from the east. They adjoin the Huron River, which affords an
abundant supply of water for boilers and condensers at all seasons
of the year. Facing the high road are the extensive car bams and
repair shops, with the company's offices in front, a view of which
is seen in Fig. I. At the back stands the power house, a substan-
tial lire-proof building, constructed of brick, measuring 67 It. by
72 ft. A heavy brick wall divides the spaces about equally between

STREET RAILWAY REVIEW.

[Vol. X, No. i.

the boiler and generating rooms. The appearance of the interior
of the generating room is very attractive, it being lofty, well
lighted and ventilated. .\ few palms add greatly to the cheerfulness,
and emphasize the neatness of the siiroundings. The foundations
are of concrete, the floors being cemented throughout.

The equipment of the steam plant shown in Fig. 4 includes the
latest improvements and secures the utmost economy in operation.
Three Babcock & Wilcox water-tube boilers, rated at 225 h. p.
each, carry a steam pressure of 150 lb., are equipped with Roney
mechanical stokers, which aflford complete combustion of the fuel
and enable the cheapest grades of coal to be burned with minimum
labor in firing. Ohio slack coal, costing $1.45 a ton delivered at the
railway, is used. Reference to Fig. i shows the stack, which extends
only a few feet above the roof of the building. The ground plan
and a section of the power house are shown in Fig. 2.

The Westinghouse system of economizer mechanical draft has
been introduced, with two vertical fans driven by an 8-h. p. West-
inghouse steam engine. The blowers were furnished by the Fuller
Co., of Detroit. The speed of the engine and therefore that of the
fans is controlled by quick-acting regulators, so that as the steam
pressure begins to rise upon the boilers a valve reduces the supply
of steam. By this automatic arrangement the mechanical draft is
regulated by the pressure in the boilers, as an increase of boiler
l)rcssurc slows down the engine driving the fans. By combining
fuel economizers with the mechanical draft, low temperature of the
waste gases are secured and the heat is returned to the feed water.

The watePforfeedingtheboilersand for the condensers is obtaine<l
from the Huron River alongside the power house, as shown in

engines are cross-connected, so that in llie event of one being dis-
abled the other can be used to furnish a vacuum.

The engine room shown in Fig. 3 contains three 450-I1. p. West-
inghouse condensing compound engines running at 250 r. p. m.
direct coupled to the generators. These engines are of the constant
terminal compound type specially designed for the widely fluctuat-
ing loads incidental to railroad work. They were built by the West-
inghouse Machine Co., East Pittsburg, Pa.

The usual load upon the engines is from 650 h. p. to 680 h. p., but
it is very fluctuating in character, as the 9 to 12 cars operated upon
the tracks meet at certain times in the turnouts, which causes the
load as registered by the ammeter to vary from 100 amperes to 1,300
amperes, equivalent to a variation of from 70 h. p. to 900 h. p. Two
of the engines carry the usual load, the third being held as a reserve,
two boilers only are habitually under steam.

The electrical equipment comprises three 225-k.w. Westinghouse
direct current generators. 575 volts, connected to the engines by
flexible couplings. They are of the standard Westinghouse type, as
shown in Fig. 3. There have also been installed in the power house
two Westinghouse motor-driven boosters, one 135-kw. and one
125-kw. The motor and booster armatures are mounted upon the
same shaft. The fields of both machines are supported upon the same
bedplate and are split in a vertical plane to permit the removal of
either half horizontally from its armature. The motor receives
power directly from the station bus bars and the booster is operated
in series with the feeders. The full load voltage of the boosters is
32;, making the voltage on the booster feeders at the station 900
volts. .^ view of one of the two boosters in the Ypsilanti station is

FIG. 3.-GENER.\T(lKS.

FIG. 4. -BOILER ROOM.

ncosTICK

Fig. 6. ."V crib has been carried into the river into which the water
passes and then flows by an 18-in. pipe to a well 14 ft. deep. Feed
water for the boilers is pumped from the well through a 4-in. pipe
by two Worthington outside-packed pumps, each suflicient to care
for the whole plant. The feed water passes through a Baragwanath
exhaiKt heater, utilizing the heat of the exhaust steam from pumps,
condensers and blower engine, and thence passes through a fuel
economizer, where it takes up the heat of the waste gases from the
boilers; the Iced water is heated to 275° F. before it enters the
boilers. Any or all of this apparatus between the feed pumps and
the boilers may be by-passed at will. The steam passes through
large separators before going to the engines, and the water of
condensation is returned to the boilers by a system of Westing-
house steam loops.

The steam piping throughout the plant is very heavily constructed
to carry a working pressure of 175 lb. The arrangement is very
carefully designed to secure the greatest freedom from internal
strains due to expansion or contraction. It may be noted from the
diagrams of the power house that the steam pipes from the boilers
to engines are curved, avoiding elbows, and there are no pockets
except those purposely provided for handling entrained water. The
valves and piping were furnished by Roe, Stephens & Co., Detroit.

Three Worthington compound condensers 6 and 9 x 12 .\ 10 are
installed in the basement of the power house under the engine
room. The independent condensers are so connected that the
engines can be used either condensing or non-condensing. A lO-in.
intake pipe from the well by the river supplies water for the con-
densers, which is returned direct to the river. The condensers and

shown in Fig. 5. One of the boosters supplies the line running
westward to Ann Arbor, the feeder being tapped in at the Ann
Arbor city limits, about 7J4 miles from the power house. The
feeder from the other booster going east taps in at Sheldon Corners,
an equal distance from the station. The three feeder wires running
east and west from the Ypsilanti power house and the one running
west from the Dearborn power house each consists of 39,600 ft. of
copper wire. The Ann Arbor line has a section of 550,000 cm., and
the other two wires 400,000 cm.

The switchboard consists of 11 heavy marble panels mounted upon
an iron frame work of very neat design, occupying one end of the
generating room. The feed wires are carried from the bus bars
through the side wall to brackets on the outside and thence to the
overhead construction upon the tracks. There are three generator
panels, following the standard Westinghouse practice. Upon the
fourth panel is a voltmeter and wattmeter. Then follow the east and
west feeder panels and four panels for the motors and tnotor-driven
boosters. The eleventh panel controls the south feeder for the
Saline division. Voltmeters upon swinging brackets at either end
of the switchboard show the voltage upon the line. The panels are
supplied with the usual meters, circuit breakers, switches and other
apparatus for the complete control of the current under all condi-
tions.

The stations at Ypsilanti and Dearborn are arranged to work in
parallel, helping each other out in case of a very heavy load upon
either station, but they can be separated in case of need. Either
booster may be operated in series with either booster feeder. The
switches are so arranged that the booster feeders may be used for

Jan. is, iooo.

STREET RAILWAY REVIEW,

siippli'iiu-ntiiiK till' direct fed feeders slii>idil it In- desiriilile lo bluil
down tile boosters.

The power lunise is C(iiiipi)ed with .in overhead 7,' j ton traveliiin
crane for moving any part of the niacliinery.

I'>om the city hmils of lOetroil to Ann Arbor a single track has
been biid by the side of the high road of standard gage, with (re-
i|iuiii turnouts; the contractors arc J. Griffin & Co., Detroit. I'ro-
liles rif tlic country show a mainly level surface, with a few grades
111) I'l 7!4 l«^r cent in approaching bridges and wlierc sudden dips
occur. The track has been laid in the most substantial manner, with
cedar ties upon a gravel bed. according to the best steam railroad
practice. The Cleveland Frog & Crossing Co. furnished the special
work. Upon the curves, which are few, the outer rail is elevated
.111(1 I he strong, substantial ro.idbed enables a speed of 45 miles an
hour to be readily maintained by the cars. The standard rail is a
T section weighing 77 lb., but parts of tlte track are laid witli 70-lb.
and 75-11). rails. The rails are bonded with No. 0000 cross bonds
every 500 ft., with joint bonds of No. 0000 wire. The .Xtkinsoii
bonds are used.

The ovehcad construction was made by the Ohio Brass Co. and
consists of two No. 000 figure 8 trolley wires, the two wires being
used to avoid switches at the turnouts. The east bound cars run on
one trolley wire and the west bound cars on the other. The two
wires are in parallel, being tied together every 500 ft. Upon the
Saline division a No. 000 figure 8 trolley wire is used, with a No.
0000 feeder wire in parallel. There are 25 miles of span construction
work, the trolleys being suspended from the poles on either side,
and about 18 miles of bracket construction.

The standard car used by the Detroit, Ypsilanti & .Ann Arbor
Railway Co., shown in Fig. 7, is 50 ft. in length, with motonnan's
cab at one end, the cars having a seating capacity for 56 passen-
gers. The present equipment consists of 20 cars, built by the
Harney & Smith Car Co., of Dayton, O. They are of extra width,
the interior being handsomely finished and the cross seats upliol-
stered with plush. Each car is warmed by Baker hot water heaters
in the winter, and an ample supply of electric lights is provided.
The cars are equipped with Westinghouse quick acting ail brakes
of special design. .'\n air compressor driven by a direct connected
motor is mounted in the cab of each car. The motor is automat-
ically controlled by a pneumatic switch, so that it starts as soon as
the air pressure in the reservoir falls below 70 lb. and stops when the
pressure is raised to 100 lb. This automatic system of air brake
a|)paratus is highly efficient and reliable in operation, working com-
paratively noiselessly, being devoid of the usual hum of high speed
gearing and the knocking of reciprocative parts.

Each car is equipped with double trucks, upon which are mounted
four 50-h. p. Westinghouse railway motors of the well known multi-
polar type, with iron clad armature. Each car is also provided with
a series of multiple controllers for operating the motors in com-
bination of pairs in series multiple and all motors in multiple: the
canopy switch is in the form of an automatic circuit breaker, thus
enhancing the ease of operation when using the heavy currents
required. The cars also carry hand brakes. The cars weigh 26 tons
each when loaded. The Wilson trolley pole catchers are used and
give satisfaction.

A well equipped repair shop is in operation at the car barns at
Ypsilanti, furnished with the necessary machinery for repairing
breakdowns of the cars, for rewinding armatures, machinery car
wheels and axles, and for genera! repairs of electrical machinery.
Power is furnished for the repair shop by a lo-h. p. Westinghouse
multipolar direct current motor. A regular half hour service is
provided between Detroit and Ann Arbor, special cars for excursion
parties being dispatched between the times of regular service. Occa-
sionally the trafiic necessitates 15-minute service. An operator at
the Ypsilanti office dispatches all cars by telephone, the conductors
reporting their arrival and departure from each point: a complete
control is thus maintained. .\ single car provides for the service
upon the Saline division.

The cash fare from Detroit to Ann Arbor, a distance of 40 miles,
is 60 cents if paid upon the car, or 50 cents if a ticket is bought at
the office before .starting. Mileage books are sold for i.ooo miles at
the rate of one cent a mile. The schedule time for the journey of
40 miles is 2% hours. The ordinary train on the steam railroad
occupies I h.'4,^ min. between Detroit and .\nn Arbor, the fare
lieiiig $1.12.

A very interesting calculation was made regarding the amount of
local traffic upon the railroad between Ann .\rbor and Detroit,

which is paralleled by the electric traction lines, it being found that
iinmcdiately iirior lo the opening of the electric railway the local
Iraffic averaged 200 passengers a day. The figures of the Detroit,
^'I)silanti & .Ann .\rbor Railway Co. show that during the past year
they have averaged 4,000 passengers a day and during the month
of September the average fare per passenger was 15 g-io cents, ft
is thus clearly shown that when the public is given facilities tor
travel at an ecoufimical rair a valuable IraOic ran be developed. It

Flli. (..-YPSII,.\NTI I'OWEK UOISK ON HIRO.S" KIVER.

must be borne in mind that the railway system under review has
but just completed its first financial year. These excellent returns
have enabled the company to earn a substantial dividend for the
stockholders.

Fourteen cars have run 120,000 miles during one month. For
such a service only the best materials, the strongest cars, the latest
mechanical and electrical machinery and apparatus could make
such continual strain possible.

The advent of the electric road has been of untold value to the
country through which it passes. Building operations have had a
marked stimulus along the route. In Wayne, hitherto a small vil-
lage, 50 houses have sprung up, and a similar impetus has been
given to other places. A considerable tract of land is now devoted
to market gardening, since the way is opened for a frequent and
rapid delivery of fresh fruits and vegetables to Detroit and to other
markets. Various industries have been initiated, and a new life
poured into the veins of the inhabitants, stimulating a healtliy
activity on all sides.

The railroad passes through a richly productive country, partly
agricultural and partly horticultural, which yields a large freight
traffic. -At present only one freight car makes two round trips a
day from Detroit to Ann Arbor, but so great is the demand (or
increasing this freight service that the company is making arrange-

Fu;.

-ST.\XD.\RD C.\R.

ments for a central clearing house in Detroit, where an exchange
can be made with all the interurban lines running into the city. It
is proposed to secure a separate building, in connection with which
there will be a regular service of wagons for collection and deliv-
ery. .At present the company is in the anomalous position of curb-
ing the development of this branch of its business by charging very
high rates on account of the poor facilities it has for receiving and
distributing in Detroit. In spite of charging two-thirds more than
the steam railway company, it receives far more freight than the car
can take care of. Two rates of charge are in vogue, for freight and
express matter. Express packages are carried in the baggage

STREET RAILWAY REVIEW.

fVoi.. X, No. I.

dopartnicnt of the passenger cars. The rapid and prompt delivery
of packages by electric cars is in itself sufticient to attract a large
business. As soon as arrangements are completed at the Detroit
end the company fully anticipates earning from $j.ooo to $5,000 a
month in place of the $1,000 a month now received for freight. The
country served by the railway produces a large quantity of rasp-
berries, strawberries and other fresh fruits, as well as garden and
dairy produce. Packages of merchandise can be picked up by the
freight cars at all points along the line, and goods can be similarly
delivered, affording the greatest facilities to shippers and receivers.

The great success attendant upon the operation of this electric
railroad has led to the commencement of several projects of a simi-
lar nature.

The orticers of the Detroit. Ypsilanti & .\nn .\rbor arc: Presi-
dent, J. D. Hawks; vice-president. M. J. Griftin; treasurer, S. F.
.-Vngus; secretary. F. A. Hinchman; manager. F. E. Merrill.

NORTHWESTERN ELEVATED OPEN.

Shortly after 2 p. m. on Dec. 30, 1899. the first train on the
Northwestern Elevated R. R., of Chicago, comprising motor car
No. I and two trailers, all three cars gayly decorated with flags
and bunting, left the Lincoln Ave. station of the road for a trip
over the line. The party on board consisted of D. H. Louderback,
president; Howard .\bel. secretary and treasurer; George F. Jewett,
auditor; Clarence A. Knight, general counsel; C. V. Weston, chief
engineer; Frank Hedley, general superintendent of both, the Lake
Street Elevated and Northwestern Elevated; J. H. L. Waddell.
consulting engineer; R. B. Stearns, assistant engineer; O. E. Mor-
gensen, assistant engineer in charge of the design; and W. W.
Miller of New York, counsel for Blair & Co.; John B. Denniss of
Blair & Co., Caleb H. Marshall, ex-Mayor Washburne, T. G.
Milstead of New York, Ben Marshall, Clarence Buckingham, F. C.
Wheeler of London, W. A. Patterson, J. L. Cochran, A. P. Rich-
ardson, Mr. Angus of the Angus & Gindele Co., and a few other
guests, among whom was a representative of the "Review."

When the train reached the bridge over the Chicago River it
was welcomed by blasts from the whistles of tugboats and by
cheers from the workmen along the line. On the trip around
the loop President Louderback and Chief Engineer Weston occu-
pied the front platform. The train completed the circuit of the
loop at a few minutes before 3 o'clock and then ran to the
northern end of the structure and back to Lincoln Ave. again.

Twenty-seven fares were collected on this trip. Chief Engineer
Weston paid the first nickel to Superintendent Hedley. who acted
as conductor till this formality was over.

It had not been the intention of the company to begin the opera-
tion of the road until March next, but when in December it became
evident that the city council would not consent to a further exten-
sion of time and would seek to have the company's $100,000 bond
forfeited were the road not in operation before the close of the
year, the company decided to have trains running before the time
limit expired. At that time there was practically nothing done
between Chicago Ave. and Lake St.. a distance of 4,100 ft., except
the foundations; by far the greater portion of the metal work of
the structure had not reached Chicago, and over half of it had to
be shipped from the mills by special trains. Forces of from 400
to 700 men were put on and the work pushed day and night; the
company's men erected the metal work and the North American
Railway Construction Co. laid the track, the track layers being
followed close by the electrical force under the direction of J. R.
Chapman, electrical engineer for the road. Power was taken from
the stations of the Union and Consolidated Traction companies.

By noon of December 30th a single track to the loop was ready
for trains and before midnight a run was made to Wilson Ave.,
the northern terminus; the structure at present stops 2,000 ft.
south of that point and the incline to the surface was not com-
pleted till late that night. An enormous amount of work was
done in two weeks and the men responsible for it received hearty
congratulations when the task was accomplished.

Trains were run on the 31st, and on New Year's day over 500
fares were collected. The second track will be completed with all
the expedition possible.

January 1st the commissioner of public works directed that work
be stopped on the Northwestern Elevated, as he claimed the road
had not been completed as required by the ordinance.

The daily trip on January 2d was the source of some entertain-
ment to some 25 passengers and numerous spectators. The train
started from the northern terminus and at Lincoln Ave. was met
by four policemen who acted under orders from the city and
.irrested the train crew, taking the men to the police station, firm
in the belief that the train would not pull out without motorman
or conductor. There chanced to be a man on board who had both
the necessary knowledge and authority :iiul lie promptly took the
motorman's cab and started for the loop.

When Lake St. was reached the structure was found crowded
with so or 60 policemen who had orders to stop the train. The
acting motorman smiled and increased the speed, whereupon the
patrolmen scrambled out of the way and watched the train enter
the loop. Having been foiled in the attempt to hold up the train
on the down trip the representatives of the city proceeded to block
the track by piling timbers and ties across it so that the train
would have to stop on the return trip.

Being advised as to what was happening, llie Northwestern
officials got the right of way over the Lake Street road and instead
of stopping at the obstructions the Northwestern train proceeded
out Lake St. to a nearby siding. Here it was finally overhauled
by the police force and a detail spent the night in a cold car to
be sure that it did not get away.

When the cases against the trainmen, against whom charges of
criminal carelessness had been made, came before the court it was
decided that the police had exceeded their authority in making the
arrests. Following this the city officials agreed not to further
molest the company in running its trains.

A new ordinance which the company and the city officials agreed
upon is now under consideration.

SHELTON ACCIDENT CLAIMS SETTLED.

It has been announced that the Shelton Street Railway Co. last
month settled the last of the claims for damages arising out of
the accident near Bridgeport (Conn.), Aug. 6, 1899, when 29 per-
sons were killed and 12 seriously injured. The terms of the set-
tlements have not been made public, and the money cost to the
company cannot, therefore, be stated; it is reported, however, that
the amounts paid have been greatly underestimated by the general
public,

■ « • »

EXTENSIONS AT SHEBOYGAN, WIS.

The Sheboygan (Wis.) Light, Power & Railway Co. has re-
cently completed a six-mile line from Sheboygan to Sheboygan
Falls over a toll road, over which long double truck cars will be
operated giving a 30-minute service. The line was opened No-
vember 30th, and last month was operated with the single truck
cars used on the urban lines. The business has been very good
from the start and will increase in the future. Sheboygan Falls is
a manufacturing town of some 1,500 people, and a large bath tub
factory has been located on the line, which gives employment to
several hundred men. In addition to passenger traffic, the inter-
urban road will carry mail, express, milk and light freight.

The line was built under the personal supervision of Mr. John
M. Saemann, vice-president and manager of the company.

UNIVERSAL TRANSFERS AT MEMPHIS.

In 1895 the city council of Memphis. Tenn.. passed an ordinance
under which franchise rights were granted to a street railway com-
pany to be formed by the consolidation of the four companies then
operating in the city and suburbs. All of these four were con-
trolled by A. M. Billings, of Chicago, and his associates, and they
were promptly consolidated as the Memphis Street Railway Co.;
the consolidation had only been prevented by the terms of the
franchises to the several companies.

Under the ordinance which was agreed upon between Mr. Bill-
ings and the council a limited transfer system was to go into effect
on Jan. i, 1896, and a continuous ride between any two points in the
city was to be given for 5 cents after Jan. i, 1900, at all hours of the
day.

In accordance with this agreement the universal transfer system
was put in effect Dec. 25. 1899.

Jan. 15, 1900.1

STREET RAILWAY REVIEW.

This rlep.Trtment is devoted to the construction and operation of electric railway
power houses. Correspondence from practical men is specially invited. Both the
users ,ind makers of power house appliances are expected to give their views and
experiences on subjects within the range of the department.

DROUGHTS CAUSE BOILER SCALE.

Tlic Hartford .Slcaiii HoikT Inspcclioii & Insurance Co. is ait-
tliority for llir statenuiU llial tluTc is a direcl relation between the
aniouiil of rainfall in any locality and the formation of scale in boil-
ers depending for llu-ir feed water upon rivers, ponds or wells
afTccled by the rainfall. The e.xample is cited that the unsual lack
of rain during llie past season in many sections of the country is
a matter of noU', and llir rrpiuts lunu-il in by boiler inspectors in
regions so affected slmu Ihal niore than the usual amount of scale
has been found.

The explanation is advanced that the larger depo.sits of scale are
due 111 the increased liardness of the water alter a long dry spell.
In times of drouglil the water is drawn necessarily from the lower
levels, in re.-iching which it has become impregnated with lime,
magnesia and other soluble substances contained in the overlying
strata. Periods of dry weather, therefore, call for more freiiuent
examination and ilcaniug of boilers than is necessary at other
times.

IMPROVED EXPANSION JOINT.

The expansion joint for steam pipes, shown in the accompany-
ing illustrations, designed to admit of all-round play as well as of
a sli<ling movement was recently described by lingineering of Lou-

ring may be used \\ necessary, I'ig. j shows the joint disniantleil
for repacking. This tyjic of joint is reported as being in successful
use on ships where boiler pressures up to 220 lb. arc carriei! with
only one packing •■ing.

EFFICIENCY TEST OF 125-H. P. GAS ENGINE.

.\t the recent meeting of the American .Society ol .Mechanical
I'-ngineers, Mr, C. H. Robertson, of Purdue University, presented
a paper giving the results of a test made upon a 125-h. p. VVcsting-
lu use gas engine in the plant of the Merchants' Electric Lighting
Co.. LaFayette, Ind. The engine tested is of the 3-cylindcr Wcst-
inghouse type, using natural gas as fuel, running at about ?70 r.
p. m. and belted to a 60-kw, two-phase alternator of 2,000 volts with
60 cycles; the engine is one of the first lot of five 01 this type turned
out for commercial service by the makers. The test was from
7:05 p, m., March 22d to 12:05 a- m., March 23d, one engine carry-
ing the entire load of the station.

We rejiroduce herewith the graphical log of the test, together
with other diagrams and portions of the paper explaining them.
The beating value of i cu. ft. of "standard" natural gas is taken as
1,000 B. t. u. By "standard" is meant at a temperature of 62" F.
and atnu-spheric pressure.

The distribution of the heat during each hour of the test was as
fiillows:

Bql

^..■... .^— i£|PSi ■;

don. The assendiled joint is shown in section in Fig. i, from which
it will be noted that the packing consists of a single ring of metal
covered with asbestos; this is arranged in a conical box so that the
steam itself does the setting up. Of course more than one packing

Hour.

Heat

Supplied,

B. t. u.

Converted

into work

(indecated),

per cent.

AbsortMd
by jacket,
per ceul.

In exbaust,
per cent.

Heal per

i. h. p. per

minule.

B. 1. a.

1 St

2d
3d
4 til
Sth

1.574.200
1,674,880
1,169,000
1,1196,600
828,000

n.9

16.3
20.T
20.2
Ib.U

25.2
21.1
30.2
36.9
50.4

S6.9
02.8
48.9
42.7
43.9

Z37,S
264.7
»*.2
211.1
259J

The author states that the whole sequence of events, from the
gas meter to the engine and generator in a plant like this, follow
each other so rapidly that it is entirely possible to run a satisfactory
and reliable test of but a few minutes' duration. With this point in

i_^ ' '■

■»

•.

t
1

•

1 »•

•

.x<:^v.

(

y/iy i M i 1

^y\

I 1

.^<

» I _^___

B jl

\- \ \ I -

1 ^flp i

I » Sl ;

kk;. 1.

FIG. 2.

mind, the whole collection of data (consisting of five hours of five-
minute observation?) was divided up into a series cf tests of ten
minutes' duration, in each of which an obseiration was had at the

STREET RAILWAY REVIEW.

[Vol. X, No. i.

beginning, in the middle, and al the end oi the ten-minute period
under consideration.

The best performance, in cubic feet of standard gas, occurs at
10:00, and is per indicated horse-power-hour, 11.87; per brake
horse-powcr-hour. 14.71; per electrical horse-power-hour, 16.52.
The highest consumption (under ;, mi.xture of 1:12) comes at 11:50.
and is per indicated horse-power-hour, 18.42; per brake horse-
power-hour, 29.65; per electrical horse-powcr-hour, 40.59. By plot-
ting the total gas per hour against the different horse-powers (Fig.
i), a very interesting law seems apparent. It is nothing more nor
less than the parallel of the well-known Willans law for steam
engines, namely, that the total steam per hour plotted against the
indicated horse-power is a straight line. This has been stated to be
true for at least one type of the steam turbine as well. (Trans. .A.. S.
M. E., vol. xvii, "Tests of a lo-h. p. Steam Turbine.")

Referring to Fig. i. the solid circles show the relation between
total gas per hour and the indicated hrrse-powcr. The points up
to 100 horse-power fall within a reasonable distance of the straight
line drawn to represent their average. There are, beside these,
two points near the top of the sheet, which should not be consid-
ered in drawing the line, because they came from tha; part of the

figure show gas consumption per brake horsepower-hour and per
electrical horse-powcr-hour.

In conclusion, the author gives the following miscellaneous notes:
It should be borne in niinu in considering the data here pre-
sented that engine No. 1 was the first of this make and size in-
stalled for commercial service in this country, and that engine No.
2 (the one tested) was of the same lot of five engines, and was put
in a short time after No. I. Since they were installed, gas en-
ginery has made a considerable advance, and the performance of
this machine is probably not as good as an up-to-date engine would
give. It is expected that the engine will be thoroughly overhauled
and brought up to date during the coming winter. In case this is
done, anothtr test will be run in the spring, whence will be possi-
ble some interesting comparisons.

Chief among the changes expected to give greater economy will
be the substitution of solid oil in the crank case instead of oil and
water, as at present. It is stated on good authority that the pres-
ence of water in the oil when exposed to the conditions met with m
the cylinder, very much injures its lubricating eflfect, whence comes
rapid wear of cylinders and bearings and, consequently, low me-
chanical efficicncv. Care must be exercised in the amount of oil

(;R.\PHICAL log of tests ok 125-H. p. CAS ENGINE.

test (between 8:30 and 9:10) when the mixing valve was acci-
dentally changed. Between these two prints and the upper end
of the straight line is anothtr group, made up of a considerable
number of points, which, without exception, are from the observa-
tion taken before 9:15, when the ratio of mixture was i:ii, which,
consequently, are not comparable with those points where the mix-
ture was 1:12. The crosses represent the same relation for the
brake horse-power, while the hollow circles are the points for the
gas per hour against electrical horse-power; and the same general
observation may be made for these as for the indicated horse-power
line. Three quite important conclusions seem to be warranted by
this comparison:

1. That the proportion of gas to air is a very important factor
in fuel economy.

2. That one test at a light and one test at a heavy load would
serve to locate the line, from which a quite approximate prediction
could be made of the gas consumption under intermediate loads.

% That these considerations hold for the fuel consumption per
brake horse-power-hour and per electrical horse-power-hour.

By Fig. 2 is shown the relation between standard gas per indi-
cated horse-power-hour and the indicated horse-power based upon
observations when the mixture was 1:12. The other curves on this

permitted in the crank case, lest so much reach the cylinders as to
carry flame over an exhaust stroke and ignite the next succeeding
charge and with it the mixture in the distribution pipe. Any con-
siderable amount of this "back firing" has a very detrimental effect
on the engine in general, and seriously interferes with good gov-
erning. Back firing may also be caused by a leaky admission valve
or a leak in the caging en which the admission valve is seated.

Cases have been reported where engines are running on gaso-
line in which a coating of burnt oil has collected on the end of the
piston. This, it is thought, may come to high enough a tempera-
ture to ignite the incoming charge. At any rate, the "back firing"
ceased with its removal.

The red glow of the exhaust pipe at night, or the red-hot condi-
tion of the copper ball used in determining the exhaust tempera-
ture, bore convincing evidence of the high temperature within the
cylinder. This high temperature gives some trouble with the ex-
haust valves, making it necessary to watch them quite closely lest
a little leak soon burns out into a hole of considerable dimension.
This intense heat sometimes has caused the breaking oflf of the
exhaust-valve stem. The use of more metal in the valves has prac-
tically ended these troubles.

In a gas-engine plant the certainty of action depends upon a

Jan. is, iooo. ]

STREET RAILWAY REVIEW.

Station.

5. Metri>|jiiUtail Kir
valed, Clilcaffo. . .

10 cViilial Ave. Sla-
lioii, Metrnjnolilaii
St. Hv., Kansa:.

citv, Mil

Month.
1H'J'».

Sept.

**Cost of Oil per Barrel.

COST OF POWER FOR ELECTRIC RAILWAYS.

Output McaKurcd by Wattmeter in Kach Case.

Cost of EI

Monthly
Output,
KilMwatt-

Uuui's.

Fuel.

Labor

l,41il,(.7M

.2f)3

.17.S

l,34'),y4H

.3%

.187

(>0.1,H()K

.60H

.235

Hl.i.y.SO

.646

.264

701,30.S

.420

.215

Supplies,

Re- ,

Oil,

Water.

Waste, etc.

.042

.032

.039

.023

.033

.046

.041

.147

.026

.051

.013

.017

.042

.028

Total,

.551

.685
1.0.31

.722

GalH.
Cylinder
Oil per

10,00(J
k. w. h.

4.07
2.9

GaU.

Lubric't

in{^ Oil

per

10,000

k. w. h.

1.47

2.4

Water

per

Lb.

Coal.

11.88
7.35

U\>H.

Fuel

per

k.w.h.

Price of

Fuel
perTon Kindof Fuel
of 2,(XJ0

Lba.

2.51 $2.10

4.61
2.32

1.72
.8101"

BituminouH

Oil
BituniiiiouH

nuinluT 111 (k'lails sucli as i|ualily and tinii' nl ignilinn. pinpt-r cum
pression, rinlil prnportioii of gas to air, control of cylinder teni-
peralures, etc. .\ny one of these defective to any considerable de-
gree is cpiite sure to stop or prevent the starting of the engine. In
one of the preliminary tests on this engine an observer accidentally
struck one of the incandescent lamps in the igniting circuit. Tlu-
lamp was apparently uninjured, but the engine at once slowed down.
An examination of the lamp showed that just the tip end of the
bulb had been broken oflf, thus destroying the vacuum within and.
consequently, the igniting circuit.

On another occasion sand was deposited in the jacket from the
cooling water, making it inipi ssible to cool the cylinder properly.
The result was that the heat of compression furnished a high enough
temperature to ignite the charge, and the engine was run for some
lime without the igniters in operation.

.'\t various times the gas supply for the city has been shut otif.
Under such circumstances the engine (acting as a pump) has ci n-
tinued to draw gas from the mains, and to run through such shul-
ofFs of thirty minutes' duration.

Soon after the gasoline vapor generator was installed, artificial
gas was piped to the plant, and proved so much mere convenient
for emergency runs that the vapor generator was not used, and at
the present writing has been removed.

In the warm months of summer some trouble has been experi-
enced in cooling the jacket water in the coding tower. .\s a re-
sult, a motor and pump was installed at the river bank some dis-
tance away, and the jacket water secured from that source. As
soon as the warm months are over the cooling tower is used again.
When the engine was first installed, cast steel gears were used
which, en giving trouble, were replaced by steel cut gears. This
change has ended the trouble from th.at source.

Natural gas is sold to the company by meter at the rate of $.07
per T.ooo cu. ft.

GOOD ADVICE.

Before a recent meeting of the Ohio Electric Light Association
of Cleveland, Mr. Geo, Hayler. jr., read a paper on "Some Sug-
gestions to the Managers of Small Electric Light Central Stations,"
in the course of which occurred the following paragraph which is
equally applicable to small street railway plants.

"It is a mistake to suppose that anyone who is fatiiiliar with
steam machinery will be the man to operate an electric plant. It
is hard to teach an old dog new tricks, and it will probably cost
you more to teach an erstwhile engineer of a threshing machine
or a sawmill how not to do things, than it would be to take a green
man and teach him how things ought to be done. Don't make
the mistake of employing one of those men who know it all and
who has had his pockets full of credentials from plants where he
has been employed. A letter of recommendation is often a mighty
cheap price to pay for the privilege of dispensing with a man's
services. Shun, also, as you would the Cld Nick himself, the man
who ,is continually and eternally skipping around with a monkey
wrench in one hand and an oil can in the other, adjusting every-
thing in sight. He will make you nervous, and eventually cause

yini mure irouhle and expense than a man who sits down and de-
liberately neglects things iinlll they will run no longer. Get good.
sober, cool, reliable men, and then keep them; and if you can't
tind the men you want, get some good, yiung raw material anil
make them. It will take tiine and patience, and you will get your
hands dirty, but in the end you will have men whose reliability,
carefulness and loyalty will pay you a thousand times over for the
time and patience spent in developing them."

TEST OF THE CAPITAL TRACTION POWER
HOUSE, WASHINGTON.

The power plant of the Capital Traction Co., of Washington. D.
C, which was built to replace that destroyed by fire in September,
1897, was recently tested by Messrs. William R. Miller, Nelson E.
Oiterson. Frank H. Eastman and H. Worthington Talbot and the
results presented in their graduation theses at Cornell University.

The main equipment of this station comprises eight 350-h. p.
Babcock & Wilcox boilers arranged in batteries of two. and fitted
with Roney stokers, and five units in the engine room, each con-
sisting of an 8(X)-h. p. Reynolds-Corliss tandem compound engine,
with cylinders 20 and 40 by 48 in. direct connected to a General
Electric generator. Hartwell horizontal, exhaust feed heaters and
Dean jet condensers are used.

The test was to find the efficiency of the main plant under ordi-
nary working conditions during the whole 24 hours. The first of
the main units is started at 5 a. m. and the last one shut down at
I :j^o a. m. : the variation is of course great between these hours,
the maximtmi loads occurring between 8 and 9:30 a. in. and 4:30
and 6 p. m.

The coal used during the test contained 2.16 per cent moisture,
16.85 per cent volatile matter. 72.23 per cent fixed carbon and 8.76
per cent ash: the heating value per pound was 14.708 B. t u. and
per pound of combustible 16.51 1 B. t. u.
Data from the test are as follows:

Dry coal per sq. ft. of grate per hour n.4 lb.

-Actual evaporation per lb. coal 10.44 "'■

Equivalent evaporation per lb. coal 12.37 lb.

Average horse power per boiler. 218.8

Water per i. h. p. per hour 22.78 lb.

Coal per i. h. p. per hour 2.18 lb.

Coal per e. h. p. per hour 2.21 lb.

Cost of coal per i. h. p. hour 204 cent.

Cost of coal per e. h. p. hour 207 cent.

♦ » »

The Toledo Traction Co. has closed a contract with the E. P.
.Mlis Co. for a 2,8oo-h. p. engine and with the General Electric Co.
for a generator of the same capacity. These machines will be de-
livered next winter by which time the Traction company will have
further increased the capacity of its power house by extending the
addition built last vear.

The Sioux City (la.) Traction Co. is installing a 600-h. p. engine
and gcner.itor unit in its power house.

STREET RAILWAY REVIEW. [Voi.. X. No. i.

Power Plant Piping and Accessories,

l!Y \V1I,I,1.\M n. ENNIS. M. E.

PART I.

The cost oi the piping in a power plant is apt to be underesti-
inated by a prospective investor. The piping contract i.s often
as large an item as the boilers, and in some cases is greater than
the amount paid for the engines to which it is auxiliary. Proper
design and construction in this direction are, therefore, entitled to
consideration, and from an engineering standpoint, as well as
from that view which is purely commercial, there is no part of
a plant of greater interest than that oi steam and water connections
an<l auxiliaries.

In live electric or power plants recently installed the relative
costs of the three items mentioned were as follows:

Reference
No.

Character uf Plant.

Boilers.

En]?ines.

Generaiors

Piping.

A
B
C
D
•E

Simple Condensing.
Comp. "

$2,650
2,897
2,200
2,140
3,397

$4,360
6,150
5,400
3,860
4,268

$8,230

7,585
7,010

s^iist

$3,235
3,987
4,140
2,575
3,23911

•Trans. A. S. M. E., dccci.
tSwitctiboard included.

■ Not tbe entire cost, as some of tlif exhaust connections were included in an-
other contract.

It is diliicult to base reliable comparisons on such data as these,
for the reason that the "piping contract" does not in every case
embody the same portions of a plant. In A, for instance, feed
pumps, but not condensers, were included; in C both pumps and
condensers were covered in the contract price; in D neither are
included. Separators and heaters are included in each of the
five cases, and in B, C, D and E, covering the pipes with heat in-
sulating material as well. It should be noted that the "cost" of
the piping includes erection, while the other apparatus is usually
purchased f. o. b., excepting that expert superintendence is fur-
nished.

Two general tendencies prevail at the present time among en-
gineers, in drawing up specifications for pipe work. One is to
leave as little as possible of the auxiliary apparatus in the hands
of the steam fitter, excepting that he may be called upon to set it
on its foundations. The other practice is radically different. The
piping contractor is required to furnish practically all of the steam
plant, engines and boilers excepted; and instances are known in
which not only the piping and condensing apparatus, but also the
stack, flue, blower, blower engine and the completion of a build-

items in the construction of a plant, it is iiatur:il that they, as
well as their clients and those engineers whose work lies in this
direction, should appreciate the importance of a thorough under-
standing of the details of design and erection in their work.

Piping is expensive, and from all points of view the first essen-
tial in any system of piping is careful and intelligent design. There
is no more delicate and ditificult problem to solve in the entire
planning of a power station, than the arrangement of pipe, with
the separators, condensers and heating apparatus to secure econ-
omy, flexibility, durability and convenience. No part of a plant
can give more trouble than badly planned piping. Engines may
be in duplicate, boilers are seldom worked to their full capacity,
and when trouble comes there is a reserve to fall back upon; but,
in this country at least, where duplicate-piped plants are rare, a
single break or failure in the steam main or connections may close
an entire mill for days. Mr. Bryan errs, if at all, on the side of
moderation, when he says (Trans. A. S. M. E.. dccci), "The general
arrangement of this work (piping) and the selection of proper
apparatus, demand the most careful study."

The substance of the above is well stated by Mr. E. A. Darling in
Iiis paper in the power plant of Columbia University. (Trans. A.
S. M. E., dcccxxii):

"Simplicity, brevity and elasticity are of the very essence of good
practice in this line, and we believe that these ends should be
sought before all others in laying down a plant. It is better
to make the engines and boilers fit the piping than to go the other
way about it. .'\n unnecessary turn or length of pipe occasions a
never-ceasing waste from friction and radiation."

Mr. Darling goes on to enunciate the following maxims in piping
design, considering a pipe system as "just so much machinery":

"Put it up so that it may adjust itself freely under the strains
imposed by expansion and contraction.

"Consider the human element involved in its operation, by
setting all valves where they can be easily and quickly handled
without making undue calls on the heroism of the engine-room
force in case of an emergency.

"Put the piping together in the way you would any other ma-
chinery, with bolted joints that can be easily made and unm.ide
without destroying or damaging either pipe or fittings.

"Provide especially for free straight passages with exhaust steam
and water pipes, on account of the less energy which they possess
to overcome obstacles, as compared with live steam."

ailenJ^

FIG. li.-HEADER DESIGNEII KOR A STREET KAIEWAY

ing that had been partially erected by day work in charge of the
owner, were merged into one contract with a firm of steam fitters.

Such work demands more engineering ability than the old time
steam heating contractors manifested, and as more responsibility
has been involved in pipe work, firms of general steam contractors
have come into existence. With full charge of one of the largest

To these rules additional maxims might be laid down, such as
the following:

a. Provide intelligently for the disposition of condensation, rely-
ing as little as possible on special devices, which in the case of
live steam, should be used rather as safety apparatus than as ordi-
narv necessaries.

Jan. 15, ii/K).

STREET RAILWAY REVIEW.

1). Miikr tile Inbscs dill' lo ci iii(lin-..(l ini; .inil friction ,is blil.'ill
as possible by conipiilink' fi"iii b<iili ^iMiidiioiiUs ibc .-Klvimtageous
sizes of pipes lo use,

c, Coiislriiet the system so as to be scH-resistiiiK and sclf-a<l-
jnstiiiK aKiiinst vibratory strains due to the mention of steam and
niacliinery, depcndinn on hatiRers, brackets and supports only
where their purpose cannot be fulfilled by the elements of the sys-
tem themselves.

d. Obey everywhere the inviolable law o( c,\|)ansion. As an
engineer remarked, llie two Ini.linK characteristics of pipe arc its
expensiveness and its e.xp.in^ivvness.

wine li the in.Tin steam pipe may run. Horizontal water tube boilers
have one or two nozzles. A common method of conneclini? the
latter type of steam generator to the main pipe is that shown in
Fig. 1, in which the boiler has two longituflinal drums with a nozzle
in each. Two-nozzle fire tube boilers furuishing steam lo the main
at either end have the safely valve attached to the free nozzle. It
is customary to extend a pipe the size o( the nozzle upward some
six feet from the Tpop) valve outlet, and to drip the exhaust head
thus formed. Doilers are occasionally built with four nozzles; two
for steam connections and two tor pop and lever safety valves.
The choice as to which nozzle shall be used for the main steam

9 f-igi S

5.-^--^

riq 3.

tfCpi tfi

pit:^ I c

Fig 45

^^Si=P

Fig 4

Fig. 2

Flevotion

nozzle

Maivj' other more or less familiar precepts might be enjoined
at this point in connection with the engineering features of an
efficient pipe system. It will be of greater value, however, to con-
sider first the elements which enter into such a system, treating
in this connection the principles which may be induced as appli-
cable to an entire plant, made up of combinations of those elements.

THE PIPING SYSTEM CONSinERED IN ITS PARTS.

Adopting the foregoing characterization of a piping system as
"so much machinery," there are certain principles governing its
design and construction and, so to speak, its operation, apart from
the properties and (pialities of the elements of which it is com-
posed. Some of these principles have been briefly mentioned.
and we have now to consider the theories involved and their prac-
tical consequences.

In a steam plant, there are several distinct piping systems serv-
ing particular purposes and co-ordinating toward a definite object

connection is usually made with regard to the position of the
engines. It is best, of course, to have all steam lines as short as
possible, to avoid radiation and condensation. Sometimes the
main steam is taken from one nozzle and the auxiliaries from the
other. .\ plant wl>erc this system was adapted is shown in
Fig. 2.

Starting from the main steam nozzle, the most important line of
pipe in the plant runs in as direct a manner as possible to the en-
gine. But in the case of steam, at least, it fails to be true that a
straight line is the shortest distance between two points. The pipe
should at first be run upward. making the header just below the high-
est point the steam reaches in its entire course. This run may be a
piece of straight pipe terminating in an elbow, which in turn leads
horizontally to the header (Fig. 3). from which steam is led to the
engines, or it may be a bend like those shown in Fig. 2. which
combine in one piece the two lengths of pipe and the elbow, avoid-

PLANT~CAST OF GfX IKON IN TWO PIECES.

— the economical transmission of the fluids used to and from their
respective points of operation,

HIGH PRESSURE STEAM PIPES.

First is the main steam line and branches, carrying steam from
the boilers to the engines, pumps, condensers, etc. Ordinary fire
tube boilers are made with two nozzles, from either or both of

ing in this case two joints and consequent increased risk of leakage.
The bend has other advantages. In Fig. 3, supposing the points
C and A to be fixed, the four joints shown are subjected to a strain
which forms one of the most important factors in all piping de-
sign. When high pressure steam is turned into these pipes an ir-
resistible expansion takes place in both lengths, the amount of

STREET RAILWAY REVIEW.

[Vol. X. No. i.

expansion depending upon the pressure (.and temperature) of the
steam. If the horizontal pipe is 6 tt. long, and the temperature
at which the joints were made tight is 70° F., the increase in length
at a pressure of 150 lb. is over % in. This increase tends to throw
back the elbow and the upper end of the vertical pipe, as shown in
Fig. 4, and if the flange. A, remains rigid one of the joints, a or d,
is sure to be impaired.

This effect is counteracted to some extent, though not perfectly,
by the elasticity of the vertical pipe, which may take the shape
shown in Fig. 4B. There is, even in this case, however, a destruc-
tive strain on the two joints. A bend, such as is shown in Fig, j,
simpl)' a piece of ordinary pipe formed on rolls to the re(|uire<l
radius, possesses a shape better adapted to withstand expansive
and distortive strains, and is almost universally used tor high pres-
sure piping of large size in this part of the plant.

the latter be used the thickness should be liberal, and all corners
should have large fillets, not less than 2 in. radius.

A cast-metal header of this kind is shown in Fig. 7. This was
made up with the thickness M in. for the section, 7 in. inside diam-
eter; (8 '"■ for the S '"■; ''i >". for ''"" 9 '"■• and i in. for the 10 in.
sections.

It was designed tor a working pressure of i(x) lb. The construc-
tion is open to criticism, bec.uise of the absence of any main valve in
the header, but as steam tor the engines was taken from the end
of the run instead of midway along the boiler line, this objection
is of less force than it otherwise would be. The complete set of
castings cost $275. Their equivalent in standard wrought
pipe and heavy cast iron fittings would have cost $185. The
expense of making up and erecting the wrought iron header would
have been somewhat greater than that nf the cast iron.

/"/ff. /J.

Fy /<?

Bends are sometimes made of copper, in rare instances of brass,
but this latter practice is not to be recommended in any case. Cop-
per bends should be made with brass or copper flanges and the ends
of the pipe should be brazed into the flange, then peened over
and faced. Even with this form ot construction, there are several
objections to the use of copper bends. They are expensive, as
compared with iron. It is impcssible to judge on inspection,
whether the brazed joint has been properly made or not. .'\
method of connecting mains to a header, which in the writer's
opinion, is the best practiced, is shown in Fig. 5. With a system of
this kind, a steam separator becomes almost superfluous. It re-
quires considerable head room, however, and for pressures above
1.35 lb. the large number of joints necessary forms a drawback.

The main steam header, into which the boiler mains run and from
which the supply is furnished to the engines, is made usually of
wrought iron pipe or of a good quality of gray iron casting. If

Another form of cast iron metal header is shown in Fig. 6. This
was cast of gun iron, in two pieces, the shell being i in. thick,
and cost $75. The working pressure was 140 lb.

The material and dimensions ot the header being fixed, the next
question is that of support. Where there is a trussed root over-
head, the common method is to hang the pipe from the trusses
in some such manner as is shown in Fig. 8.

If the header is close to a stout wall, it may rest on brackets, one
form of which is shown in Fig. 9. These should be made adjust-
able in every direction, and should be bolted clear through the
wall, the bolt heads or nuts resting on plates or very large wash-
ers. A third method of supporting a header is shown in Fig. 10.

When the boiler plant consists of a large number of units, and
the header is of any considerable length, it should be anchored at
some point, to divide the expansion. This may be done by fixing
strong clamps upon the pipe and guying them to the root trusses

Jan. 15, [>)(K>.\

S'IRI'.l'.l KAII.WAY RKVIKW.

or walls. Tilt best I'unii ni anchor is one bolted clirtct lo the wall
or floor, such as that shown in Fin ii-

The ni.nin supply from the header to the eUKines should he taken
from llii' side, end, or (preferably) from the top of the header,
and shr)Uld bo made up of pipe bends in preference to straiKlU pipe
and cast fittings. It is usually necessary to support this line of
pipe from above, and provision should hi' ma<le for liKhteniuK
the lianK'trs.

The pipe used for ImkIi pressure steam (100 lb. ai\d above) should
be of full standard weiulU, and the fittings should be of the "extra
heavy" pattern. Valves should also be "extra heavy." These three
grades of material are suitable for any pressure up lo 140 lb., ex-
cepting in cases where the vibration is excessive. "ICxtra heavy"
stock is built for a working pressure up to 200 lb. The standard
weight pipes should never be used for pressures above 150 lb. per s<|.
in. Pipes larger than 3 in. are usually put together with flanges and
flange fittings, those smaller than that size with unions or union
flanges and screwed fittings. Valves for high pressure pipes, es-
pecially the larger sizes, should be of the "outside screw" type,
which can be repacked under pressure. (Fig. 12) Valves larger
than 7 in. should have a bypass in order to admit of a gradually
opening passage for the steam. It is customary when valves are
some distance above the floor, to set them with their sijindles hori-
zontal, and to provide a sprocket wheel and chain so that they
can be operated froin the floor.

Flanged joints on high pressure steam pipes should be made
with corrugated copper gaskets, and the flanges should be screwed
to bottom on the pipe thread, then faced off square with the axis
of the pipe. The bolt holes on flanges arc drilled 1-16 in. larger
than the diameter <if the bolts, and the gaskets should be cut so as
to bear from the inside of the pipe to the inside of the bolt holes.
The best form of flange for this purpose is shown in Fig. 13. a pro-
jecting ring of sufficient area being left on the inside of the bolt
circle of the flange. This, when faced with the pipe on centers,
forms the bearing surface for the gasket.

All high pressure pipe and fittings should be covered with a good
non-conductor, and where the best economy is desired, valves and
pipe flanges should also be covered. It is sometimes claimed that
flanges should be left exposed in order that ready access may be
had in case of leakage, but the sectional coverings now in use are
readily removed, and the sharp corners of flanges present an
outlet for thermal units that ought not to be neglected.

In determining the sizes of steam pipes it is custoinary to allow a
velocity for live steam of 6,000 ft. per minute. Having determined
the steam pressure and the number of pounds of steam required
to flow through given pipes in that time, the volume of steam
corresponding to the required weight can be found from the steam
table, and this divided by the permissible velocity gives the area
of the pipe required. The nearest commercial size of pipe to this
should be chosen. A smaller size throttles the steam and diinin-
ishes the pressure at the outlet, and a larger size results in in-
creased radiation and loss.

UNITED KINGDOM ELECTRIC TRAMWAY
STATISTICS.

CARRIED A BAG OF DYNAMITE.

An Italian employed to do blasting, boarded a trolley car of the
Union Railway Co.. of New York City, recently, bound for Mount
Vernon. He had a large feed bag. which he held in his lap until
he reached Mount Vernon, where he went into the crowded wait-
ing-room and dropped it carelessly on the floor.

A patrolman seeing the Italian get off the car and thinking that
he might be one of the lead pipe thieves who have been at work
in Westchester County, tapped the bag to see what it contained.
There was a suspicious rattle and as the man appeared to be badly
friglitened the officer arrested him and took him to the police sta-
tion, where it was found the bag held nearly 75 lb. of dynamite with
caps and other explosives. The Italian was fined $100 or 100 days
ill jail for carrying dangerous chemicals in the public streets.

Boston has again taken the lead in religious affairs. Two motor-
nien in the employ of the Boston Elevated R. R. have been sus-
pended from the congregation of the Broadw'ay Tabernacle church
of that city for running their cars on Sunday. When the young
men got their jobs they were warned by the pastor not to work on
Sunday.

I'roni the list o( "Electric Tramways and Railways in the United
Kingdom," now in operation, under construction, or for which the
contracts arc let, published by the Flectrical Review, l,ondoii, un-
der date of Dec. i, i8g<j, the following data are taken:

The overhead trolley lines owned by municipal corporations are
located as follows: Aberdeen, 2% miles double, % mile single;
Blackburn, 4 miles; Blackpool, u'/i miles single track running and
arranged for; Bolton, 31 miles single; Bradford, 5 miles; Darwcn,
2.84 miles double; Dover. 3 miles single. I'/, miles double; Dundee.
3^ miles double; East Ham, I'/j miles double. 2'/i miles single;
Glasgow, 3J4 miles double running. 1^ miles double ready, 35 miles
double under construction. i<) miles double to be constructed; Hali-
fax, ll!4 miles, 24 miles under construction; Hull, <j miles double,
I mile single; Leeds, 7 miles double running. 22 miles under con-
struction, 36 miles i)rojected; Liverpool, 20.6 miles; Manchester;
Nottingham. I4!4 miles double, 4 miles single; Oldham. 25 miles;
Plymouth, 3.1 miles single w<jrking, 2.7 miles to fjc equipped; St.
Helen (Lancashire), 6 miles running, 13 miles building; SaKord,
40 miles single; Sheftield, 2 miles single, 9 miles double; South-
ampton. 7 miles single; Southport, 3 2-3 miles single, i mile double;
Sunderland, i3'/i miles single.

The overhead trolley lines owned by companies or individuals
are located as fallows: Blackpool and Fleetwood, 6'/i miles en-
closed road, 2 miles trainway; Brighton and Rotlingdean, 3 miles;
Bristol. S'/i miles; Carlisle. 7^4 miles; Cork, 5 miles double, 2 miles
single; Coventry. 5V> miles double, 5 miles single; Devonport, 4V2
miles double. % mile single; Dublin and District. 39 miles, mostly
double; Dublin and Lucan. 6^1 miles single. '/> mile double; Dud-
ley. 5'A miles: Giant's Causeway. Port Rush & Bush Valley. 8'/i
miles single; Hartlepool. 4'/i miles single; Isle of Man (three lines
each with one accumulator sub-station). 46 miles single; Kidder-
minster & Stourport, 4!^ miles; London, 20 miles; Middlesbrough,
Stockton and Thornaby, 15 miles; Norwich, 13 miles single, 3 miles
double; Oldham, Ashton and Hyde. 8 miles; Potteries (JCorth Staf-
fordshire), 33 miles; South Staffordshire. 8 miles; Swansea, 3 miles
single, 2"/^ iniles double.

The only accumulator line is owned by the City of Birmingham
Tramways Co.. and comprises 3 miles of double track.

The 'electric railways" in the United Kingdom comprise: Bess-
brook & Newry Tramway. 3 miles double track, third rail sys-
tem: Brighton, i mile single track owned by Magnus Volk, third
rail; Heme Bay Pier Electric Ry.. M miles; Liverpool Overhead
Electric Ry.. d'A miles double track: Ryde Pier Electric Ry., 'A
mile, third rail; Southend-on-Sea Pier Electric Ry.. i]4 miles, third
rail, owned by town council: Walton-on-the-Kaze Pier Electric
liy.. 'A mile: and the following underground roads in London:

Baker Street & Waterloo Electric Ry., 3J? miles, to be completed
in about three years.

Central London Ry., 13 miles, nearing completion.

City & South London Electric Ry., twin tunnels. 3'A miles.

Great Northern & City Electric Ry., to be completed June. 1902.

Metropolitan Underground Ry.. experimental section equipped
for electricity by the Metropolitan and the Metropolitan District
Railway coiupanies.

Waterloo & City Electric Ry.. line opened August. 1898,

CONTRACTS LET AT BAY CITY.

Mr. E. S. Dimmock. general manager of the Bay Cities Consoli-
dated Railway Co.. of Bay City. Mich., writes us that his company
has given out contracts lor the construction of a new power house
that it is believed will be one of the most attractive and economical
stations in that part of the country. Arbuckle Ryan Co. will have
general charge of construction work, and J. J. Thorne. of Bay City.
will supply the switchboard: the Stirling Co.. of Chicago, the boil-
ers: Russell & Co.. of Massillon. O.. the engines, and the Westing-
house Co. the dynamos, which will be of 550 kw. capacity.

The powder station will be 115 x 75 ft., built of pressed brick and
finished on the inside in cream enamel brick. Mechanical draft,
with blower attachment, will be employed, doing away with the
necessity of erecting a stack. The plant is to be in operation by
May 15 or June 1. 1900.

STREET RAILWAY REVIEW.

[Vol. X. No. i.

BUCKLAND PAVING BLOCK.

In our issue- oi October, 1899, page 725, we illuslraUd the Buck-
land paving block, which is the invention of S. J. Buckland, of
Springfield, Mass.. and was laid as an experiment on about 2.000
ft. of double track of the Springfield Street Ry. in the late fall of
1898. The block is of cast iron, 12 in. long, with a V-shaped slot in
one edge, and when slipped over the inner Hange of a tram head
transforms it so far as the exposed surface is concerned into a full
groove rail.

The result of this experiment is referred to in the report of the
city engineer, Charles M. Slocum. for 1899. from which we take
the following extracts:

"The use of the tram head girder rail on Dwight and lower
Main Sts. as laid in i8tX) and the roadway paved with vitrified brick
has been a source of much dissatisfaction; complaints have been

I,.\YINi; mcKL.XND I'AVING BLOCKS.

constant as to the discomfort and danger attending the use of these
streets, owing to the form of rail head and the manner of paving
between rails of each track, the paving inside of each track being an
inch or more lower than outside.

"The Buckland device (designed to remedy this objection) has
now withstood the action of the traffic for more than a year and
shows no defect whatever and is evidently in every way a most
satisfactory device, affording the public all the advantages of a
street having a full groved rail. It can be used at a great money
saving over and above what would be required to take up the pave-
ment and substitute a new full grooved rail."

A contract has lately been made for the relaying of the pave-
ments between car tracks in the same manner on Main St.. between
William and Marble Sts., as soon as settled weather in the spring
time will permit.

NEW INTERURBAN AT DENVER, COL.

The Denver. Boulder & Northern Railway Co. has not as yet
made formal api)lication for a franchise from the city of Denver,
but will undoubtedly do so within a short time. A party is now in
the field, and an office force at work preparing plans and specifica-
tions. T. J. Milner. formerly chief engineer of the Denver Board
of Public Works, is chief engineer for the road.

The plan is to connect Denver with the northern Colorado coal
fields, which are distant about 15 miles from this city. The present
railroad transportation charges arc 80 cents per short ton, which,
for a down-hill pull, is very profitable. There is also considerable
traffic, passenger and otherwise, between Denver and Lafayette,
Louisville, Boulder, Longmont and Fort Collins, which it Is pro-
posed to compete for. The main business, however, is expected to

come from the transportation of coal. The present retail price ui
coal in Denver of $4.00 per ton. will undoubtedly be lowered
to $3.00.

The line is not intended in any way to compete with the system
of the Denver City Tramway Co. and traffic arrangements may be
made with that company to enter the city over its tracks by laying
a third rail, the gage of the City Tramway tracks being 3 ft. 6 in.,
while the gage of the new road will be 4 ft. 8'/2 in. The rail will
be the 75-lb. .\ S. C. E. standard, and will be rolled by the Colo-
rado Fuel & Iron Co. at Bessemer, Col.

In connection with the railway a large electric power plant will
be erected at Lafayette or Louisville, in the center of the lignite
coal district, 16 miles northwest of Denver. Current will be trans-
mitted to Denver by means of the three phase system and supplied
for lighting and power purposes.

The general manager of the road is L. L. Bevington.

REMOVING SNOW IN MONTREAL.

The iiuestion of removing snow is now under discussion at
Montreal. Under its franchises the Montreal Street Railway Co. is
required to keep its tracks free from ice and snow and the city
may at its option remove all or a part of the snow and ice in the
street from curb to curb and recover one-half of the cost from 'he
company. In 1894 the company agreed to pay $1,650 per mile of
street per annum for five years in lieu of its half of the cost for
removing snow. During the next five years this sum proved to
be 58 per cent, 61 per cent, 72 per cent, 94 per cent and 50 per cent,
respectively, of the total cost. In the five years the company paid
over $255,000 for this service, the amount being nearly $59,000
more than one-half the total cost.

The five-year agreement having now expired, the Montreal Street
Ry. makes the following proposition:

"First, to pay the city monthly one-half of the cost of removing
snow from the streets from curb to curb, without prejudice to
the city's rights to recover any greater sum in the courts, if it can
establish its rights thereto; secondly, or the company is prepared
to submit article 16 of the contract to the courts, as a special case
fur immediate decision, and to facilitate the immediate decision of
the case in every way; thirdly, or the company is prepared to enter
into a contract that the city shall do the removing of the snow, for a
period of five years, and shall receive $1,125 per mile of street per
annum as the company's contribution, that being estimated as one-
half of the cost, based upon the experience of the last five years,
with a proviso that a special case may be submitted if the city so
desire, or the city may take such legal proceedings as it likes to get
an interpretation of the contract, and it the courts interpret the con-
tract as compelling the company not only to clear the snow from
its tracks, but also to remove itself the snow so cleared, the com-
pany will pay an additional sum so as to bring this contrilnitioii up
to $1,650 per mile."

This will serve to explain a resolution of the road committee of
the city approving of a notarial protest being served on the com-
pany to prevent it using snow sweepers on its tracks.

TRAMWAY IN SIAM.

Mr. Hamilton King. U. S. consul-general :it Bangkok, Siam,
writes the State Department as follows concerning the Bangkok
Tramway Co., of which W. F. Jacobson is manager:

".■\ private syndicate in 1887 obtained a concession for street rail-
way lines in Bangkok. These were built for horse cars in 1889 and
changed to an electric trolley system in 1892. This line is crowded
with passengers all day long and pays I2 per cent on the invest-
ment. The rolling stock, machinery and wire for this road have
all been bought in .\mcrica; the rails in Europe.

"It is probable that this line will be extended in the near future,
and that another similar system will be built."
» « »

ELECTRIC FREIGHT LINE AT TORONTO.

The question of whether street railways shall be permitted to
carry freight is a live one in Canada, the attorney general having
asked for an injunction to restrain the Metropolitan Railway Co.,
Toronto. Ont., from making connection with the Canadian Pacific
R. R., and from carrying freight into the city.

Jan. is, 1900.J

STREET RAILWAY REVIEW.

TRAMWAY SYSTEM OF SHEFFIELD, ENG.

(From Our Own Correspondcnl.)

Till- wnrld-faiiioiis ciUlcry producing city of Slicflicld is now
actively ciiKiigod in cxtcndinR its tramway system and in adopting
electrical jiower for traction. The lines were originally constructed
by the municipality and leased to a company. The term expired in
1896, and the Town Council then began to operate the system.
There were nine miles of double track worked by horses, and the
corporation soon saw that in such an important town the system
was capable of much development. The result of a delegation sent
to inspect tramways in different parts of the country was a report
strongly in favor of the overhead trolley system. Powers were ob-
tained from Parliament to extend tramways to ,36 miles — about
three-fourths of which is to be double track — at an estimated cost
of .£600,000. When these extensions have been completed there
will be about one mile of tramway to every ten miles of street in
the city, and to every 10,000 of the population. The accompanying
map shows the system clearly, but powers arc now being sought lor
further extensions.

Some of the routes, especially those known as the Walkley, arc
very hilly, presenting gradients as steep as one in ten. A section is
here given of the Walkley route, as it is believed to be one of the
most severe not worked by cable traction in the United Kingdom.

Reconstruction was started in January last year on the Nether-
edge & Tinsley route. Steel girder rails weighing 108 lb. per yd.
supplied by the Barrow Hematite Steel Co. were laid, and the joints
were made with fish-plates 3 ft. long and weighing 80 lb. per pair.
The rails were laid direct on a concrete foundation after the usual
British practice. The accompanying drawings show the very
strong track construction which has been carried out. The paving
for the most part is granite sets, and the laying of the permanent
way was done by the corporations own workmen.

The first contract for the boilers, engines, dynamos, poles, cars,
and electric cables was let to the British Thomson-Houston Co.,
the specifications and designs having been supplied by Mr. C. F.
Wike, M. I. C. E., who also directed the permanent way construc-
tion. Both side and center poles are employed, and a good idea of
the general appearance of the street design may be obtained from
the photographic views here reproduced.

Other lines are now in hand, and the total lengtli of the exten-
sions so far constructed is equal to 24 miles of single track.

tract, including three boilers, engines and dynamos, pumps, con-
densers, switchboard, overhead crane, etc. The boilers arc of ma-
rine type, 10 ft, X 10 ft., and the working steam pressure is 160 lb.
The engines are landem compound condensing Corliss, made by the
E. P. Allis Co.. of Milwaukee. The cylinders are 12 in. and 22 in.

-;sep'

SHOWING OVERHEAD CONSTRUCTION.

diameter with a 30-in. stroke. The variation in speed allowed is 2
per cent. The flywheels are 12 ft. in diameter and weigh 15.000 lb.
The generators are of the six-pole type of British Thomson-Hous-
ton Co., 2.iS kw. each.

Each car is provided with two G. E. 52 motors, wound for 500
volts, and the controllers are of the Thomson-Houston B. 13 type.
The gear is so proportioned that with a 30-in. wheel each motor will

M.\P OF THE SYSTEM.

TYPE OF CAR.

The power station is situated on Kelham Island, and a continu-
ous supply of condensing water is at hand. The contract for the
building was let to Eshelby & Son, Sheffield, for £7,900. The
building including boiler house, engine room and coal bunkers, is
183 ft. long by 109 ft. wide, and the general disposition of the ma-
chinery may be gathered from the plan and elevation here shown.
The British Thomson-Houston Co. secured the first machinery con-

develop a horizontal effort of 1.000 lb. at 8.4 miles per hour. The
trolley arms and heads are of the swivelling type, so as to obviate
the necessity of keeping the trolley wire over the center of the track.
In many cases it is several feet away from the center.

On account of the gradients the brake arrangements are of an un-
usually thorough nature. Beside the usual hand brake there is a
trailing slipper brake, by means of which the weight of the car is

STREET RAILWAY REVIEW.

[Vol. X, No. i.

taken almost entirely off the wheels and transferred to the wooden
brake blocks which slide along the rails. This brake is operated
by turning a wheel immediately under the handle for the hand
brake. There is also an electric brake operated by the same handle
that starts and controls the inotors. Trailing wedge blocks arc a
further provision. In addition to the above the driver can, in a
case of great pniergency, reverse his motors.

The cars already in use number 39, 25 being double-decked and
14 single-decked. The total number of cars ordered up to the pres-

MAIL SERVICE IN SYRACUSE, N. Y.

The Syracuse (N. Y.) Rapid Transit Railway Co. last year made
7.g<)7.48 miles in carrying United States mail between Syracuse, East
Onondaga, Onondaga Valley and Elmwood Park, receiving there-
for $250. A wagon route in Syracuse 1.27 miles long made 6,42.?.04
miles during the same period and for this service the contractor re-
ceived $1,795.

"^'^-^ — T*-? — \ — liTT — E — 5 — 5~T^ i '" k.
PROFILE OF WALKLEY ROUTE.

y— .i^^jr -ff

fft^i/>f ^Wjc

Bc.,^, f„.

pn n ogpg — "--

i'OWER STATION.

/i Sq hole

BO tb^ pti. paiV L V

^' /•*". i%" Ov/oil Hole
(drilled;

■ Hole li dia
s* (punched)

7i.

SECTION OF RAIL.

19-t

1»' Space ) 3-^'

FISH PLATES AND BONDING OF JOINTS.

■> - B^

LAND "T^C em en T -".",0 O^NCR E^f E ;V'>(e TO I X-'. 'l^l4[

asaciM^

SECTION OF ROADBED.

cut is about 100, and if the traffic continues to increase at the pres-
ent rate, there is no doubt the first estimate of the number of cars
required, viz., 150, will be greatly exceeded.

The engines at present installed are barely sufficient to work the
present number of cars, and in a few weeks new boilers, engine,
and dynamo will be at work. Another unit is on order, and will
be fixed as soon as the extension of the power station will permit.

.\lthough the trolley has only been at work since the middle of
September, the receipts have already shown an increase of about 80
I>er cent over the corresponding period of last year.

ABUSE OF TRANSFER PRIVILEGES.

Iced trolley wires interfered with trafiic on the Louisville (Ky.)
road on December 14th.

The United Railways & lUectric Co., of Baltimore, is endeavor-
ing to restrict the issue of transfers to those cases where it is neces-
sary for a passenger to make use of two lines to reach his destina-
tion, and as an experiment has begun on one line by refusing to
issue the transfers except when the passenger's fare is received and
refusing to issue transfers on transfers. The company has assented
to the proposed legislation removing the privilege of charging for
transfers and is willing to encourage their legitimate use, but pro-
tests against abuse of them.

General Manager House estimates the loss of one fare for each
half trip to amount to $307,476 per year.

Jan. 15. Kino,

STREET RAILWAY REVIEW.

A POSSIBLE EXPERIMENT IN MUNICIPAL
OWNERSHIP IN OHIO.

(Kxiract friini ;i Irclutf (III " Kt'oiinitiiL- Aspiu:tH of Miiilii:ip.-il Kraitcliihch" by
AlliMl Ripley Foiitc, (Iclivi-n'il al llii- olii<i Stale IJiii verHily. C!(iliitiit>iis, [>cc.
10, 1H9').

Tilt Ohio Municipal Code Coimnission (a coiniiiission api)oin(c<!
by llic governor to prepare a "Revised Municipal Code of Ohio")
proposes lo Rive nntnicipalilics power to own and operate the fol-
lowinK public service industries: In Sec. 2073 a municipal RarbaKe
plant. In Sec. 2137 municipal gasworks, waterworks and lighting
works. In Sec. 2165 to "levy and assess, upon the general tax list,
an assessment on all taxable real and personal property in the
corporation, for the payment of cost and repairs of the following
improvements, including the cost of the necessary real estate there-
for, waterworks, gasworks, and public lighting works." In Sees.
2277, 2278, 2279 and 2280, to buy waterworks by an issue of bonds
at rate of interest not to exceed 6 per cent per annum and to run
not more than 20 years, and to "levy a tax of siifTicicnt amount to
pay the interest of such bonds, and to provide for the redemption
of the same." In Sees. 2383, 2384, 2385, 2386, to cities of 50,000
inhabitants and over to buy existing street railways, to issue 6 per
cent, 20-ycar bonds therefor, and to "levy a tax of sufficient amount
to pay the interest on such bonds, and to provide for the redemp-
tion of the same." In Sees. 2388, 2389, 2390, 2391, 2392, 2393, 2394.
2395, 2396, 2397, to cities of 50,000 inhabitants and over to con-
struct and operate street railways, issue 6 per cent, 20-year bonds
therefor, "and the council shall annually, after such street railway
shall have been put into operation, if necessary, levy and assess
such a tax, as, TOGETHER WITH THE RECEIPTS from the
street railway and other moneys applicable to the purpose, shall
be suflicient to provide for said interest and sinking fund, the same
to be assessed and levied upon the entire taxable property of the
corporation." In Sees. 2401. 2402, 2403, 2404. 2406, 2407. 2408, 2409,
2410, 241 1, 2412, 2413, 2414, to buy or construct a telephone system,
to issue 6 per cent, 20-year bonds therefor, and, "if necessary levy
and assess such a tax, as, together with the receipts from the tele
phone service and other moneys applicable to the purpose, shall
be sufficient to provide for said interest and a sinking fund, the
same to be assessed and levied upon the entire taxable property
of the corporation." In Sec. 2652, in addition to taxes specified
in Sec. 2651, by sub-Sec. 26, "the council in each city and village
may levy taxes, annually, for waterworks, gas plants, electric lig^it-
ing plants, telephone plants, street railways or any of them, owned,
operated and controlled by any municipal corporation, when the
proceeds derived from the operation of such works, plant or plants
or such street railway are found to be insufficient to pay the ex-
penses of operating and conducting the same, respectively, and the
council of such municipal corporation may levy the taxes on each
dollar valuation of all the taxable property listed for taxation in
the corporation, both real and personal, to pay the amount found
to be due on the operating expenses thereof after applying them
to the proceeds of such works or plant or plants and street rail-
ways." In Sec. 2683, "in determining the city's power to incur in-
debtedness there shall not be included the ftjllowing classes of in-
debtedness: Bonds issued for the purpose of erecting or purchasing
waterworks and supplying water to any city and the inhabitants
thereof, for the purpose of erecting or purchasing gasworks, or
electric light works, for supplying light to the city and its inhabi-
tants, or for the purpose of constructing, erecting or providing any
public service which shall permanently produce a revenue to the
city, owned and operated by the city."

Here is a complete destruction of every barrier in existing law,
placed there as the result of a bitter experience for the protection
of property owners from the evils of excessive municipal indebted-
ness and taxation.

The theory upon wliich the Code Commission bases its proposed
grant of powers is that public service industries are producers of
revenue and therefore will provide for themselves. Would it not
be wise in putting this theory into practice to provide that they
shall do so, instead of destroying all inducement to hold them to
a correct test by providing that taxpayers shall make good all
failures to pay operating expenses, interest on bonds and provision
for sinking fund? With a constituency taught to expect great re-
ductions in prices for services as a result of municipal ownership

and opcralioii, in which there is from ten to fifty voters who think
they pay no taxes for every one who knows he does, how long will
a city council be able lo protect taxpayers by holding prices suffi-
ciently high ill pay all costs of ownership and operation and capital
charges? Add to the deficit protlucing power of selling these serv-
ices at less than cost, inefficient management by a committee of the
council and the prospect for the taxpayers is truly appalling.

When a city has issued its bonds for the purpose of a garbage
jdanl, waterworks, gasworks, electric lighting works, street car
and telephone systems, and is operating all of these industries with
no check on the prices it shall charge for the services rendered, but
with special power to levy taxes to make good all deficiencies to
cover cost of operation, interest and sinking fund provisions, can
anyone tell what property in that city will be worth? Clear-headed
business men can regard with complacency the proposals on this
subject contained in the reports of the National .Municipal League
and the Ohio Municipal Code Commission only because they do
not understand them.

A danger that cannot well be overestimated is found in the grow-
ing discontent with existing conditions. A mistake made now by
adopting the proposals under consideration will do the municipali-
ties of this country an injury from which they cannot recover in a
generation. We have heard much about the crime of voting away
the rights of unborn generations through granting long term fran-
chises to corporations. What about the crime of placing a mort-
gage on unborn generations to satisfy a theoretical demand for
the municipal ownership and operation of all public service Indus-
tries? The vitality of the crime, in cither case, is in the fact that
such procedure is absolutely unnecessary to the attainment of the
desired result, which is the best service at the lowest practicable
price.

The lowest practicable price under municipal ownership and op-
eration is one that will provide ffir all costs of ownership and opera-
tion and for a sinking fund to redeem the bonds issued on account
of the industry. If a municipality having an absolute and perpetual
monopoly, and the power to fix prices for the services it may render
at any rate it pleases, cannot secure a sufficient revenue from the
industry fully to pay all cost of ownership and operation and to
provide for the redemption of the bonds issued for the purchase
or construction of the works, it has no business to be in the
business.

Municipalities should be prohibited from placing a mortgage
upon taxpayers' property, and from raising any money whatever
by taxation for the purchase or construction and operation of any
public service industry. They should be authorized to secure funds
for such industries only by mortgaging the property and franchise,
and a pledge of revenue sufficient fully to pay all costs of owner-
ship and operation and to provide for the redemption of the bonds
issued in behalf of the industry.

With no possibility of competition, and absolute power to so fix
prices that they will produce the revenue required, there is no
necessary reason why any municipality cannot secure all the funds
it may require for public service purposes on these conditions, and
protect the property from foreclosure. If it cannot do this, that
fact, or the fear of it, is sufficient reason why a municipality should
not be given power to involve taxpayers in an inevitable disaster
by mortgaging their property for such a purpose.

CARBONDALE BURGLARS CONVICTED.

In our issue of .\pr. 15, 1899, was published an account of a dar-
ing burglary at Carbondale. Pa., six men entering the power house
of the Carbondale Traction Co. early on the morning of March 27th
and securing $75. The six men were pursued, one killed and four
of the other five captured: S60 of the money was recovered.

Indictments were returned against the prisoners, and they were
put on trial in December and all were convicted. December pth
they were each sentenced to 3 years and 10 months in the peniten-
tiary and fined $500. which is the maximum penalty for burglary
where the house entered is not a dwelling house.

Mr. C. E. Flynn. superintendent of the Carbondale Traction Co..
has as a souvenir the revolver carried by one of the men.

Mr. P. A. B. Widener has given $2,000,000 for a Home for Crip-
pled Children in Philadelphia.

STREET RAILWAY REVIEW.

[Vol. X. No. i.

ELECTRIC TRACTION.

Extr.ict fruiii the presideniial address (if Prt>i. Silvaiius P. Thompson, before
the Institution of Electrical Engineers ((ireat Britain .

Passing from the generation of current to its untilization for
electric traction, the most notable evolution now in progress is that
of the application of electric power to heavy railways. The appli-
cation to street railroads — in other words, to mere tramways — has
been an accomplished fact for to years on the other side of the
.Atlantic, where there are now thousands of miles of electric tram-
ways, mostly operated from overhead lines from which the cur-
rent is taken by a contact trolley wheel. If in this country the de-
velopment of electric tramways has been slower, wc have at least
the advantage that our cities are not disfigured by networks of
overhead trolley lines. No such objections hold good for rural
districts, and slowly but surely both the industrial and agricultural
districts of England are being furnished with electric intercommu-
nication with its many attendant advantages. It may come as a
surprise to many who think England behindhand in this respect,
when they learn that while the total subscribed capital invested in
this country in 1899 for public electric supply is about £ 17,800,000.
no less than .£20,800,000 is already invested in electric traction. Of
the eflfect of the introduction of electric traction as a social and
economic factor I have spoken elsewhere. There can be no ques-
tion of the immense social benefit, particularly to the artisan
population, afTorded by this means. But the electrical engineer is
now engaged on the still greater problem of operating heavy rail-
ways, and the development in this branch is being watched with
keen interest. The two deep level railways in London, the City &
South London Ry. and the Waterloo & City Ry.. both of which
have amply justified their promoters, are shortly to be supple-
mented by the Central London Electric Ry., an undertaking of
nutch greater magnitude, while several other similar schemes arc
either under construction or authorized. In the City & South
London Ry., the rolling stock is designed for separate electric loco-
motives, each drawing three passenger cars. The gage is 4 ft. S'/i
in. On the Waterloo & City line the trains consist each of four
cars, of which the two end ones are fitted with motors, four motors
on each terminal car, so that the train can be driven by either set
of four motors. Each train can carry 204 passengers. The gage
is 4 ft. S'A in., but owing to the size of the tunnel, ordinary rail-
way rolling stock could not be used. In the Central London line
the gage is also 4 ft. Syi in. The locomotives, each with four gear-
less motors, weigh 35 tons each. Each will draw a train of seven
cars, with a seating capacity of 336 persons per train. The total
length, including sidings and cross-over hues, exceeds eight miles
of double track.

In all three of these railways the current is taken from a third
rail on the surface, and the return current is through the ordinary
rails, which, for this purpose, are bonded with copper bonds. All
these lines are operated by continuous currents at 400 to 500 volts.
In the case of the Central London line, part of the feeding is ef-
fected through rotary converters which receive three-phase cur-
rents from step-down transformers.

In sharp contrast to these three London undertakings is the
Burgdorf-Thun railway in Switzerland, which was opened in July
last. It is in every sense of the word a full-gage railway. Not only
is its rolling stock full gage (the full gage of Switzerland is 4 ft.
&V2 in.), but the railway admits of use by ordinary steam locomo-
tives, drawing ordinary trains. The electric rolling stock is of
two kinds — automobile cars carrying 66 passengers each, for use
singly or in pairs, and locomotives of 300 h. p. each, for drawing
trains of ordinary carriages or goods wagons. This railway is
worked by alternating currents supplied in three phases, at 750
volts, the feeding being effected through stationary transformers
at 16,000 volts. The currents are taken from two overhead con-
ducting wires, the rails serving as the third conductor. The length
of line thus electrically equipped is 40 kilometers, or 26 miles. The
arrangements were designed, and the electrical equipment con-
structed, by Messrs. Brown, Boveri & Co., of Baden, who were
the first to apply three-phase currents to traction. In the Lugano
tramways as a commencement, then in the steep mountain light
railways of Engelberg, of the Gornergrat, and lastly of the Jung-
frau. they gained experience in this method, which now stands
triumphantly demonstrated in its adaptability to the service of

heavy lines. In the United States heavy railways have been, to a
very limited extent, operated by electric locomotives. Some built
for the Baltimore & Ohio R. R., weighing about 90 tons, are em-
ployed to draw ordinary trains over a short line around part of the
city of Baltimore. They work with continuous currents from over-
head trolley lines.

There can be little doubt, however, that to Switzerland rather
than to .America we must look when desiring guidance as to the
future development of this problem. All necessary data now exist
for the exact working out of the necessary equipment of any given
line, actual or projected. No experiments are needed to enable the
constructor to proceed, so soon as it shall have been determined
which kind of current is to be used. Already it has been found in
the designing of the Central London line that continuous current
methods, however suitable for light and short railways, and for
tramways where frequent stoppages occur, fail when the current
has to be supplied from a distance of several miles, alternating cur-
rents being brought in because of their greater economy in trans-
mission. The extraordinary thing is, that this having been so far
grasped, the whole of the rest of the equipment was not designed
to match with three-phase motors, instead of introducing the com-
plication of rotary converters to work continuous current motors.
Time alone can show how the mixed system adopted will work in
practice. To me the choice of the mixed system appears of doubt-
ful wisdom. Perhaps the distinguished engineers who are under-
stood to be spending £30,000 on experiments for the Metropolitan
Ry. to enable them to recommend the best system for our inner
circle underground line will shortly be able to report whether a
simple three-phase system throughout is, or is not, more economi-
cal than either a continuous current system throughout or than a
mixed system with converters. If they do not settle this question,
which is today the one important question in electric railway work
not yet settled, we must regard the expenditure as pure waste.

Returning to the question of electric tramways, the problem n[
the hour is the equipment of busy city thoroughfares, where, for
obvious reasons, overhead wires are inadmissible. To all the three
possible methods that dispense with overhead construction, viz..
by accumulators carried on the car, by use of slot conduits in the
road, and by use of surface contacts, objections are not wanting.
Accumulators are found too heavy and too short-lived to be satis-
factory. Conduit constructions are objected to as too costly, and
as interfering too much with the roadway, while to surface con-
tacts there is brought the terrible indictment — worse than any
against the conduit — that nobody has had experience of them. You
are aware that in this question of surface contact systems of tram-
ways I am an interested party, and cannot be expected, even in a
presidential address, to speak dispassionately. Yet you have never
expected your president to banish from his inaugural address the
topics to which he has devoted his thoughts, his energies, his time,
or his resources. And with the e-xamples before me of other
presidents who have spoken of their own work, I take the liberty
of speaking of mine. A paper dealing with some aspects of surface
contact working was read by me at the Bristol meeting of the
British Association, and in January last you listened here to a
paper on some other points by Mr. Miles Walker, my former as-
sistant, and partner in this matter. We have, indeed, worked out
several different sj'stems, of which the earlier only have yet been
publicly described. We are at work on modified plans, the result
of our experience gained on our short experimental line at Willes-
den; and before long we expect to demonstrate the advances we
have in hand. Meantime we are not alone in the field. Since the
time when the late Dr. Hopkinson proposed his original plan,
many others, including Mr. Wynne, Mr. Holroyd Smith, Mr. Es-
mond, and Messrs. Johnson and Lundell, have suggested various
new methods. Three years ago Dr. Hopkinson wrote of one of
these methods that he "would not hesitate to approve its adoption
in any town in which overhead conductors were inadmissible";
adding that he had "not the least doubt that it would work thor-
oughly, effectively, and safely." A good deal has happened since
then, and much experience has been gained. But there remains
not only in London, but in many provincial cities, crowded thor-
oughfares where overhead construction is absolutely out of the
question, and where a slot-conduit would be almost equally objec-
tionable. It is some years since Mr. J. Love equipped slot-conduit
lines in Washington and Chicago. It is now most significant that
in three great capitals — New York, Berlin, and Paris — the electric

Jan. is, 1900.'

STREET RAII.WAV REVIEW.

Iraniways arc being largely cxteiuled willioiit overhead wires. New
Yorlc and Berlin are putting down ,slot-conduils; New Yorl<, most
expensively, as if the object were to put as much east iron as possi-
ble into the roads; and the conduit at every 15 ft. is furnished with
pairs of hand-holes, the covers of which interfere with the surface
(luite as much as any surface cfMilact system, to say nothing of the
interference of the central slot or of trouble about drainage. In
Paris, on the other hand, where a tentative surface contact system
has for about a couple of years been tried with moderate success,
no fewer than 63 kilometers — about 48 miles — arc now being equip-
ped by Mr. Diatto on his surface contact plan which has been
in successful operation on a small scale at Tours. Surely, then,
if a method of surface contact can be shown which is at once sim-
ple, safe, and not too expensive, there is every reason to urge its
adoption on engineers and municipal authorities. Thanks to the
criticisms — some of them passed in this place — with res|)ect to pos-
sible difficulties likely to arise from the use of underground coils,
from mercury switches, and from surface leakage around the con-
tact studs, improvements have been worked out which largely, if
not wholly, remove the fears that have been expressed on these
grounds. As contrasted with the conduit, a surface contact system
has the advantages of much lower prime cost, of less interference
with the roadway, and of not requiring any drainage arrangements.
On long lines that run out into the country it can be operated
with the same cars that carry trolley poles for use in the suburban
part of the track. Those cities and towns which, like London,
Birmingham, and Cambridge, have waited before erecting over-
head lines, will have justified their waiting attitude when they can
point to examples of the successful surface contact roads at
IVIonaco, at Tours, and, lastly, at Paris.

BUILDING THE NIAGARA GORGE ROAD.

DETROIT ARBITRATION CASES.

The Detroit Citizens' Street Railway Co. has recently found it
necessary to discharge a number of its conductors for care-
lessness in handling fares. Such cases are tried before a board
of arbitrators. Dcccm"bcr 18th the cases of 13 conductors were in-
vestigated by the board and the findings were all against the men.

Mr. Dohany. representing the union on the board, said con-
cerning the verdict:

"This result must teach the public one lesson at least, and that is
when they escape from paying their fares they are not only beat-
ing a 'corporation' but they are robbing innocent conductors of
the opportunity of earning for themselves and families a liveli-
hood. Let those passengers feel that they are largely the ones who
have brought this pitiable condition upon these unfortunate men
tonight."

* ' »

HAULING STONE ON THE CLEVELAND &
CHAGRIN FALLS.

As noted in the "Review" for December 15th, page 825, the
Cleveland & Chagrin Falls Electric R. R., has succeeded in proving
in court its full right to carry heavy freight. We are in receipt of a
letter from Mr. R. L. Palmer, general manager of the road, stating
that his company is now hauling stone regularly from quarries
about eight miles from the city, using for this service special lo-ton
flat cars, 16 ft. in length and having about one-half the capacity of
an ordinary steam freight car. This freight service is carried on at
night between the closing of the passenger traffic and the starting
up of the same in the morning, although it is believed it could be
sandwiched in between the regular cars if necessary. The company
has been getting $5 per car for hauling stone.

$25,000 REWARD.

Under date of Dec. 22, 1899, the Brooklyn Rapid Transit Co.
published an advertisement offering $25,000 reward for information
furnished to the company's counsel, Sheehan & Collin. 32 Nassau
St., New York, which will lead to the discovery and conviction of
any of the persons who have circulated false statements or rumors
concerning the company, with intent to affect the stock market.

The Brooklyn Rapid Transit stock suffered severely in the slump
of last month, and the company's officers believe it was largely due
to libelous statements and rumors.

In June last Mr. (jcorge A. Kicker, chief engineer of the Niagara
George Railroad Co. (formerly the Niagara l-'alls & Lcwiston Kail-
ri.ad Co.; read a paper before the Engineers Club, of i'hilailelphia.
on the building of this road, in which arc presented interesting
facts connected with the enterprise not heretofore generally known.

Benjamin Eenton and Ensign Bennett first proposed to build a
steam railroad, with a gage of 30 in., from Prospect Park to the
Whirlpool, and the Niagara Falls & Whirlpool Co. was organized.
The com|)any failed in its efforts to purchase a right of way and
on instituting condemnation proceedings the courts held that it
did not meet the requirements of the railroad law so as to en-
title it to exercise the right of eminent domain.

In 1889, Capt. J. M. Brinker, of Buffalo, organized the Niagara
Falls & Lcwiston Railroad Co., which purchased the stock of the
old company. It decided to build a double track standard gage
road to connect with the electric and steam railroads entering
Niagara Falls and with the ferry at Lcwiston. A survey was com-
pleted in September, 1890, and the right of way bought, the com-
pany securing the fee of the land.

Mr. Schoellkopf, of the Niagara Falls Hydraulic Power & Man-
ufacturing Co., opposed the plan to carry the road along the bank
in front of his mills, but was defeated in the courts. He then sug-
gested carrying the line up the high bank into the town, which
plan was adopted and the location in front of the mills aban-
doned.

The right of way was very expensive; the total cost is not given,
but $1 19.000 was paid for Buttery Elevator and $90,000 for the Van
Horn and Grand View Elevators.

Mr. Ricker describes the construction of the road as follows:

"In order that we may better understand the actual operation of
building, I will refer briefly to the geology of the Gorge. For
our purpose the Gorge may be best considered as made up ot
three distinct sections; the upper or newly made channel excavated
by the constantly receding falls; the middle or original channel,
which is of preglacial origin, and the lower or postglacial channel.
The characteristics of the typical cross sections of these three
channels are widely different. The preglacial section is of least
width, and has nearly vertical walls extending almost to the water
on the .American side. The postglacial section is wider and has
vertical walls to about one-third the depth of the Gorge, and
steps down to the water which are covered with debris that has
accumulated by regular contribution from the exposed walls above.
The new system, which extends southerly from the railroad
bridges, is much wider than the preglacial channel and has slopes
01 tali reaching nearly to the tops of the cliffs. This debris is much
deeper than that restinij on the steps of the lower channel, and no
excavation has as yet been made of sufficient depth to disclose
the steps.

"The river is now flowing through the Medina sandstone, which
underlies all western New York. The railroad at frequent inter-
vals passes through sections of sandstone, and practically all the
rock excavation was made in the quartzose belt of this stratum.
Above the sandstone lies the Clinton limestone, over the Niagara
shale, and at the top of the cliff, the Niagara limestone. While
the railroad follows the irregular line of the foot of the talus
from the whirlpool to Lcwiston. the directions of the entire chan-
nel form, roughly speaking, four tagents. The new channel is about
two miles long and extends, approximately, northeasterly from
the present fall to the railroad bridges. The preglacial channel
is about one mile in length from the bridges northwesterly to
the Whirlpool. The waters leave the Whirlpool in a direction
nearly at right angles to that at which they enter, and continue
northeasterly to the Devil's Hole, a distance of about two miles,
and from Devil's Hole to Lewiston, about two miles more, running
almost due north. The continuation of the preglacial channel.
known as St. David's, lies directly to the northward in the ex-
tension of the line of the Whirlpool Rapids, and is plainly marked,
but is nearly filled with glacial drift.

"About the ist of April. 1893. an agreement was entered into
with Messrs. Crage & Tench, contractors of Buffalo, to build the
Gorge railroad, in which the contractors were to secure the men,
furnish all necessary tools, and their ser»'ices for 10 per cent of the
force account. After five tedious years of waiting the company
suddenly decided to proceed with construction, and I received a

STREET RAILWAY FFTV^IEW.

[Vol. X, No. i.

telephone message from President Brinker to the effect that "the
graders would be at Lewiston to start work tomorrow morning,"
and asking me to be on hand to give necessary directions. Con-
struction was begun at Lewiston on April nth, and a few weeks
later at several points along the line between Lewiston and the But-
tery Elevator. Beyond a profile, which it was afterward found im-
practicable to follow, no plans were made as the result of the
original survey.

"I am now confronted with a task more difficult than that of
Iniilding the railroad — how to tell you in engineering terms of tlu'
construction of this road that was built in a most unscientific
manner. My orders were to put a railroad in this unpromising
place, and I proceeded forthwith to obey. Before stakes were set
a path was graded, following, as nearly as possible, a few feet above
the proposed grade-line, and gangs of laborers were placed at fre-
quent intervals. No reliance could be put upon any slope made
outside of the natural slope. Had classification been attempted,
but two kinds of material would have been named: loose and
solid rock, as the talus is made up of large and small stones with
not sufficient earth to fill the interstices, and with no cementing
material, although the roots of dense vegetation tend to hold it
in place and maintain a much stronger slope than would other-
wise be possible. The deep channel of the river afforded the
very best place for wasting the material excavated and work pro-
ceeded rapidly. From 600 to 1,000 men were employed, and the
first five miles to Buttery Elevator roughly completed, and one
track laid, and the first train entered this temporary southern
terminus August 2Sth. On the inner side of the road-bed such a
slope was formed as would stand for the time being, which, of
course, meant that the heavy rains and the frost in the coming
spring would bring down large quantities of material left on the
steps above. Cross-overs were placed at such points as seemed
to threaten most, and from time to time, as slide occurred, the road
was operated with single track in that section, and large numbers
of men quickly removed the encroaching talus. Several slides
took place in the early spring of 1896 and again in the spring of
1897. The quantities decreased each year. .\ view of the slide of
this spring, at the same point where occurred the greatest en-
croachment in '96 and '97, shows how surely the slopes are being
reduced to an angle of repose and are taking on the appearance of
stability. New vegetation adds greatly to their permanence and
more agreeable appearance.

"Coming out of Lewiston at the south line of the village is a
timber trestle 104 ft. in ler.gth and 42 ft. high, crossing a small
stream flowing into the river from the foot of the Lewiston escarp-
ment. A little further up the line is a timber trestle carrying the
tracks over a deep gully formed by another lateral stream, into
which for many years the New York Central R. R. has wasted its
surplus earth and rock. It was my intention to use 8o-ft. girders
at this point, but owing to the crowded condition of the bridge
shops, delivery could not be secured in several months, and as
the company was extremely anxious to open the road to catch the
summer traffic, installation of the permanent structure was de-
ferred. In the expectation that a large amount of water would
filler through the talus, a great many open culverts were put in, but
four years' experience has proved that the danger from this cause
was overestimated. These culverts, to be effective, should be mov-
able, as a boulder or other obstacle falling in the path of a stream
high up on the talus will often divert the stream many feet from
its former bed, and leave the culvert high and dry. The track is
ballasted with rock borrowed from the talus over most of the
line. The ties sre of cedar, except on steep grades, where oak was
used, and the rails, rolled by the Carnegie Steel Co., weigh 60 lb.
to the yard. No attempt was made at mathematical alinement, as
the roadbed followed the irregular outline of the natural slope.

"Construction from the Buttery Elevator to the city of Niagara
Falls was much more diHicult than upon the lower five miles of the
road. South of the elevator began almost vertical cliffs, extend-
ing from the top of the escarpment to the rspids below and con-
tinuing for a distance of about one-half of a mile to the Railroad
Suspension Bridge. Drills and men were lowered over the cliff
to the first ledge, about 100 feet above the grade line, and blasting
operations carried on mostly by hand, as it was difficult to get
steam drills into position. The blasts were fired usually at noon,
and huge quantities of rock were thrown into the river, disappear-
ing beneath the tumbling waters of the rapids below, without ap-
pearing in any way to obstruct the stream or to change in the

slightest degree the form of the waves. The vertical cuttings
averaged nearly 100 ft., and, estimated roughly, fully 100,000 cu. yd.
of rock were thrown into the river from this section.

"At the site of the Van Horn Elevator a deep recess in the
cliff formed a bay across which an attempt was made to con-
struct a roadbed in the swift current of the rapids. This experi-
ment I believed would be futile, as a powerful stream of water was
constantly discharged upon the embankment, diverted from the
main current by a high boulder of Niagara limestone resting
in tlie channel about 50 ft. from the cliff. It was evident that this
bay had been excavated by the same powerful hydraulic agency,
and it was useless to attempt to place in its way any structure less
substantial than the cliff which it had cut out. During a period
of extreme high water in the spring of 1897, when the river rose
19 ft. above its ordinary level, most of this embankment was

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SECTIONS OF THE NIAGARA GORGE.

washed away. In its place rough, but heavy, longitudinal walls
were built to resist the encroachment of the current; spaces between
the walls were refilled with stone and a stout timber trestle built
to carry the tracks. In the spring of 1898 this structure was
swept away, after which the company determined to do what it
might have profitably done at first, and the old elevator-shaft
was removed, (he cliff blasted away, and a shelf made of sufficient
width for a single track. Three timber cribs, each about 60 ft. in
length, protect the roadbed at critical points above this bay.

"Beneath the railroad bridges a combination of difficulties was
met. A small water-wheel under the Suspension Bridge, which
furnished power for a flour-mill at the top of the bank, was rear-
ranged to permit building the roadbed, the transmitting cable
raised, and a portion of the tailrace changed and a retaining wall
built to hold the embankment. Near this point is an inclined rail-
way, the floor of which, resting directly over the center line, was
raised vertically about 15 ft. Between the incline and the cantilever
bridge heavy walls were put in to hold back the loose rock on the
inner side of the track, and retaining walls built on the outer side
to prevent encroachment upon the head race.

Jan. 15. 1000. 1

STREET RAILWAY REVIEW.

"Permission was oblaincd tioiii the Michigan Central Kailroad
to build abutments on botli sides of the cantilever briil^e iiiers and
a central pier in front of and between their piers. The underlying
material at this point is composed of very large boulders, upon
which rest the foundations of the cantilever bridge, between which
and the deep waters of the river there were but 13 ft. in which
to pass. To prevent possible danger to the bridge foundations,
blasting was prohibited within 100 ft. on the south side and 50 ft.
on the north. No soundings could be oblaincd on account of the
swiftness and great depth of the curreiU. Within this limited
area, hedged about by restrictions, construction was made doubly
inconvenient.

"From the bridges to the top of the higli cliff, a distance of
nearly a mile, the tracks arc laid on a slowly ascending grade up
the talus for about 3,500 ft.; thence entering the cliflf and passing
through a thorough cut 60 ft. deep at the lower section, rising con-
tinually until the top of the bank is reached. The average gradient
is 4.7, the inaxiiuum 6.4 per cent, and the total elevation overcome,
from the bridges to the top, is just 200 ft. Passing beneath the
New York Central tracks, the line swings sharply to the right and,
paralleling the Central for a few hundred feet, reaches Second St.
in Niagara Falls. At the southern end of Second St. connection is
made with the Niagara Falls Street Ry. and thence over the tracks
of the latter company to Prospect Park. The under-crossing of
the Central is made at an angle of 55"; the bridge is of trough-
girder type and carries at present five tracks.

"I think you will grant that it was not practicable to make de-
tailed plans for construction of this peculiar road. It was not
possible to detGrminc, with evci approximate accuracy, how the
unseen conditions might alter proposed methods. I cannot say that
any very serious engineering difficulties were met with, and I
think there arc no problems to be solved that will not be success-
fully met. The same vigor and energy which characterized the at-
tack upon the ground were exhibited later in the eflfort to put the
road in operation, and as gangs of men and construction tools
would have been unsightly, work was suspended as suddenly as
it was begun. You will recall the fact that wooden trestles and
bridges had been put in place because the company was not willing
to wait for permanent structures. The work was, therefore, left
unfinished, but I was su.stained by the vain hope that in the coming
spring I should be permitted to scale down the slopes and replace
the temporary structures.

"When 1896 arrived all our efforts were concentrated upon con-
struction above the Buttery Elevator, and this section, too, when
nearly completed, was given over to operation in much the same
incomplete form as was the lower. It was expected that im-
mediate earnings would be so great that a goodly portion of them
could be applied to completion of the work, but receipts proved
disappointing, and all further work was suspended, excepting such
as was necessary to clear the track of slides and to provide for
maintenance. As the outcome of business complications the own-
ers of the road were obliged to relinquish it a few months ago,
and it passed into the hands of a receiver. Reorganization of the
company is now being undertaken, and I am engaged in making
the necessary repairs, which amount to a reconstruction of the road,
as considerable damage had been sustained by the track from
slides and by the roadbed from the action of the river.

"A fall of rock that occurred some weeks ago (March) — accounts
of which have appeared in the technical journals and in the daily
papers, and called an avalanche — was greatly exaggerated. Before
the road passed into the hands of the receiver I had recommended
that some of the overhanging Niagara limestone just above the
Buttery Elevator be removed by blasting, as it seemed to be in-
secure. The railroad was shut down; all people were warned not
to walk upon the tracks, as it was intended before beginning op-
erations to remove all overhanging rock which appeared to be
dangerous. By reason of some blasting that was going on near by,
within 100 ft. of the point in question, where the city was excavat-
ing for a sewer, two large pieces of limestone were dislodged, fall-
ing between the tracks and the clifif without doing damage. A
few days later our superintendent blasted and threw off into the
river the large boulders, which now rest in the margin of the rapids
just outside of the tracks. A considerable amount of loose mate-
rial, of course, fell with the boulders and covered the road for a dis-
tance of about two hundred feet, a depth of from three to five feet.
This was easily removed, and when taken away it was found that the
rails were cut in several places, but that no great damage had

been done, except to the lower portion o( the shaft o( the elevator,
the casting of which had been carried away. Where these large
rocks now stand in the river some difficulty had previously been
found in maintaining the embankment, owing to the heavy cur-
rent thrown against it, and a retaining wall about 400 ft. long had
been resorted to for protection. With great good fortune these
large rocks now stand directly in the way of the heaviest attack
of this current, and the retaining wall is no longer necessary. In
general it may be said in regard to falling rock that it comes
down only in the early spring months, when, under the new man-
agement, it is not intended to operate the railroad.

"Since the opening of the road in 1895 to the present time no
passenger or employee has ever received injury from falling rock.
I was daily over the road during the construction, and have since
been frequently from the Falls to Lewiston and return, both
on cars and on foot, and have never seen a rock fall. It is my
opinion that, with due care, the maintenance of this railroad need
not be excessively expensive, and that the same safety of operation
can be obtained as is secured on any mountain road."

The "Review" has at different times published illu£trations
showing scenes of this road and particular reference may be made
to the issues of August, 1896, page 47K, an<l October, 1897. pa»<e 651.

ELECTRIC CARS FOR CUBA.

The first electric railway in Cuba is now building from Rcgia,
on the bay opposite Havana, to Guanabacoa. a distance of five
miles, and the first shipment of cars for it was made a few weeks
ago by the J. G. Brill Co. The cars are of the type shown in the
illustration. The body is a slight modification of one of the standard
American types that has been successfully used between Buffalo
and Niagara Falls. The body is 28 ft. long with two 4-ft. platforms,
making the length over the vestibules 36 ft.; the width at the
sills is 7 ft. S in., and at the belt rails 8 ft. The inside finish is ash
and cherry with three-ply brick veneer ceiling. The seating capac-
ity is 40, 10 double cane seats being placed on either side of a cen-
ter aisle.

liKlLI. >- .\K HlK criiA.

The car is mounted on "Eureka" maximum traction trucks, with
33-in wheels; the wheels have 2'/^ in. treads and Jj-in. flanges.
The gage is 4 ft. 8'/2 in. .\mong the details may be noted Brill fold-
ing gates, Brill patent angle iron bumpers, Hovey-Brill radial
draw bars, a pair of Brill sand boxes, two Dedenda gongs, one on
each platform, and inside each car at diagonally opposite comers,
under the corner seats, are good sized tool boxes. These cars
are built complete as shown in the engraving, and then knocked
down so as to pack in the smallest possible space. The motors for
these cars are two Westinghouse No. 38 B. This equipment,
mounted upon the maximum-traction trucks, will enable the cars
to be run at a very high rate of speed with safety. At the same
time the platforms are carried so low as to make access to them
quite easy.

» > »

The suit of the Birmingham Traction Co., of Pittsburg, against
H. Sellers McKec and others, for an accounting, which came to
trial last month, was discontinued. No details of the compromise
are made public.

The Woman's Club, of Chicago, recommended that persons using
the street cars on December 23d remember the season and give the
conductor 6 cents instead of the regular fare, but this plan for
Christmas gifts was not a success.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

SAVING AT THE CONTROLLER.

BY J. K. CR.\V.\TH.

In view of all that has been written in the past few years
about the saving- possible by proper handling of the con-
troller and the way for motormen to operate cars with the
maximum economy, this article may seem out of jilace. It
is nevertheless true than many of the articles written have
not come under the notice of practical railway operators,
while some were too technical in their nature to be in most
helpful form for the busy street railway man. It has come
to my notice that many popular misconceptions exist as to
how current is usually wasted in operating cars and it is
the purpose of this article to correct some of these if possi-
ble, and also to make some practical suggestions as to the
instructions that should be given motormen where the man-
agement of a road has a desire to effect a "saving at the
controller."

Saving at the controller, to accomplish any extensive re-
sult, involves a saving by the majority of motormer on
the road. For this reason many managers have been in-
clined to make all their attempts at economy in other direc-
tions, and let the motormen go on operating cars in the old
way, rather than try to effect any economy by a reform in
method of handling cars, because the latter attempt involves
the reforming of a number of men, and hence involves ques-
tions of discipline and niangement of men. Many superin-
tendents are loath to undertake this, even with the demon-
strated fact before them that 20 to 40 per cent saving in
power may result from properly directed efforts to make
men save power at the front platform. When more eco-
nomical power house machinery is put in or money is in-
vested in copper to reduce line losses the management feels
that it has a "lead pipe cinch" on the saving that results,
while if the saving depends on a lot of motormen the man-
agement naturally has a feeling that its executive labor will
be somewhat increased by the constant watchfulness neces-
sary to produce economics where the results are dependent
on the actions of so many men. The writer has always
felt that questions of this kind, like most others around
a street railway system, should be looked at purely from a
dollars and cents point of view. The clerk hire necessary
with any system of motormen's records so far put in opera-
tion effecting a saving of power by motormen is so very
small that it is hardly to be considered at the side of the sav-
ing made. The main question, then, remaining is as to
whether the time of the manager or of some competent
member of his staff is so immensely valuable as to make the
few minutes spent daily on this matter more than offset a
saving of 20 to 40 per cent in power. However, a discus-
sion of whether it is advisable or feasible to try to make
motormen economize in power is somewhat aside from the
main purpose of this article. The main questions to be taken
up are the technical ones as to how power can be saved
or wasted at the controller. The business question as to
whether attempts to save power in this way pay (provided
such attempts are properly directed) has been already settled
by practical demonstrations, which amount to more than
anyone's theory to the contrary.

In the first place it must be kept closely in mind that any
real saving in power by proper controller handling must be
made without interfering with the schedule. The faster the
schedule the more power required to maintain it per car-

mile. It is not, therefore, fair to consider the question of
controller economy, except with the assumption that the
schedule is the same "before and after taking." In city
street railway practice the greater part of the energy re-
quired by a car is used in getting the car up to speed or ac-
celerating after each stop. At least 75 per cent of the en-
ergy used per car-mile is so consumed, the remainder being
used to keep the car in motion after it has been brought up
to speed. The greater part of the energy is, therefore,
stored up in the car, getting it up to speed. Part of this en-
ergy must be destroyed or wasted by the brakes as soon as
the car has to slow down. Part of it may be utilized to pro-
pel the car by motormen by drifting with the current off.
The proportion that is used or wasted rests with the motor-
man. The economy with which a man handles a car de-
pends mainly on two things, namely, on the way he gets his
car up to speed and on the way he utilizes the momentum of
the car to propel it after it is up to speed. In order to make
this plain in a practical way, suppose we take an imaginary
trip over the road with two motormen, one of whom is mak-
ing an effort to operate his car as economically as possible
as regards power and repairs consistently with maintaining
schedule time, and the other of whom, being an average
man, aims simply to get over the road on time, without
regard to power or repairs. The difference between these
men in the way they handle their cars is so marked to an
experienced man that there is no wonder to him that there
is a difference of 20 to 40 per cent between them in power
used, to say nothing of repairs. The difference begins to show
itself even before they are fairly away from the barn. The
uneconomical man (we will call him A for convenience)
after leaving the barn has a switch a few feet ahead before
running onto the main line. Although he has such a short
distance to run and is not behind or greatly pressed for time
he throws the controller around to the top notch and al-
most before he has time to get it there has to jam the brakes
on hard, to avoid taking the switch too fast. The econom-
ical man (we will call him B) would have not run his car up
to more than quarter the sjjeed that A did, and would have
been therefore able to drift easily over the switch without
using the brakes at all, so saving all the energy that A had
to waste at the brake shoes. When A reaches the switch
the probability is that he has applied the brakes so hard and
carelessly that he has to use current again to get over the
switch instead of drifting over as B would, so some more
wasted energy is to be charged up against A. Once out on
the street and under full speed A sees a team ahead on the
track, which he knows very well he will overtake before it
gets off the track. Nevertheless he keeps current full on
until the last minute, and then turns off power and jams on
brakes as hard as he can. Now this may furnish some ex-
citement and amusement for the motorman and those on
the front platform, but it increases the liability to accident
and wastes a lot of energy which our friend B would have
saved by shutting off the current some distance back from
the wagon and letting the momentum carry him along until
the wagon is reached. By that time perhaps the wagon
will have had time to clear the track and in any case B has
made as good time as A, and has not wasted nearly as
much of his own or the company's energy in the brakes.
Then, too, it may often happen that by giving the team a
little more time it will get out of the way before the car
reaches it, so that instead of having to start the car up
from almost a standstill, as A does, B only has to reduce his

Jan. is, 1900.]

STREET RAILWAY REVIEW.

speed to five or six miles an hour, so that B gains both in
powci and in time in getting the car under way after pass-
ing tiie wagon.

Going on a httlc farther A begins to pick up passengers,
lie invariably i<ecps tlic power on until the iasl niinute be-
fore applying the brakes, and Ihcn applies lluin hard, but
usually makes up for the small lime he gains in this way
by making a long drawn out stop after he has first checked
the speed of the car. B, on the other hand, hardly ever
keeps the current on after the car is brought up to speed,
but mdess there is a considerable distance to be run without
a stop, shuts off power and drifts with current ofif. He has
cultivated good judgment of stopping distances and makes
"prompt" stops. That is he lets the car drift until a compar-
atively short distance from a stopping place, and then ap-
plies the brakes moderately hard. He does not apply them
very hard and then be obliged to release and drift along at
slow speed for a considerable distance before making the
final stop, as A would do. B realizes that the less be has
to use the brakes the easier time he will have physically,
and the easier he will be on the company's coal pile, while
A gives it no thought.

And now a few notes as to the way tiiese two men start
their cars ; a subject upon which there is perhaps more mis-
understanding than any other connected with electric car
operation. A good many who read this article may think
that B, being an economical man, starts his car with a slow
"tar in January" advancement of the controller handle from
point to point, waiting several seconds on each notch. Such
is far from the case. Such a method is wasteful in time, for
obvious reasons, and wasteful in current because with such
slow starts drifting can not be practiced and maintain
schedule time, and higher momentum speeds are necessary
to maintain the schedule. The start should be a "prompt"
one, that no time may be wasted, just as the stop should
be prompt for the same reason. With prompt stops and
starts more drifting with current off after speed is attained
can be indulged in and moreover the motors are worked by
this method for short periods at heavy load and consequent-
ly high efificiency, instead of being worked a greater per
centage of the time at lighter loads and a poorer efificiency,
as is the case when the starts are slow and the current has to
be kept on much of the time after maxiinum speed is at-
tained, at which time they work very inefificiently, as they
are working on the very light load of overcoming car fric-
tion only. However, when we look at A when he starts his
car we find that the word "prompt" is entirely too slow to
define the way he moves his controller handle ahead. He
is around to the top notch in an incredibly short space of
time. The wheels slip and power wdiich should go into ac-
celeration heats the car wheels instead. The economy of
series-parallel control becomes a myth, because he does not
stop long enough on the series points to get any benefit
from them. The field shunts are cut in so soon that the
motors have to do much of their acceleration on a weak,
inefificient field, and the motors are unduly heated and
strained. Prompt acceleration is a good thing, but when it
is run into the ground, as it commonly is on large city
systems, it is quite another matter. It would be a good
thing if the rate of acceleration could be regulated auto-
matically and taken out of the motorman's hands entirely,
for there is a happy medium which is neither too fast nor too
slow, which might better be left to an automatic device than
to the caprice of a motorman. no matter how conscientious
that motorman may be.

To sum up the economical motorman differs from the
wasteful one in the following respects :

He utilizes the momentum of his car to get him over the
road as far as practicable by drifting with current off.

He never wastes energy by running his car up to a high
speed when a slower (jnc would do just as well.

He uses the brakes as little as possible, but when he does
use them he does not do it in a dilatory way or make long
drawn out, time consuming stops (I do not reler to the time
the car is at a standstill), but brings the car speed down
promptly.

He is neither dilatory or too rapid in advancing the con-
troller, but turns from notch to notch promptly, which in
the case of most light cars in crowded city service means
about one second to each notch.

He always remembers that having once made a proper
start the greater per cent of the time he can keep current
out of the motors and still maintain scherlule time the better.

FOUND FOR THE COMPANY.

I}y the courtesy of Mr. C. L. Harry, general manager of the
Knkomo (Ind.) Railway & Light Co., we have been advised of the
result of a suit for damages recently decided in favor of the com-
pany. The facts are as follows:

Mrs. Jessie K. Jackson, of Kokonio. claimed to have been in-
jured Mar. 29, 1898, and sued for $[0,ooo damages. She alleged that
because of the shock received when the front wheels left the track
she was permanently injured internally so that a delicate surgical
operation was necessary. The case was hotly contested and the
verdict was for the defendant company, which established at the
trial that the plaintifT had prior to the injury suffered from the
same disease, which was claimed was produced by the injury, and
also that while the track of the railway company was in bad condi-
tion at certain other points, and certain cars not in first class or-
der, that the track at the point of the accident was in good condi-
tion, and that the injury was not caused by reason of the bad con-
dition of the track or the car; and further, that the company had
exercised the highest degree of practical care in maintaining and
operating its railway system. The case was one of great impor-
tance, as the husband of the plaintiff also had a $5,000 suit pend-
ing against the company for medical ser\'ices and the loss of service
of his wife. The verdict is one of great value to the company, as
it tends to discourage litigation against the company on account
of alleged pergonal injuries.

PITTSBURG EMPLOYES' ASSOCIATION.

.\t the annual meeting, held in December, of the Consolidated
Traction Relief Association, the employes' association of the Con-
solidated Traction Co., of Pittsburg, the treasurer's report showed
the follriwing details:

Balance in bank, Dec. 14. 1898, $1,438.84; receipts from all
sources for year ending Dec. 12. 1899. $10,083.31; total funds, $11,-
523.15; paid out in death benefits. $1,200; on sick benefits. S7.404;
other expenses, $471.30: balance in bank Dec. 12. 1899. $2,447.85.
Secretary William G. Gish reported 122 members admitted during
the year; total, 635. Four members died; 120 resigned after leaving
the service of the company. The present membership is 511.
Forty-one applicants were rejected.

C. L. Magee was elected president.

The Columbus (O.) Street Railway Co.. in accordance with its
custom, last month issued new uniforms to 63 employes who have
been in the ser\ice more than five years. All the men received
Christmas turkeys with the compliments of the company.

A temporary injunction has been issued to restrain the United
Railways & Electric Co.. of Baltimore, from discontinuing an
old line between Mt. Washington and Pikesville. The suit was
brought by an owner of abutting property.

26 STREET RAILWAY REVIEW. [Vol. JC, No. i.

BENEFITS OF WIDENED STREET. TRACK CONSTRUCTION IN BUFFALO.

An interesting legal point is involved in a suit now pending be-
tween the city of Hartford, Conn., and the Hartford Street Rail-
way Co. One of the streets occupied by the company's tracks was
widened and the company was assessed for benefits to the amount
of $.?,ioo. The assessment was based on the alleged fact that the
ties and rails of the company would be much benefited by such
action. .Mso that the liability for accident would be much de-
creased; that if the railroad should put in double tracks, as it would
be then able to. it would be a great convenience; it would be able
to carry more passengers and its tracks would be much loss liable
to obstruction than formerly.

An appeal was taken and the matter was left to a committee con-
sisting of Judge Loomis, of Hartford. After a hearing the assess-

The International Traction Co., of Buffalo, has adopted as
its standards for track construction with Q-in. rails the two types
shown in the accompanying illustrations. That shown in Figs. I
and 2 is called the "trench" construction, and is used in all streets
having common stone paving between the tracks, and either as-
phalt or conmion stone on the sides. The second type. Figs. 3
and 4, is called the smooth excavation construction, and is used
where first-class block paving is between the rails and in tlie devil
strip. The rails are 94-lb. 9-in. semi-grooved girders.

TRENCH CONSTRUCTION.
For this type two longitudinal trenches 17 in. deep and the
width of a shovel at the bottom were dug out at a distance of 4 ft.

«)

']• ■'■ ' ;• f' rt »,^^-' ,;>'

Hoff Section at Tte Ho/^ Secfion bettveen Tlfs.

FIG. 1.— CROSS SECTION OF 9-IN. TRACK— BEAM CONSTRUCTION— COMMON STONE PAVING.

mcnt was cut to $1,550 on the physical property of the company
in the street, and a pecuniary benefit was found, but the question
of whether the latter is a special benefit on which the company
can be assessed, was reserved.

This decission of Judge Loomis, acting as a committee, was
reversed by Judge Case, in the Court of Common Pleas, the court
holding that the benefit because the widened street would lessen
the company's liabilities to accident is purely speculative and
its cash value cannot be assessed. Without considering the other
elements of benefit the assessment was set aside and judgment
for the cimipany to recover its costs was entered.

The company would willingly pay the assessment as a donation,
but objects to making a precedent.

g in. between centers. Afterwards, cross trenches S ft. c. to c. were
cut out; half of these were 20 in. deep below grade, and the alter-
nate ones 17 in. below grade. The ties, of hard oak 5 x 7 in. x 7 ft.,
were then put in the cross trenches and the rails laid upon them,
spiked and gaged, and held together by the regular 9-in. plates
secured by only two bolts. The track was then surfaced, and the
ties in the shallow cross trenches tamped up with dry stone, each
joint tie being blocked up; after this the track was alined.

The concrete gang, comprising 25 men to a board, then filled
in the trenches under the rail and ties as shown in Figs, i and 2,
and the concrete was allowed to set for 72 hours, after which the
plates were taken off and the joints welded. The old sand between
the ties which had been disturbed in ripping up the old track was

Z«''t*.'»f"pf':X«i>.-v'v-».-;»..:

Cane^e^r famprff

FIG. J.-LONGITUDINAL SECTION AB FIG. 1).

LONGITUDINAL SEeTIdN LII ,FIG

WAR ON OHIO INTERURBANS.

A number of suits have recently been instituted by the attorney
general of Ohio against interurban electric lines in that state. The
attorney general brings the suits because the state is nominally the
plaintilT, but the parties really interested are the steam railroads.

December 12th, the first of these suits was decided in favor of
the electric interurban; it was sought to enjoin the commissioners
of Sandusky County from giving the Toledo, Fremont & Norwalk
Electric Ry. a right of way over one of the state roads, but the
supreme court dismissed the petition.

On the same day a suit was begun against the Dayton & Xenia
Traction Co., alleging that the company has no charter rights to
carry freight and baggage through city streets.

Other cases pending are against the Dayton Traction Co. and
the Cincinnati & INliami Valley Traction Co.

The extensions to the'Escanaba (Mich.^ Electric Street Ry. were
completed in December, and a four-train service to the "Soo"
put on.

next dug out and pounded with heavy sand pounders, as a paving
base for the common stone.

If the paving on the outside of the track was asphalt, toothing
stones were set next the rails, long and short stones being placed
alternately, in a gravel mortar, which was made of one part com-
mon cement and two parts gravel. The space between the tooth-
ing and the old concrete was then filled in with concrete for paving
base and then sheeted.

SMOOTH EXCAV.\TION CONSTRUCTION.

In first-class block construction, a trench was dug 7 ft. 8 in. wide
and 15 in. deep, then cross trenches spaced at 10 ft. c. to c. were
dug 5 in. deeper for the concreted ties, and the rails were spiked,
gaged, surfaced and alined as before. The trench was then filled
in solid with concrete, not only affording support to the track, but
acting as a paving base. A cushion of about four inches of gravel
was then laid on a concrete base, and a first-class paving was
laid. This was grouted with a mixture of one part Lehigh cement
and two parts sand. K special device was designed for handling this
part of the work in the shape of a small grouting box on wheels,

Jan. 15, IQOO.I

STREET RAILWAY REVIEW.

and it was found thai it decreased llie cost of Krouting at least
onc-Iialf. This is shown in Figs. 3 and 4.

or(;ani/,ati<)N.

The organization of the conslniclion force was as follows: There
were five distinct departments or divisions, namely, track gang,
concrete gang, paving gang, welding gang, cleaning up gang, each
of them under (he direct charge of a boss foreman who reported
directly to the engineer in charge.

The boss IracUnian had charge of tearing up ihe old irack and
paving, excavating, laying the ties and rails, spiking, gaging, bolt-
ing, surfacing, alining and cleaning out the trenches tor the cr)n-
cretc gang, lli- had under his charge about so men and about 10
foremen.

The concrete gang consisted of si.x boards, and was uiuler the
charge of a boss concrete foreman and si.x sub-foremen. It was
found that a great saving in mixing the concrete was accomplished
by using hoes oidy and no shovels, the concrete being turned three

On page K19 of the December issue, the maximum pressure
used in electrical wehling is given as 35 tons; this should read
.^S.oocj lb.

LAKE MANAWA & MANHATTAN BEACH R. R.

The Lake Manawa & Manhattan Beach Railway Co. is a new
corporation which is to be operated in connection with the fJnia-
ha & Council KlulTs Railway & Bridge Co., between Omaha and
Lake Manawa, Iowa. The directors arc K. VV. Wells, J. J. Brown,
J. H. Millard and Guy C. Barton, of Omaha, and C. T. Stewart,
Geo. F. Wright and W. S. Dimmock, of Council Bluffs. The offi-
cers are: N. W. Wells, president; J. J. Brown, vicc-prcsidcnl;
Charles T. Stewart, secretary; J. H. Millard, treasurer, and W. S.
Dimmock, general manager. These gentlemen arc connected with
the Omaha & Council Bluffs Railway & Bridge Co. in similar ca-
p.-icitics.

4\*' Befi^een froeJij

'?J^<^

No/r SecrfOn of T/as Ha/f Sec f /on betwevn Tf'es .

Fit;. .I.-CROSS SECTION OF 9-IN. TKACK IN ASPHALT STREET— FIRST-CLASS BLOCK PAVIXG BETWEEN RAILS.

times, and then into the trenches by these hoes. The boss con-
crete man had under his charge about 150 men.

The concrete gang was followed by the paving gang, a boss
paver with 6 foremen under him, 60 pavers and about 150 laborers.

The welding was under the direct supervision of a welder fore-
man, who took off the joint plates and excavated around the joints
to a space of 40 in. square. The latter part of the season, two
welders were employed.

Finally, the cleaning up division followed the welders under the
charge of a boss cleaner, who had two large motor flat cars and six
trail dump cars under his control. Cleaning up was carried on night
and (lay, entirely by cars.

The company has various other types of track construction
which were put in by the old companies before the consolidation,
but those illustrated here are much preferred for the advantage of
quick construction.

The largest number of feet of track laid by this department,
through the summer just passed, was 2.760 ft. in a day of 10 hours,
except in Utica St. This record was made on North Main St.,
an asphalt street. During the entire season, the rate of track laying

This new road will start from the foot of Main St. in Council
Bluffs, which is the terminus of the present Pearl and Main Sts. line,
of the Omaha & Council Bluffs Co., and run south to Lake Man-
awa, a distance of some four miles. It will then run around the lake
to Manhattan Beach, another mile, making the line about five miles
long.

The company expects to spend $200,000 on this line and lake im-
provements. The company controls the entire south shore of the
lake and 400 acres of land, which will be put in the best shape possi-
ble to attract the public as an amusement resort. A line of small
steamers will be placed on the lake as well as electric launches and
numerous row boats. The lake will be dredged and a summer
theater will be erected. A beautiful club house will be set out in
the lake, having dancing floors and the finest of restaurants. N'ew
bath houses will be built, and in fact everything done that per-
tains to a first-class summer resort. It will be similar in scope to
Sans Souci Park, of Chicago, though the main attraction will be
the bathing facilities, and the company controls the only real bath-
ing beach upon the shores of the lake.

Some 15 new car bodies, 50 ft. long, with double trucks and high

FIG. 4.-L0NGITUDINAL SECTION OF FIG. 3, BEFORE PAVING.

per day averaged i,ioo ft., without taking out Sundays and rainy
days. In the Utica St. job mentioned above 7,000 ft. were laid in
10 hours.

In our article on the International Traction Co. in the "Re-
view" for December last the names of two of the officers were inad-
vertently omitted. The complete list of the managing officers of the
allied companies controlled by the International Traction Co. are:
President, W. Caryl Ely; vice-president, Daniel S. Lamont; chair-
man executive committee, Charles H. Coster; treasurer. R. F.
Rankine; general manager, Burt Van Horn; superintendent Buf-
falo Ry., R. E. Danforth; passenger agent. J. E. Stephenson; elec-
trical engineer, C. K. Marshall; engineer of way, C. C. Lewis;
master mechanic, Robert Dunning.

The main office of the company is 178 Main St., Buffalo.

speed motors will be purchased to operate the road, and a new
800-kw. direct connected generator as well as additional boilers will
be placed in the power house of the Omaha & Council Bluffs
Railway & Bridge Co. to furnish power. The tracks will be laid
with 65-lb. steel rails. 60 ft. long and will be well ballasted. The
company owns its private right of way from Council Bluffs to Man-
hattan Beach, on the south shore of the lake, and is not compelled
to ask lor anything in the way of franchises, except permission
from the city council to cross some six or seven avenues in the
lower part of the city of Council Bluflts. which will undoubtedly
be granted by the time it is ready to lay the steel at this point, as
the public is very much in favor of the road being extended to the
lake.
With Omaha. South Omaha and Council Bluffs, and the sur-

STREET RAILWAY REVIEW.

[Vol.. X, No. I.

rounding suburban towns, the enterprise will have 200,000 or more
people to support it; and, as it is the only lake of any prominence
within 200 miles, and there are no other resorts in the cities men-
tioned, the road will undoubtedly be a success as well as the con-
cessions that will be granted at the lake. The finest music availa-
ble will be engaged for the grounds, and everything possible will
be done to make the resort worthy of public patronage.

< » »

CORRESPONDENCE.

ONE WAY OF DOING IT.

Editor "Review": We have noted in your issue of December
15th last, page 848, the valuable comment on training for the elec-
trical engineering profession as embodying a number of suggestions
that the foundation should be thoroughly laid in mechanical engi-
neering. Permit us to bring to your attention the course in elec-
trical engineering which we have recently organized here and which
has been in operation since the opening of this college year.

The distinctive feature of this course is the recognition of the
growing specialization in electrical engineering as in other branches
of work; and the University of Illinois therefore offers three
groups of elective studies, after the satisfactory completion of the
first two and one-half years of work, in electrical engineering
courses. These groups of electives are: i. Regular electrical
course; 2. Electro-physical course; 3. Electro-chemical course;
and comprise the remaining one and one-half years of work of the
four years' undergraduate course leading to the degree of B. S.
in electrical engineering.

For the full professional degree of E. E., a further year of ad-
vanced graduate study and work is required, with still further pro-
vision for specialization, according to the direction of the student's
activities and work in his undergraduate course.

The University of Illinois is, in its Group i, the regular elec-
trical engineering course, oflfering a very large amount of mechani-
cal engineering that, of course, is not taken in the other two groups
to such an extent. We might add that all of the courses in elec-
trical and mechanical engineering have the same schedule of studies
and work for the first two years of the four years' undergraduate
course, so that the prospective mechanical and electrical engineer-
ing students all work together in all branches during their early
formative period. Very truly yours,

WM. I. ALDRICH,
Professor of Electrical Engineering.

Urbana, Dec. 19. iSqq.

PAYING CROSSING PATROLMEN.

The ordinance of the Consolidated Street Railway Co., of
Grand Rapids, Mich., provides that the company shall pay the
cost of maintaining patrolmen at such crossings as the common
council shall designate, and of late the council seems disposed to
designate too many crossings. The company claims that the clause
is intended merely to indemnify the city against the cost of main-
taining those patrolmen who are rendered necessary by reason of
the street railway company being in the streets, and that in nearly
all cases the patrolmen woidd be needed just as much if there were
no street cars. As a compromise the company proposes to pay
a portion, not exceeding one-fourth, of the cost of patrolling four
street crossings.

* • »

TROLLEY FUNERALS IN MILWAUKEE.

The experiment of trolley funeral trains is reported to be con-
templated by the Milwaukee Electric Railway & Light Co. Perhaps
it is scarcely proper to say experiment in referring to such a service.
but as conditions vary so much in different cities, each road must
make the trial for itself.

As our readers know, the funeral service provided on the street
railways in San Francisco. Denver. Chicago and elsewhere is
greatly appreciated.

The Benton Power & Traction Co., of St. Cloud, Minn., was
unable to complete its power plant by December isth as planned
and was obliged to shut down its street railway service because the
company from which it had formerly rented power could no longer
supply current.

The street railway company which is seeking to build through
the town of Lemont, 111., desired a right of way over a street which
had two names; it had more frontage consents than were neces-
sary on one end, and the combined totals exceeded the majority,
but by reason of the two names could not get the right of way on
one end of the street. The ditVicuIty was surmounted by securing
an ordinance giving the street the same name throughout its entire
length.

INSULATORS FOR ORDINARY AND HIGH
TENSION CURRENTS.

The group of porcelain and glass insulators shown in the ac-
companying illustration exhibits a few of the most important types
of these goods as made at the establishment of Fred. M. Locke,
at Victor, N. Y. The capacity tor resisting high pressures is stated
in connection with the different types. This petticoat type of in-
sulator was designed and patented by Mr. Locke, and is in use on
many high tension lines in this country, including the ri.ooo-volt
transmission line between Niagara Falls and Buffalo.

Mr. Locke claims to produce only high class goods, and from
observations made on several different occasions, it would seem
difficult to suggest any additional precautions, facilities or methods

1. For 25,0011 Volls.
4. For JO.OOO Volts.

LOCKE INSULATORS.

Transposilion.

Glass, for 50,000 Volts.

For 25,000 Volts.
Street Railway Cable.

that would be necessary to sustain this claim. Mr. Locke being an
expert chemist, makes a chemical test of every batch of clay bought,
so that he is sure of his mixtures, and sure that the goods when
they leave the kiln are of a uniform and safe grade. For the pur-
pose of making these tests he has fitted up a large room in his
dwelling house with an elaborate chemical outfit, and here samples
of all clays and kaolins required, both native and foreign, are
brought, so that no clay dealer is able to palm off upon this estab-
lishment an inferior material. Mr. Locke's new catalog. No. 4.
describes in detail his high insulation line material.

TICKETS INSTEAD OF ANNUALS.

The Metropolitan Street Railway Co., of Kansas City, Mo., has
decided to abolish annual passes and issue instead books of coupons.
There are two reasons for the change, to prevent people who have
no passes from getting on the cars and calling some number to the
conductor with the expectation that he will not ask to see the
pass, and also to protect the conductors, who have the habit of
merely nodding to passengers who they know have annuals, from
being reported for missing fares.

December 15th. a trolley car in Cincinnati was struck by a Penn-
sylvania train; the car was demolished and a number of passengers
stunned, though none was seriously injured.

Jan. is, lyoo.J

STkI':!':T RAILWAY REVIEW.

RECENT STREET RAILWAY DECISIONS.

KIlITKI) liY J. U. KOSKNliKKClCK, ATTOKNICY AT I,AW, CHICAGO.

Al'l'IKMS SUI'JCKIUK RIGHT BliTWEEN CROSSINGS
AND EXCLUDES MOTORMAN'S NARRATIVE.

Citizens' Street R.iilrn.id Co. v. Howard (Tenn.), 52 S. W. Rep.
864. May 18, 1899.

Willi reference to the |irefereiili.'il ri^lit wliicli a street railway
company has between crossings, the supreme eonrt ol Tennessee
says that the rule is well established that street railways have the
superior, iIiiiukIi not the e.xclusive, right of way between street
crossings.

The court turllur holds that it was error to admit statements
of the motorman made to a witness after probably fifteen minutes
had been consumed in extricating a man from under the car, etc.,
as that "he saw plaintiff, but thought he would get off the track."
this being deemed merely a narrative of a past occurrence.

NO PUBLIC POLICY AGAINST EXTENSION OF TER-
MINI.

State V. I.indcll Railway Co. (Mo.). 52 S. W. Rep. 248. June 30.
iSgg.

There is, and can be, the supreme court of Missouri holds, no
public policy which would prohibit a street railway from extending
its termini, and thereby carrying the public a greater distance for
the same price it was formerly authorized to charge for carrying
them a shorter distance. Neither does public policy prohibit one
street railway from acquiring another street railway, and making
the two one contimious route, and charging the traveler one fare,
where he had formerly been obliged to pay two fares to travel
the same distance.

Moreover, the court declares that it can see no reason for making
"fish of one and flesh of the other," where a street railway company
has been granted the right by the city to make various extensions.
which it has accepted and acted upon, and the attorney general
challenges, and intends to challenge only, a part of them, whereas,
if his contentions are correct, the company had no more right to
accept any of the other of the grants than it had to accept those
challenged.

THINKS ELECTRICITY COULD NOT ENTER CAR FROM
BROKEN GUY WIRE.

Huck V. Rochester Railway Co. (N. Y.). 59 N. Y. Supp. 1107. July
18, 1899.
The plaintiff alleged in her complaint that by reason of the negli-
gence of the defendant, while the plaintiff was riding in one of its
cars, the car suddenly stopped, and the wires conducting the elec-
tricity used for the propulsion of the car. and the guy wires used
to keep the trolley wire in proper position, were so disturbed and
broken that the plaintiff received a severe electrical shock, and her
legs, feet, and back were burned, and the plaintiflF was otherwise
severely injured. It seems that she was at the time the only pas-
senger, and was sitting down, nearly in the middle of the car, but
nearest the conductor's door, on the side nearest the roadway, and
facing the sidewalk. The car was going fast, and did not slow up
as it approached a sharp curve, .^s it passed the curve there came
a crash, the car stopped right there, and the lights went out. In
other words, the car jumped off at the curve, and broke the first
guy wire, carrying along with it 30 or 50 feet of the broken guy
wire, 20 feet from the first. The plaintiff testified that she received
the injuries alleged to have been sustained while seated, and by
being thrown from side to side of the car — caused, as it seemed to
her. by the electric disturbances. The only effect of the breaking
of the guy wire was to cause the end of the broken wire to hang
over the doorway of the car; the end hanging down part way or
touching the ground. The trolley wire did not touch the car, or
fall. The car. constructed in the ordinary manner of electric cars
used on the street railways, was in perfect condition and order, and
uninjured. No proof was ofTered by the plaintiff as to the way. or
in what manner, an electrical current could, under such conditions.

have entered the car from the guy or trolley wires. The evidence
of electrical experts called by the defendant fully explained the
impossibility ol such an occurrence from such a cause. Under
these circumstances, the fourth appellate division of the supreme
court of New York denies the plaintiff's motion for a new trial
after a direction of a verdict in favor of the defendant. In doing
so, it declares that the testimony of these experts just mentioned
is in accordance with common experience that it is perfectly safe
to ride in electric cars on the streets of our cities and towns, and
that the electricity for their propulsion cannot enter into the car,
to the injury of the passenger, either from the operation of the
trolley or from a broken guy wire hanging over outside the end of
a car.

WHEN ALIGHTING AFTER CAR HAS STARTED IS ON
PASSENGER'S SOLE RESPONSIBILITY.

Douyctte v. Nashua Street Railway (N. H.), 44 Atl. Rep. 104.
July 28, 1899.
The plaintiff was a passenger upon one of the defendant's cars,
and in attempting to alight after the car had started was caught
by the coat, and dragged some distance. There was evidence tend-
ing to show that his coat was caught beneath the outside door of
the vestibule. There was no evidence that the car was defective.
The jury was instructed that, "if he fthe plaintiff) got off of a mov-
ing car. knowing or having reason to know that it was in motion,
he took the chance of any injury that might result from such
action, and cannot recover therefor." A verdict was returned for
the defendant. In overruling the exceptions thereto, the supreme
court of New Hampshire says that it only appeared that the plaintiff
was injured in attempting to alight after the car had started. It
might be that the evidence showed that he had arrived at the age
of discretion, was of ordinary intelligence, and was not under the
influence of intoxication or other infirmity, and that he voluntarily.
without any request by the defendant, or special occasion for so
doing, attempted to alight from the car while it was in motion. If
such was the evidence, it holds, he certainly would have no reason
to complain of the instruction given. The act would be wholly his,
and he alone would be responsible for its consequences.

LIABILITY FOR LEAVING SNOW REMOVED FROM
TRACKS IN BANKS ON THE SIDES.

Smith V. Nashua Street Railway (N. H.). 44 Atl. Rep. 133. Mar.

17. 1899

.\side from the common law liability of any person who places
an obstruction in the highway, or causes any defect in it, in conse-
quence of which another suffers a special damage, the supreme
court of New Hampshire calls attention to the fact that section i
of chapter 59 of the laws of that state of 1893 provides that "any
person or corporation except municipal corporations through whose
negligence or carelessness any obstruction, defect, insufficiency, or
want of repair in a highway is caused, shall be liable to any person
injured by reason thereof." An "obstruction, detect, insufficiency,
or want of repair." when used in this connection, it holds, is such
as renders a highway unsuitable for the public travel thereon.

Although the defendant's charter does not expressly authorize it
to remove the snow from its tracks, the court further holds, it has
the right, by implication, to do so sufficiently to operate its road
for the accommodation of the public. But. in the exercise of this
right, it is bound to consider the rights of the public generally to
the use of the streets, including those portions occupied by the
defendants' tracks.

Travelers while driving from one side of the street to the other,
the court goes on to say. are entitled to find the passage reasonably
safe. If. after storms, the tracks are cleared, so that steep banks
of snow are left on either side, the use of a portion of the street
may be attended with great danger. Should the character of the
banks be such as to make the street unsuitable for public travel,
the banks would be obstructions, and the street would be defective
and insufficient.

STREET RAILWAY REVIEW.

[Vol. X. No. i.

In the removal of .snow, the court declares, ordinary care must
be used to avoid so changing the general surface of the street as
to render it unsuitable for the public to travel thereon.

This was an action brought to recover damages for injuries to
the plaintiflf's intestate, who, while attempting to cross the defend-
ants' track was thrown from his sleigh and injured. The evidence
tended to prove that the cause of the accident was the existence of
a hard, steep bank of snow and ice in the street, on the side of the
street railway track, running from the rail to the height of from
10 to 20 inches, made by the defendants in plowing out their tracks.
The court holds that there was evidence proper for the jury to
consider upon the question of the defendants' negligence. It says
that it tended to prove that in plowing out the tracks, some 10 days
before the intestate received his injuries, the company made a dan-
gerous bank of snow and ice where the accident occurred, and that,
even if this unsafe condition of the street was unavoidable when
the track was cleared, a reasonable length of time had elapsed
before the accident in question occurred in which its dangerous
character might have been removed.

There w-as a verdict for the plaintiff, and the supreme court over-
rules the defendants' exceptions.

CONSIDERATION OF NAME OF EMPLOYE, NOT HAV-
ING CONDUCTORS. PRESENCE OF CORD AND
BELL, NONOBSERVANCE OF RULE, GETTING
UPON RUNNING BOARD. AND DE.\TH FROM
BLOOD POISONING.

ACTS ON DIVIDED REPORT ABOUT USING ROADWAYS
LMPROVED AT PRIVATE EXPENSE.

In re Port Chester Street Railway Co. (N. Y.). 60 N. Y. Supp. 160.
Oct. 3, 1899.

The second appellate division of the supreme court of New York
is of the opinion that the state constitution contemplates that the
determination to be reached is that of the court as well as that of
the commissioners, where the court is authorized to appoint com-
missioners to determine whether a street railroad ought to be con-
structed when the consent of the abutting owners cannot be obtained
therefor. .Ml of the purposes of the commission, it says, have been
fulfilled when the commissioners, after notice to all parties, have
heard the evidence and have made their report to the court, whether
that report shall be unanimous, or by a majority of such commis-
sioners. The determination of the commissioners is without force
or effect until it has received the sanction of the court, and the
fact that it is necessary for the court to confirm the report devolves
upon it the duty of determining for itself whether the facts dis-
closed to the commissioners are sufficient to justify the granting of
the petition, .^nd so the court holds that it is authorized to act on
a report of a majority of the commission. This report here was in
favor of the construction of the proposed road. But the court,
having considered the evidence before the commissioners and
reached the conclusion that no considerations of a public nature
demanded the construction of the road over the particular route
selected by the projectors of the enterprise, it holds that the report
ought therefore not to be confirmed, and denies the motion to con-
firm it.

The roadways over which the proposed street railroad was to
pass, it says, had been improved at private expense; large sums of
money had been expended by individuals to make a high-grade
driveway leading out to the summer homes of a large number of
people, who had made investments and fitted up handsome resi-
dences, greatly to the advantage of that particular section, .^nd
while the highways are the common property of the people, and
considerations of a private nature must yield to public necessity
or convenience, the court declares that there was no good reason
why these particular roadways, improved at private expense, should
be appropriated by a corporation, when there were other ways
which would answer equally as well every purpose of a public
nature.

Moreover, while the only question before the commissioners was
whether the street railroad should be constructed over the particu-
lar route selected by the company, it was proper, in determining this
question, the court holds, to consider whether there were other
routes equally available, and which were calculated to accommo-
date the public in an equal degree, if there was a necessity for the
construction of the street railroad at all.

Considerations of public policy, in view of the generally poor
highways in rural districts, the court goes on to say, forbid that it
should permit the work of individuals in improving driveways to
be appropriated by corporations, when no public necessity calls for
such a sacrifice of quasi private rights.

.\rmstrong v. Montgomery Street Railway Co. (.-Ma.) 26 So. Rep.
349. June 30, 1899.

A passenger, from his casual and temporary relations to the car-
rier's employes, the supreme court of -Mabama says, is not in a
position to be better informed than the employer as to the name of
an alleged negligent employe, so that it has never been held or
supposed, and is not the law, that when he is injured through the
negligence of an employe, and sues to recover damages therefor, he
sliould. under the employers' liability act, aver the name of the
employe, or his ignorance of it.

The operation of the defendant's street cars without conductors,
the court holds, cannot be said, as matter of law, was or was not
negligence. Consequently, it having been averred that the failure
10 have a conductor on a certain car was negligence, the court
holds that the averment should have been allowed to stand, so that
evidence might be adduced upon it for the jury's consideration in
determining — first, whether such failure was negligence; and, sec-
ond, if it was, whether the negligence combined with the other
alleged acts and omissions to produce the passenger's death, the
plaintiff having undertaken to show that the passenger's injury
resulted not from one or more of the negligent acts and omissions
alleged, but from all of them operating together to the disaster
complained of.

Surely, the court further holds, the passenger could not be held
to have been guilty of contributory negligence upon the mere fact
of the presence of a cord and bell, and that, of course, if he was
not negligent in respect of these appliances, the fact that the car
was equipped with them was of no pertinency in the case.

A rule of a street railway company that passengers must not leave
its cars while they are in motion, the court holds, is a reasonable
rule: but. it also insists, a passenger cannot be charged with negli-
gence for its nonobservance unless he knew of it, though conduct
in violation of the rule might be negligent without reference to it.

.^nd the court holds that whether the passenger was guilty of
negligence in getting upon the running board, preparatory to alight-
ing, while the car was in motion, was a question for the jury.

Last of all, the court holds that one guilty of negligence should
be held responsible for all the consequences which a prudent and
experienced man. fully acquainted with all the circumstances which
in fact existed, whether they could have been ascertained by reason-
able diligence or not. would, at the time of the negligent act, have
thought reasonably possible to follow, if they had occurred to his
mind. Applying that rule to this case, the court holds that, there
being 3 reasonable possibility of blood poisoning being developed
or produced by the wounds to the fingers which the passenger
received, and blood poisoning having resulted from the wounds
and produced death, death was therefore within the range of respon-
sibility for the negligent act which inflicted the wounds.

DUTY AS TO FILING MAP AND CONSENT OF LOCAL

AUTHORITIES BEFORE BUILDING EXTENSION

ACROSS STEAM RAILROAD IN NEW YORK.

Delaware. Lackawanna & Western Railroad Co. v. Syracuse. Lake-
side & Baldwinsvillc Railroad Co. (N. Y.). 59 N. Y. Supp. I035-
July, 1899.
The provision of section 90 of the railroad law, as amended by
laws of 1895, which says that every street surface railroad corpora-
tion before constructing any part of its road upon or through any
private property described in its statement, and before instituting
any proceedings for the condemnation of any real property, shall
make a map and profile of the route adopted by it upon or through
any private property, etc., a special term of the supreme court of
New York, Onondaga County, says, was doubtless mainly intended
to apply to cases in which resort might be had to condemnation
proceedings to acquire right of way over ordinary private lands.
But notwithstanding this, and that in some respects its requirements
are not especially appropriate to a case of building an extension
of a street surface railroad across a steam railroad, the court holds

Jan. is, lyoo.J

STRliJiT RAILWAY REVIEW.

thai, as the sladite, in(U'])cn(lcnt of conilcjiiiialioii iirocccdiiiKS, calls
for the filitiK of a ma|). etc., before eiUcrinH uiioii [irivate prop-
erly, the steam railroad proi)erty to be so crossed is within the
nieatiing of this provision. The court is of the opinion, however,
tli.il I he benefits of this ])rovision are to be invoked by each owner
as to his own property, and that he cannot complain because a
map has iml lieni I'llcil nl the proposed rovMc tbroiinh the lands of
some other person. .And certainly, it .says, one property owner
cannot enjoin the construction of a road because the builder thereof
has not filed a map of its jirnposcd course IhrouKh l)rivatc lands
where a riKhl of w.iy has been amicably secured. Ajjain, it says
lli.il il is to be observed that this i)rovision does not require a map
;in.l piofile of the entire route which miKht be of general use to
all |)rciperty owners, but only of the route through private prop-
erly, which, naturally, will be a matter of interest in each case to
the individual owner.

The court further licdds tliat. before crossing the ste.im railroad,
the consent of the local authorities must not only be obtained, but
filed in the office of the county clerk, as required by sections gi and
92 of the railroad law.

The contingency of the street surface railroad company being
compelled by a final decision to make "compensation," the court
hr)!ds, can be safely provided for liy the giving of a sufficient under-
taking.

Finally, the papers in the case before the court failing to establish
that the company was attempting in bad faith to evade the pro-
visions of the statute by constructing a street surface railroad un-
der the guise of a branch or extension, the court says that it sees
no adequate reason for treating the construction as other than an
"extension," exempted from the requirements of a certificate of
p\dilic necessity.

CAN OPERATI', CARS INTENDED EXCLUSIVELY FOR
CARRYING FRF.IGHT AND EXPRESS MATTER.

De.grauw v. Long Island Electric Railway Co. (N. Y.), 60 N. Y.
Supp. 16,^. Oct. 3, 1899.

Street surface railway companies, authorized by the general rail-
road law of New York, the second appellate division of the supreme
court of that state holds, can operate cars designed and intended
exclusively for carrying express matter, freight, or property, and
used exclusively for such purpose.

It is not doubted, says the court, but that the legislature has
authority to charter a street surface railroad company, and grant
the power to carry freight exclusively or passengers exclusively,
or unite the authority to carry both. But the company that as-
sumes to exercise the power in question, it also maintains, must
justify the right to do so by the terms of some grant of power as
broad as the acts themselves.

The statutory grant of authority in question being to convey
"persons and property in cars for compensation," the court does
not think it reasonably conceivable that the legislature intended
that it should be cut down as though it said "passengers with prop-
erty." In the ordinary carriage of passengers upon street railroads,
the court goes on to say. it has never been thought that passengers
carryin.g small articles, or such baggage as may be carried by hand,
was the occasion for the use of the word "property" as used in the
statute. The regulation for the carriage of such property, that
which accompanies the passenger, even upon commercial roads, is
usually by rule of the company, and not by statutes. It stands
upon a different footing from the carriage of other property, and
by common acceptation is usually denominated "baggage." or, to
adopt the English expression, "luggage." meaning, in popular
l)hrase. that which is carried by the person. No such limited
meaning is to be ascribed to language deliberately used in a stat-
ute, where the interpretation placed upon it is as discriminating
freight, quite independent of passage by its owner. Again, in the
use of the word "compensation." the court sees an indication of an
intent upon the part of the legislature to embrace the subject of
the transportation of passengers and of property.

Nor is the court at all sure that the transportation in single cars
of such property as must be transported throughout the city in
cars or upon wagons will increase the burden of use of the street.
Time, it says, will demonstrate whether the use of cars is more
burdensome than that of wagons.

And the court does not apprehend that its present construction
of the statute will entail all of the evils which it was argued must
follow in the train thereof. While, in the struggle which is going
on for the iransp>>rlation of persons and properly, il must be con-
fes.ied that street surface railroads are not backward in the asser-
tion of all the rights which the grant of power confers, and ad-
milling that, ill whatever right they have acquired to transport pas-
sengers or freight or property, they have a vested right, which may
ii()t be defeated or impaired by legislation, still, the court declares,
the law is — and the courts may be relied upon to enforce the law —
that the righl of the street by the public is first and primary; and
when the right of the public or an individual member of it requires
the use of the street for a proper purprjse. the rights of the rail-
road company must yield thereto, even though the effect be, lor the
lime, to stop the operation of its cars thereon.

ASSUMPTION OF RISK IN USING VISE AND WORKING
ON INSIDE OF A CURVE.

Shadford v. Ann Arbrjr Street Railway Co. fMich.^ 80 N. W. Rep.
30. Sept. 19. 1899.

A vise of which complaint was here made, the street railway
company contended was in general use by railway companies in the
same or similar lines of work, and that the proof offered by it es-
tablished this contention. Now, if this contention was uncontro-
vcrlcd. the supreme court of Michigan says, that would be a com-
plete defense, to this action for personal injuries. But the conten-
tion was controverted.

The plaintiff insisted that the tool was not a reasonably safe one
for the kind of work in question; that, while it was in general use
by electric railways, telephone and telegraph companies for many
purposes which did not subject it to much strain, it was not in
general use for drawing up trolley wires upon a curve, under the
conditions which obtained when the accident in question happened.
And there being many witnesses produced to show the truth of
this contention, and the testimony for and against it being very
contradictory, the supreme court holds that the question of whether
the instrument was in common use in the same or similar lines of
work became a controverted fact — a question not competent for the
court to decide as a matter of law, but a question of fact very
proper to be left to a jury under proper instructions.

The court goes on to state that the rule is too well settled to be
longer open to discussion that when a servant enters upon employ-
ment which is. from its nature, dangerous, he assumes the usual
risks and perils of the service, and this is equally so as to those
risks which require only the exercise of ordinary observation to
make them apparent. But here, again, the plaintiff maintaining
that he was not acquainted with the dangers of the employment,
and was not familiar with the tools used in the work of this char-
acter; that he was told that the vise was a suitable tool for this
work, and that it would hold anything: that he relied upon this
statement; and that the danger attending the use of this vise con-
sisted of its treacherous nature, of which there was nothing in its
construction to give indication, the court holds that, if such were
the facts, the doctrine of assumption of risks did not apply, and
the question of fact was a proper one for the jury.

Then, the company insisted that, as a matter of law. the plaintiff
was guilty of contributory negligence when he undertook to do
this work from the inside of a curve. It argued that he was bound
to know the workings of natural laws, and that any person of ordi-
nary intelligence would know there was danger in being on the
wrong side of a trolley wire stretched upon a curve and held in
place by the grip of an instrument; and that the trial judge should
have directed a verdict upon the ground of contributory negligence.
But the plaintiff replied that he was not familiar with the fact that
to work on the inside of the cune was more dangerous than to
work on the outside; that, if the vise held fast to the guy wire.
as he was told by the foreman it would do. which statement he
believed to be true, it would not be more dangerous to work on
the inside of the curve than on the outside, while the necessities
of the business frequently made it necessarj- for the men to work
on the inside of the curve, etc. In this situation, the court thinks
that it was proper to allow the jury to say whether the plaintiff
was guilty of contributory negligence.

Judgment for the plaintiff affirmed.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

LEGAL PROOF NECESSARY TO GIVE JURISDICTION
TO REGULATE CROSSING OF STEAM RAILROAD.

Ill re Trenton Street Railway Co. (N. J.), 44 Atl. Rep. 177. Oct. 9,
1899.
In an application, under the New Jersey act of Mar. 22, 1895, to
regulate the mode of crossing a steam railroad by a street railway,
authority being given to the chancellor, under specified conditions,
to direct the mode of crossing, the court of errors and appeals of
New Jersey holds that the petitioner must show, by due proof, that
his application is within the terms of the statute. More expressly
does the court hold that the petition, verified by affidavit and
served is not sufficient proof to establish jurisdictional facts as to
which the oath of the affiant is not competent evidence, although it
may be a rule of the court of chancery that "affidavits and petitions
duly sworn to, on which orders to show cause may be granted, if
served as affidavits, may be used on the hearing of the order to
show cause." In other words, the court declares that legal proof
cannot be dispensed with, under this statute, by the rule of court.
Such affidavits as those mentioned cannot be accepted as competent
proof of the corporate existence of the street railway, or of a grant
by a turnpike company to the street railway. Those are basic facts,
and until they are made to appear by legal proof the chancellor is
without authority to act.

RIGHT OF THROUGH PASSENGER TO RIDE AT LOCAL

RATES.

Kissane v. Detroit. Ypsilanti & Ann Arbor Railway (Mich.), 79
N. W. Rep. 1104. Sept. 12, 1899.

On Apr. ID, iSgg, the plaintiff boarded one of the defendant's
cars at a point in the township of Canton, with the intention of
going through to Detroit. He did not communicate this intention
to the conductor. The through fare was 35 cents. He offered the
conductor 10 cents, as a fare to Inkster. The conductor demanded
IS cents, and the 5 cents was paid under protest. On arriving at
Inkster, the plaintiff tendered the conductor a ticket, costing 13
cents, when bought in a strip of five tickets, which ticket the con-
ductor refused, demanding a cash fare of 20 cents, which the plain-
tiff paid to prevent being put off the car. This suit was
then brought to recover the S cents which the plaintiff claimed was
an overcharge for his fare to Inkster, and 7 cents, the excess of his
cash fare over the ticket from Inkster to Detroit.

The case was tried before the court without a jury. The court
found (i) that the plaintiff was entitled to ride from the point
where he boarded said car in the township of Canton to the village
of Inkster for the sum of 10 cents, and that the additional sum of
5 cents was wrongfully exacted, and for which he was entitled to
recover; (2) that the ticket tendered at Inkster entitled the plaintiff
to ride from Inkster to the city hall in Detroit, and that, therefore,
the 20 cents demanded and paid was illegally and wrongfully ex-
acted, and the plaintiff was entitled to recover the difference between
13 cents, which he had paid for his ticket, and the 20 cents exacted,
or 7 cents for that part of the route, making 12 cents in all, with
his costs of suit, not exceeding $23.

The supreme court of Michigan holds that the judgment of the
circuit court must be affirmed. It holds that the Canton township
franchise, which fixed the maximum fare at 5 cents, entitled the
plaintiff to the right to be carried through that township for 5
cents, though he may have intended at the time of taking passage
to go beyond the limits of the township, and that this limit of
fare in the franchise could not be held to apply to local passengers
alone, but must apply to all who desired passage, even if going
beyond the limits of the township. The company had no right to
make such a discrimination. So, when the other township which
he must go through to reach Inkster limited the maximum fare
therein to s cents, that made the maximum fare through the two
to Inkster 10 cents. Another franchise not only limited the fare
- from Inkster, but the court says that the ticket produced was itself
a contract binding upon the company to accept it for one fare from
Inkster, as it was unrestricted and unlimited.

The statute under which the defendant company was organized
provides that "any company organized under the provisions of this
act may construct, use, maintain and own a street railway for the
transportation of passengers in and along the streets and highways

of any township, upon such terms and conditions as may be agreed
upon by the company and the township board of the township,
which agreement and acceptance by the company of the terms
thereof shall be recorded by the township clerk in the records of the
township."

Street railways, the supreme court declares, are bound by such
agreements, and the defendant could not release itself from the
obligation to comply with these agreements in the townships
through which it passed because the passenger intended to take
passage to some other place.

Nor does the court consider that an extra 5 cents could be
charged, besides what a township franchise authorized, for fare
through a village, so long as the latter was wholly within the town-
ship, although a franchise obtained from the village provided that
no passenger should be carried for a less fare than 5 cents for any
distance. This the court construes as authorizing merely a charge
of 5 cents for any short trip which would otherwise, on a prescribed
mileage basis, amount to less than that sum, and not as authorizing
a charge of S cents extra for riding through the village.

LIABILITY FOR INJURY OF NEW PASSENGER ON RUN-
NING BOARD OF GRIP CAR.

Bertram v. People's Railway Co. (Mo.), 52 S. W. Rep. 11 19.
"Memorandum decision." .\pril Term, 1899.
The plaintiff obtained a judgment for $3,500, upon a petition
bottomed upon an avermept that the train was slowed up, coming
nearly to a stop, when, upon the invitation of the defendant's agents
and servants in charge of said train, he stepped upon the running
board of the grip car, and before he had time to take a seat the
car was started with a violent lurch, so that it threw his body out-
ward, and brought it into contact with a wagon standing near the
track, and which the defendant's agents saw, or could have seen
by the exercise of reasonable care, but which the plaintiff did not
see because his back was turned towards it, whereby he was injured.
Admitting that, measured by rules which he deduces from the
adjudicated cases, the petition stated a good cause of action, never-
theless, of law and fact set forth at some length, including a belief
that the evidence did not tend to support the petition in some
vital points, Mr. Justice Marshall says that he thinks the judgment
of the circuit court ought to be reversed; but, the court (division
No. I of the supreme court of Missouri) not concurring, the case
was transferred to the court in banc.

MUST SHOW FACTS FROM WHICH EXERCISE OF
PROPER CARE MAY BE INFERRED.

Lorickio v. Brooklyn Heights Railroad Co. (N. Y.), 60 N. Y. Supp.
247. Oct. 10, 1899.

While it is not necessary to produce direct evidence of lack of
contributory negligence in every instance, the second appellate
division of the supreme court of New York holds, it is necessary
to show facts and circumstances from which the jury might reason-
ably infer that the deceased was exercising proper care. There are
no presumptions in favor of the plaintiff. The burden of proving
the case is upon the one who seeks to recover.

Here was an action brought by the plaintiff, as administratrix, to
recover dainages sustained by the death of her son, due to an acci-
dent on a line of street railway, at a street crossing, where he had
been seen just before the accident — according to one witness — leav-
ing the curb not more than 20 feet in front of the car. The entire
evidence in support of the plaintiff's case established no more than
that her son, a bright boy, in good health, who discharged his
duties as barber well, was run over and killed at the intersection of
two streets, by a car which was being operated at a rate of speed
which one witness testified was too high to permit him to get off,
and which was sufficient to carry the car 75 feet after striking the
boy before it came to a standstill. The court remarks that, so far
as shown, the speed might have been two miles an hour or ten, and
that there was no evidence as to the grade at the point of collision,
nor as to the distance within which the car might have been stopped
under the circumstances, nor of the conduct of the motorman.

Under these circumstances, it insists that no end of justice could
have been promoted by submitting the case to the jury, and affirms
a judgment against the plaintiff, for costs, with costs.

Jan. is, i<)<x).;

STREET RAILWAY REVIEW.

IS ADVERTISING AS PROFITABLE TO STREET
RAILWAYS AS TO STEAM RAILROADS?

Abslracl iif ail .-uliIn'Ks before llii* MaHHacIiltHcttH Street Hallway AHsocialion liy
Kiilicrl H. Derrall, Dec. II, I8'W.

KviTy prcsidcnl, iiiaiiaijcr, and fvcn llic employe is, or should
be interested in the matter of increasing the revenue of his road.
and the general talk which I shall make, may Rive yon some sug-
gestions as 1(1 hdw this may be done thrnnKb thr means of
publicity.

Ten years ago, here in eastern Massacluisetis, there were 2S street
railways, operating 6ao miles of tracks, in 48 cities and towns. All
the roads, with the exception of the West End (now the Br)slon
Elevated), the Lynn & Boston and the North Woburn street rail-
ways, were isolated. Ten years ago the street railways were built
for the business man who wished to go to or from his work, or the
woman who wished to go down town to do her shopping and re-
Inni cm the cars afterwards; it was purely a business man's insti-
tnlion. The roads were built in the thickly populated sections of
the different cities and towns because there was a revenue to be
derived from the traffic to be picked up along the line. There were
no opportunities afforded the people who wished to take a ride
in the country for an afternoon's outing. The street railways did
not consider it advantageous to extend their lines into the suburbs
unless there were a suburban population to be brought into town
(■r the connecting of large centers such as Boston, Lynn and Salem.

Since that time, however, these cities and towns have been con-
nected by electric lines, running in most cases, over the old coun-
try turnpikes, until today we have some 75 street railways in
eastern, central and southern Massachusetts, directly connected
with Boston, operating some 1,400 miles of tracks in 130 odd cities
and towns, and forming a great network between the centers of
population. There are figures to show that within 50 miles of the
Boston City Hall there are 2,392,394 people, while within the same
distance from Philadelphia there are 2,361,041 and within 50 miles
of the Chicago City Hall 1,915.716. It is a fact that only a small
proportion of these 2,300,000 people around Boston understand
that there are so many places directly connected with Boston by the
trolley cars, and it may be news to some of you to know that there
is not a town in this state with a population of more than 3,000
that has not a street railway in operation or under construction.

Now a great many of these railroads run through country dis-
tricts where there is very little traffic to be picked up on the line, and
some of them connect places where there is not sufficient travel
between their termini to pay operating expenses. Why have they
been built? Look over the figures for their year's business and you
will see that in the summer months they carry a very large volume
of traffic which is able to make up any losses which they may sus-
tain in the winter. The truth is that the extension of the street
railways of eastern Massachusetts has led to the growth of a new
kind of business — the pleasure travel. A business man will take a
car to go to or from his work. The man who has no occasion to
use the car for business will take the trolley car that passes his door
for it affords him an afternoon's outing in the country at a small
expense and places within easy reach hundreds of places which he
has intended to visit, but which have heretofore been difficult of
access.

Looking back to the time when the street railways were all lo-
cated in the cities and were disconnected, you w-ill find that the
population then served was less than 1,170,000. Taking the popula-
tion and the number of passengers carried, you will find that each
person rode on an average of 123 times within the year. Since
then, although the mileage of the electric lines has increased some-
thing like 125 per cent, and the population served has increased
50 per cent, the individual riding has more than kept pace with the
growth of facilities and the advance in population, so that each per-
son now rides on an average of 160 times within the year. Now we
all know that this increase of mileage, as I have said, has largely
been through the country districts, where there was not the addi-
tional population to be picked up, and all this goes to show that the
increase in travel is very largely pleasure travel.

About IS years ago the steam railroads of the country found
that there were these two classes of travel to be catered to. one
the regulars, and the others what they called the "floaters." The

regulars were interested in the railroad only so far as changes in
the rates of fare, running time and schedules were concerned. The
floaters were that class of people who had no regular route to fol-
low, but were looking for information as to where Ihcy might
spend a holiday or a vacation, the places of interest on the different
steam railroad lines, the possible points they were able to reach,
the cost of getting there, etc. The railroads fouml that a man in
Cfjiorado might wish to spend his vacation in Boston and a man in
Boston might wish to go to Colorado. The receipts from this class
of travel began to be such that the different lines all began to make
an effort to secure it, and the man in Boston who did not know
where he would go was invited by one company to go to Yellow-
stone Park, by another to visit California, by another to go to the
White Mountains, and so on. To reach the regular patrons of the
railroads a notice posted up in the stations was sufTicicnt. To reach
the (loalers, it was found necessary to appeal to them in a variety
of ways. The railroads advertised their varying attractions in the
newspapers and the magazines, sent out letters and circulars, a:id
within the last 10 years have generally issued booklets which they
have distributed free all over the country. Some of the railroads
not only distributed these booklets, but they sent out competent
lecturers to different sections of the country from which they
thought they might draw travel, giving illustrated lectures upon the
points of interest reached by their system. The Santa Fc company
issues a handsome book of 125 pages, finely illustrated, describing
the scenery to California and back. Nothing in the nature of a
railroad advertisement is inserted in the book, but there is a slip
enclosed giving the location of the Santa Fe offices in different
parts of the country. Does this pay? The answer is that the road
has just issued the 124th thousand of these books, which are given
away. People see the book, become interested in the reading mat-
ter and pictures, keep it because it is handsomely gotten up and
is in no sense a cheap thing, and after they get interested in the
West, write to the ticket agents for further information. The
Boston & Maine R. R. issues many handsome books, and every
year in greater quantities. They help a man in planning his vaca-
tion, and get him interested in that line, and there is no question
that they pay, or the railroad company would soon stop issuing
them.

To get up such booklets successfully, one must be familiar with
the country through which the lines pass, the location of historic
places, the picturesque scenery, and this must be put up in an at-
tractive form, so that people will not throw the book aside as a
cheap thing unworthy of their attention. The succeeding issues
from year to year must have new matter and new pictures, and
come to the readers as new attractions for their attention. One
might think that ten years of persistent advertising of the attrac-
tions along the Boston & Maine, for instance, would have familiar-
ized almost everybody who travels, with the places along that line,
but the fact is that the amount of pleasure travel is constantly in-
creasing and that people who have taken a single trip one year take
two trips the next year. The different lines have their own individ-
ual features and advantages to offer the public and these illustrated
booklets can be made so interesting and so artistic that they are
not only worth reading, but worth preserving. On account of the
different features and advantages of different lines, no set rules or
forms can be followed, which adds to their attractiveness. Not
every man will accept the first invitation to travel which comes to
him in these publications, but if you keep putting the subject into
his mind, he will come to travel sooner or later. It is this persistent
advertising of the steam railroads which takes so many travelers in
summer to all parts of the country.

I think I have said enough to show you that the steam railroad
managers, who are generally pretty wide-awake business men, con-
sider this advertising for pleasure travel as one of the best means
of earning revenue for their roads. Now, I would like to ask you
what the street railways of central, eastern and southern Massachu-
setts arc doing in the way of impressing upon the minds of not only
the two or three millions of people reached by their lines, but the
million of people who visit these cities and towns annually, that
their lines aflford the best and cheapest means of visiting points of
interest, seashore resorts, historic places, etc.. from the city of Bos-
ton. Travelers who have come home from long journeys on the
steam roads are well informed about these distant places, but there
are many of them who know nothing of the historic and interesting
places which may be reached by trolley from their own doors. I

STREET RAILWAY REVIEW.

[Vol. X, No. i.

think you will all agree with me when I say that there is no part
of the United States richer in diversity of scenery, in historic asso-
ciations and points of varied interest than this very section of east-
ern Massachusetts which is so well covered by electric lines. What
the steam railroads of this country have done in securing addi-
tional revenue through people making long pleasure trips may be
done by the street railways among the people who would take the
shorter and cheaper trips which are within the reach of everybody,
and many of whom cannot afiford the time or money for long trips.
The street railways of this section, represented in this Association
have not only the material to describe and illustrate in order to at-
tract travel, but they have the people who are ready and willing to
take advantage of the opportunity if it is brought before them in the
right way.

Now it seems to me that it is time for the electric railways of
Massachusetts to take a leaf from the book of the steam railway
passenger agents. It is more perplexing, today, to find out how to
reach various points within a few miles of Boston by the electric
cars than it is to find out how to go to points in any section of the
country traversed by the steam railroads. If a traveler to a distant
section of the country wants information about some point he goes
to the agent of the local line, and not only finds out about that line,
but all its connections, and often has a choice of routes on con-
necting lines in getting to his destination. The man who wishes to
take his family for a couple of days' riding on the trolley cars must
have some special means of getting information, or he is obliged to
communicate with the various companies over whose lines he will
pass in order to find out about running time, rates of fare and con-
nections. A great many people, knowing of the work which the
steam roads have done in issuing illustrated booklets, for free dis-
tribution, naturally imagine that the trolley lines have done some-
thing in the same direction, and I may say that you gentlemen are
not in a position to know how great is the demand for such publi-
cations. The street railways in this section of the country do not
advertise in the newspapers, magazines or illustrated booklets except
in a limited way. One might say that they have done practically
nothing in the way of building up pleasure travel. It seems to me
that you should see that the present is a most opportune time to
take advantage of your opportunities, and educate the people to
taking these pleasure trips by trolley. It is not a matter of spend-
ing a few dollars to help somebody to get up an advertising circular
which will be looked through for information and thrown away
when the traveler finds that it contains plenty of advertising, but
little of the information wanted. It is the time to set forth the ad-
vantages, points of interest, routes, rates of fare, parks and attrac-
tions of the street railways of eastern Massachusetts in attractive
booklets which will give people a desire to travel on these street
railways. Such publications would not only be in great demand
by the traveling public, but I think you would soon find that they
resulted in an increase of travel in pleasant weather which might
be directly attributed to their influence, and which the trolley lines
would not get otherwise.

About four years ago it occurred to me that the public had no
idea of the magnitude of the street railway system of eastern Massa-
chusetts, nor of the places that could be visited by trolley at a small
expense. I believed that there would be a great deal more of
pleasure riding on the street cars if the public knew where to go,
what to see, how to get there, and what it would cost. I published
a book for two years giving general information, with a map of the
street railways of eastern Massachusetts. The third year I was con-
vinced, by many requests I had received, that a great many of the
people who used my book wanted more information as to the points
of interest, and I added a large amount of descriptive matter, to-
gether with some half-tone illustrations, making an attractive pub-
lication which would make a favorable impression upon the con-
stantly growing number of pleasure excursionists. This was not a
book to be given away. Every purchaser — ^^and there were no un-
sold copies left over from year to year — felt that he was getting
something of value.

There is no street railway man in Massachusetts qualified to give
the public the information they desire in reference to the net-work
of electric lines, and it therefore seems to me that one of the best
paying investments for the street railways is to have them all com-
bine and pay their proportionate share towards maintaining an of-
fice in Boston for giving the public this information. I am sure that
if a sufficient amount of money were appropriated to publish in the
different papers the fact that an office of this kind has been estab-

lished for the benefit of the general public, it would be a very pop-
ular office and a great benefit to the mass of people asking for such
information.

Should we go into any steam railroad office, we would find elab-
orate pictures illustrating some beautiful scenery through which
the lines pass in the south, or west, or wherever it may be. If an
office for the street railways were opened in Boston with photo-
graphs of historical places, seashore resorts, inland scenery, etc. it
would be most interesting.

HIGH TENSION SWITCH.

The Power Development Co., of Bakersfield, Cal., employs an
ingenious combination fuse and switch on its high voltage trans-
mission line for cutting out sub-stations for purposes of inspection
or cleaning. As will be seen from the illustration, the device con-
sists of a frame, supporting on insulators the terminals of the line
wires and the wires leading to the sub-station. Within the frame
is pinioned a 4 x 4 in. timber carrying arms provided at their ends
with switch clips, designed to engage the wire terminals when the
switch is closed and cotnplete the connection. On turning the

DETAILS OF WHORFF HIGH TENSION SWITCH.

central timber, which is done by means of cords attached to one
arm and leading to the ground, the station is entirely isolated from
the line. The switch clips form the terminals of a copper wire
fuse 28 in. in length.

The switch is supported on two poles just outside the station
and has handled successfully for some time a current of between
10,000 and 11,000 volts. It is the invention of Frank T. Whorff,
superintendent of the Power Development Co.

TRANSFERS IN CHICAGO.

One of the discouraging things met by street railway managers
who would fain have a good opinion of patrons of their roads is
the dishonesty in the use of free transfers. There is a general feel-
ing that to outwit a corporation is a praiseworthy action, and men
who would scorn to steal a nickel from the company's till were
they to visit the treasurer's oflSce have no scruples in buying a
transfer from a newsboy for 3 cents and by riding on it beating the
railway out of a fare.

The Chicago City Ry. has for a long time suffered from the news-
boy-passenger combination, its very liberal transfer system making
it particularly vulnerable. -The company's policy heretofore has
been to issue transfers at the time the fare is paid, the ticket being
good on all intersecting lines, but quite recently it was decided to
issue the transfers at the transfer point, making them good at that
point and tor 15 minutes only.

By a vote of 51,855 to 25.331 the question of replacing the street
railway tracks on Tremont and Boylston Sts. in Boston, which
were removed when the subway was completed, was decided in the
negative, it having been submitted to a popular vote at the last
election.

Jan. 15, lyoo.]

STREET RAILWAY REVIEW.

KANSAS CITY-LEAVENWORTH
RAILWAY.

ELECTRIC

One of llic lalcsl intcnirban roads to go into operation is tlic
24-MiiIc line from Kansas Cily to Leavenworth, Kan., known as tlic
Kansas City-I,eavenworlh I'.leclric Ry. The line runs parallel to
the Kansas Cily & Northwestern R. R. from Kansas City, Kan., to
Vance, a distance of eight miles. It then crosses that line and
strikes across the country to a point just south of the village of Con-
ner, whose name has been changed to Wolcott, in honor of Herbert
W. Wolcott, secretary and general manager of the company, who
was largely instrumental in bringing about the successful comple-
tion of the road. From Wolcott the route runs parallel to the main
line of the Missouri Pacific R. R. almost to Leavenworth Junction;
it then passes westward to Lansing and through that city to the Sol-
diers' Home, Leavenworth and Fort Leavenworth. The new line
therefore comes into direct competition with two steam roads.

Kansas City has a population of 250,000 and its position as a rail-
road center for receiving and shipping freight will be of great value
to the new company, as it is the intention to carry freight between
Kansas City and Leavenworth at night, providing an outlet cheaper
than over the steam lines for the Leavenworth factories, of which
there are several, notably the Great Western Stove Works, the
Great Western Milling Machinery Works, three large furniture
factories, a shoe factory, mattress factory, etc. Beside these and
some jobbing houses there arc three coal mines in operation, willi a
prospect for a fourth, and when the freight rate is cheapened much
of the coal tralTic is expected. As a rich farming and fruit growing
country is traversed, it is believed much patronage will come from
the farmers.

Leavenworth is a growing and prosperous city of about 25,000
people, with a large military post at the north and a Soldiers' Home
at the south, both beautiful suburban excursion points, made more
interesting because of the fact that the federal prison containing
nearly 1,000 military and other prisoners is located at the military
post, and the Kansas state prison, with 900 convicts, is situated if/$
miles from the Soldiers' Home and within 100 ft. of the track of the
new line. It is believed by the proper use of advertising these will
attract profitable passenger traffic from among people arriving at
Kansas City with a few days to spare for sightseeing.

of the trolley board 12 ft. 4</2 in. The weight of the car complete
is about 42,000 lb.

The inside is furnished in plain cherry rubbed to a high polish;
the ceiling is of birch veneer. There arc twin doors at the ends and
between the two compartments; the vestibules arc semicircular in
form and have drop sash and folding doors. Plate glass is used
throughout the car.

F.lectric heaters made by the Consolidated Car Heating Co. are
in all compartments and in the motorman's cab. The seats are rat-

id. \V. WDLCOTT.

M. C. CAXFIELD.

tan covered, with corner grab handles; five reversible and two
stationary seats are placed in the large compartment and two
reversible and two stationary seats in the smoker; folding seats for
smokers are in the baggage compartments of cars of that type.

The cars are mounted on Peckham No. 14 A double trucks and
equipped with four 50-h. p. motors made by the Lorain Steel Co.

The company's principal buildings are located at Wolcott, which
is 13 miles from Leavenworth, and comprise the power house and
car barn, which are completed, and repair shops that are as yet un-
finished. All of the structures arc of brick on stone foundations.
The smoke stack, which is also of brick, is 14.5 ft. high.

STANDARD CAR, KANSAS CITY LEAVENWORTH ELECTRIC RAILWAY— AMERICAN CAR CO.

The line consists of a single track, with 62-lb. steel T-rails, with
rock ballast for the roadbed. The majority of the grades are less
than 3 per cent, with two short stretches, one of 4 per cent and the
other 5 per cent. There are two curves of 18°; all other curves are
12° or less. The track joints were made by the American Rail Joint
Co. The company owns six combination coaches, with smoking
compartments; 4 combination express and passenger coaches; 15
freight cars and one 3S-ton locomotive. The cars were built by
the American Car Co., of St. Louis, and the company will soon
put on 20 more cars of the same type. The bodies are 31 ft. 8 in.
long over the corner posts, the cars being 41 ft. over the bumpers.
The width over the sill plates is 8 ft. S in., and the height to the top

In the power station is a 32 x 56 in. Hamilton-Corliss engine,
belted to two 300-kw. General Electric generators. The switch-
board is also of the General Electric make.

The boiler room contains two batteries of two 400-h. p. Stirling
water tube boilers each.

The car barn is complete in each detail. It has a capacity of 12
coaches and has an excellent system of pits.

The overhead line is single pole and bracket construction, cedar
poles 35 ft. long being used, together with the Ohio Brass Co's. hne
material and figure 8 trolley wire. As the double trolley system
is used, no overhead switches are required. The feeders are alumi-
num cables of 350,000 cm. section.

STREET RAILWAY REVIEW.

[Vol. X, No.

The plant line ami track were built by the Cleveland Construc-
hon Co. ami were turned over to the Kansas City-Leavenworth
Electric Railway Co. this month. The latter corporation has an
authorized capital of $1,000,000.

The officers of the company arc as follows: President. David H.
Kinilierly; vice-president, II. C. Ellison; treasurer, Charles O.

INTERIOR OF CAR.

Evarts; secretary and general manager. Herbert W. Wolcolt; super-
intendent and electrician, M. C. Canfield; civil engineer, Z. P.
Herndon.

TILE WATER TANK.

The accompanying illustrations show a water tank lately com-
pleted by the H. B. Camp Co. for the Pittsburg & Western Rail-
way Co., at Hazelton, O., which is quite interesting, being built of
tile. The tank has not yet been tested, and will probably not be
in regular service for a month or two.

cross walls, thus providing supports for the floor of the tank proper.
The compartments thus formed arc utilized for various purposes,
one for the pumps, one for the boiler, one for tools, one for a hand
car house, and one for a telegraph operator's ofTice (yard busi-
ness).

The tank proper is 23 ft. 6 in. internal diameter, and 16 ft. deep;
the vertical wall is constructed of tiles 6 x 6 x 12 in., '/^ in. web,
curved to the proper radius, assembled after a method patented by
Mr. H. B. Camp, of the H. B. Camp Co., Akron, O. A section of
the wall is shown in Fig. 3 from which the con.struction is readily

apparent. The tile has grooves on two opposite edges, the object
of which is to form circumferential cavities in which bands or hoops
of steel or iron are placed. All the joints are laid in cement. The
hoop in this tank is J^ x 3 in. for the bottom course, the section
being reduced for the upper courses where the bursting stress is
less.

Not less interesting than the vertical wall is the bottom of the
tank, which serves also as the roof for tlie first story, and is made

of hollow tiles 12 in. deep. 10 in. wide and 24 in. long, with two
longitudinal webs; all the walls and webs are Ys in. thick. The
construction is known as the Johnson patent floor, tile and steel
fabric, the latter forming the tension member of the beam. We
shall give a more complete description of this floor in another con-
nection.

The weight to be. sustained by the floor is 1,200 lb. per sq. ft.
when the tank is full.

The ground being soft the foundation was made of a heavy bed of
concrete laid on top of piling. On this concrete bed the square
portion of the structure (see Fig. i) was built of what are known
among building block makers as "corner brick," 8 x 8 x 16 in., y, in.
shell, placed end to end with the hollows vertical. A sample of
these bricks (see Fig. 2) was tested at the Watertown .Arsenal and
showed an ultimate strength in compression of 241,000 lb., which
was equivalent to 1,775 'b. per sq. in. of gross area, or 4,465 lb. per
sq. in. of net bearing area.

The lower portion of the tank structure is 25 ft. square and 20 ft.
high. It is divided into three sections by walls; the outer sections
are again subdivided by cross walls, and the middle section by two

.A section of this type of floor 20 ft. 4 in. between supports was
recently tested (see Fig. 4) by subjecting it to the equivalent of a
uniformly distributed load of 500 lb. per sq. ft. The deflection at the
center was 9-16 in. and the permanent set 3-16 in.

The Lynn & Boston road has opened a new line into Boston to
accommodate what is known as the County Park dictrict of Chelsea.

A petition has been filed asking the Massachusetts Legislature
to authorize the carriage of freight by street railways.

Jan. .5, 1900,1 STREET RAILWAY REVIEW.

WILD ANIMALS FOR EXHIBITION PURPOSES. EMPLOYES' CLUB AT DENVER.

A corrcspumkiU in the .Sciciilific Ainciitan gives a nuiiiljtr of
[acts that will he of interest to street railway managers owning or
eontcniplaling a collection o( animals for street railway parks. The
writer stales that the demand for wild animals for small parks in
summer is rapi<lly increasing and owners of and dealers in wild
crcattn-cs make quite a fair profit in renting them out during the
warm weather. As winter approaches most of the animals are
returned to the city for exhibition in their regular quarters, where
the public is always willing to pay a small fee to gaze at them.

In spite of the brisk demand, however, prices instead of advanc-
ing for most of the animals have fallen; the reason for this is attrib-
uted to the tact that expeditions for capturing wild beasts in their
natural lupuics are more numerous and arc better equipped than
ever before, and also that breeding in captivity is now possible with
nearly all of the birds and animals.

This success of breeding in captivity is noticeable among lions
in particular, and from present indications tlicre is little danger of
these felines becoming extinct. Formerly an importer of fine lions
could calculate upon getting $5,000 for a good specimen, but to-
day young lions bred in captivity are almost a drug in the market.
Tigers do not take as kindly to cage life as the lions, and they do
not breed so satisfactorily in captivity, and considerable numbers
are imported every year. Elephants do not breed well in cap-
tivity, not more than two or three ever having been born in this
country, but the importations of these animals is so large that the
prices obtained for them have dropped from $10,000 to $1,500 to
$2,500 each.

Monkeys do not breed well in cages. They are so easily obtained
in the country south of us, however, that prices are merely nominal,
and there is little danger of their immediate extinction. Among the
highest priced animals of today arc the rhinocerous and hiiipopot-
anuis, specimens of the former, of which there is only about a
half dozen in the country, having sold for $7,000 and $7,250.

Snakes and birds form a large part of the animal importer's busi-
ness. These creatures come in great nuinbers from India, Africa
and South America. The public is peculiarly fascinated by snakes,
and they are among the most popular creatures exhibited. The
best specimens of reptiles come from India, and a snake 20 ft. or
more in length is worth considerable money. In a cage it is the
size of the snake more than its venomous qualities that attract, and
a large boa constrictor or python is worth more than a more
deadly reptile of smaller size.

REDUCED FARES AT TERRE HAUTE.

The Terre Haute (Ind.) Electric Co. on December 15th com-
menced the sale of 25 tickets for $1.00. These reduced rate tickets
are bound in small books 2;4 ^ I'A '"■■ 24 in a book, and the cover
is good for the last ride. Tickets must be detached in the presence
of the conductor to be valid.

Mr. C. B. Kidder, manager of the company, writes us these
books have been well received by the public and promise to become
very popular.

< » »

TROLLEY MAIL COLLECTION AT HARTFORD.

The postofTice at Hartford, Conn., where the street cars were
recently provided with mail boxes, finds that while this service is
_ very popular, it does not have the effect that was predicted for it.
One of the strong arguments urged in favor of the trolley car mail
boxes was that they would relieve the mail carriers from collecting
a large portion of the mail and enable the trips to street boxes to be
made in shorter time. At the present time, however, the carriers
are collecting just as much mail from street boxes, although the
cars carry thousands and thousands of letters per month. The only
explanation offered is that the people are writing more letters than
formerly.

An electric car at Piqua, C, was struck by a westbound pas-
senger train on the Panhandle R. R. on December 24th and entirely
demolished. The car became stalled at the crossing and all the
passengers had time to jump before the collision. No one was
injured.

The employes of the Denver City Tramway Co. not long since
organized the Tramway Athletic and Literary Club, and on De-
cember 27lh the club rooms in the Tramway Building at the
North Denver loop were christened. The rooms were crowded and
a good vaudeville entertainment presented; the performers were for
the most members of the club or their immediate relatives.

The suite occupied by the club consists of three rooms not in-
cluding the smalli-r <lri-.sing rooms auxiliary to ihc stage. The

E.\S'r KXl) OK M.\1N ROOM.

main room is 40 ft. long, 22 ft. wide and 14 ft. high and has been
furnished so that men with the most widely differing tastes can all
find something to interest them. One of the accompanying illus-
trations is from a photograph taken the morning after a club
smoker; it shows the west end of the room which is fitted up as a
gymnasium, horizontal ladder, parallel bars, trapeze, vaulting horse,
punching bag, Indian clubs, wrestling mat, etc., all being in evi-
dence.

On the north side of this room is the stage which is shown in
another view; it is 16 ft. wide, 12 ft. deep and 22 ft. high, the floor

T-

iNWy ,' ' ifijflii^'

THE MUSIC CORNER.

being 2jj ft. above that of the main room. The stage is up to
date in all its appointments, and is supplied with both gas and elec-
tric lights which are all manipulated from the wings.

The third view of this room is taken looking east. On this wall
is a life sized portrait of Mr. C. K. Durbin, general superintendent

STREET RAILWAY REVIEW.

[Vol. X, No. i.

of the Denver City Tramway Co., to whose hearty co-operation the
success of the club is very largely due. East of this room is the
reading room in which is already the nucleus of a library ot stand-
ard works; for those who care for cards, draughts or chess, tables
are provided.

FROM THE DAILY PRESS.

"This present distress" falls on small and great alike. Galesburg
likewise has its street railway question. The old company is seek-
ing an extension of its franchise from eleven to twenty years, to-

WEST KNn OF M.\IX KOO.M.

West ot the main room is a bath room, 12 .x 12 ft. The music
corner is shown in another view.

The association, which has a membership of nearly lOQ, takes
great pride in its handsome quarters, and the indications are all for
a most successful club. Outsiders also have shown interest in the
association, merchants of the city having made donations of books
and chairs. But the warmest friend of the association is the Den-
ver City Tramway Co. which provides the rooms and heat, light
and janitor service free of charge and also subscribed a sum equal
to that raised by the members toward furnishing the club. Nearly
$1,300 has been spent in fitting up the rooms.

K. DURinx.

C. M. SEARLES.

The Tramway baseball team is auxiliary to the association.
Members with special talents have formed a string band of six
pieces and there is also a male quartette.

The officers of the association are: C. M. Searles, president; Eli
Adams, vice-president; H. M. Dikeman, secretary, and E. D. Bon-
ham, treasurer. It costs an employe of the company 50 cents to
secure a membership and the monthly charge for dues is 25 cents.
Mr. Searles, who was largely instrumental in organizing the club
was formerly connected with one of the Chicago roads and had ex-
perience in similar work in that city.

At the suggestion of Senator Hanna, president of the Cleve-
land City Railway Co., and its heaviest stockholder, the directors
set apart $5,000 to be distributed among the employes as a Christ-
mas gift. It was given to show the company's "appreciation of the
manly course taken by its employes during the late strike," on the
Cleveland Electric, when the Cleveland City men refused to go out
on a sympathetic strike.

gether with certain new lines, and a new company is also in the
field asking for a system of streets. Street railway experience in
the larger towns thus far has developed two or three conclusions
which ought to be of service by way of counsel to Galesburg. The
first is that security through competing companies is pretty sure
to prove an illusive dream, since it is bound to give place to con-
solidation in one form or another. The second is that a town, if it
retains proper control over the business, is better oft with all lines
owned by one company, so that the best paying lines may help out
those which pay less, and so that there may be universal transfers.
The third is that it is not prudent or necessary to fix lares beyond
revision for long periods in advance. And the fourth is that all
blackmailing schemes against existing companies and all grants
made to "unknown" parties, and merely intended for sale, are as
inimical to the public interests as they are to the immediate cor-
porations against which they are practiced. These four conclu-
sions are not longer open to debate. — Chicago Tribune Editorial.

The use of electric traction promises to become the most impor-
tant economic development of the immediate future. It is destined
to eflfect a complete revolution in the methods of travel and freight
carriage between the cities and country districts. Internal trade
is generally more important though less discussed than commerce
with foreign nations, and any change materially affecting local
traffic must have far-reaching consequences. It would be most
unfortunate if a few legislative errors should deprive this genera-
tion of the chief benefits to be derived from the coming change.
It is well that the Provincial Ministry have acted promptly, and
we trust they may be successful in framing legislation that will
adequately protect the public interest. — Toronto Globe.

TOLEDO TRACTION BAND ENTERTAINS.

On the 2ist of December the Toledo Traction Centennial Band
entertained its friends. The band concert was the principal feature
of the evening, but in addition there were a number of vocal and
instrumental solos and recitations. The entertainment was fol-
lowed by a banquet, and when the regular toast list was finished a
number of short speeches were made; among those who spoke were
President Lang and General Manager McLean of the Toledo
Traction Co.

« ■ »

An English contemporary last month announced that a "wind-
ing-up order" had been made against the British Gas Traction Co.,
Ltd., and this fact may be taken as an indication that the gas motor
at present is not a success for the purposes of street traction.

Jan. is, 1900.]

STREET RAILWAY REVIEW.

MACHINE FOR BREAKING UP TRACKS.

TIic accoiiiiJanyiiiK illiisUatiuns show a very novel and successful
niacliiiic designed for breaking up street railway tracks, which
has been patented by Geo. W. Haunihoff, superintendent of the
I.indell Division of the United Railways Co., of St. I.ouis, and Otto
Schniid, of the same road. The two half-tone reproductions from
photographs show the machine in operation and a view of the
street after the car has passed through it on a working trip, while
the line drawings will make clear the construction.

The machine, as shown in side elevation in Fig. i, consists of
a car mounted on an ordinary truck. The side sills are made up of
two steel channels enclosing wooden filling pieces, and at the
front end are bent down towards the track; from the toe of the

tion of lifting the car is prevented from tillijig forward, by clamps

c hooked under the rails and over the side sills as shown in Fig. i.

In some instances the rail is not broken when bent up the first

RAIL BREAKING MACHINE.

projecting sill a horizontal piece, b, is carried back towards the
car. The object of the piece will be explained later. Chains run-
ning over suitable pulleys and pulled by a winding drum driven by
an electric motor have tongs at the ends which grip the rails.
When power is applied the rails and ties are lifted, the rail being

VIEW OF PIECE OF WRECKED TRACK.

time and in this case a wire cable is attached to the chain, carried
around a pulley at the nose of the side sill and the rail bent down
as shown in Fig. 2. When bending rails down the clamps c are
placed at the fulcrum as in Fig. 2. Bending the rails is continued
till they are broken.

When it is desirable to nick the rails this is done by striking
with sledges on two cold chisels d d, mounted on the fulcrum
blocks.

This machine is especially designed to tear up track having
welded joints and for this purpose has proved to be a great labor
saving device. Mr. Baumhoff reports that this machine with a crew
of three men will tear up nearly two miles of track in a day, break-

FIG. 3.

bent over the fulcrum a. As the rails are lifted the ties come, one
by one, in contact with the horizontal piece b. and are forced
free from the rails. The fulcrum a is a pointed block which when
the machine is not in use is swung upward on a hinge at the front
side and thus held out of contact with the track. When in opera-

ing the rails into short lengths as desired, usually 4 or 8 ft. Old
rails when so broken command about $1 per ton more as scrap, and
are cheaper to load and haul.

The United Railways Co., of St. Louis, has been using
the machine in breaking up its old track preparatory to rebuilding.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

The rails shown in illustration arc 6-in. grooved girders weighing
78 lb.; 7-in. rails have been broken and the machine is heavy enough
to break 9-in. or even larger sections.

COLORS OF HEATED STEEL CORRESPONDING

TO DIFFERENT DEGREES OF

TEMPERATURE.

A paper before tlie American Society of Meclianical Engineers by Mauiiset
White and P. \V. Taylor, Bethlehem, Pa.

There is, perhaps, nothing more indefinite in the industrial
treatment of steel, than the so-called color temperatures, and as
they are daily used by thousands of steel workers, it would seem
that a few notes on the subject would prove of general interest.

The temperatures corresponding to the colors commonly used
to express ditTerent heats, as published in various text books, hand
books, etc., are so widely different as given by diflfercnt authori-
ties, it is impossible to draw any definite or reliable conclusion.
The main trouble seems to have been in the defective apparatus
used for determining the higher temperatures. The introduction
of the Le Cliatelicr pyrometer within the last few years, has
placed in the hands of the scientific investigator, an instrument of
extreme delicacy and accuracy, which has enabled him to deter-
mine the temperatures through the whole practical range of influ-
ence, and led to the establishment of new melting and freezing
points of various metals and salts, which are now accepted as the
standard in all scientific investigation. There has not. however,
been published any results with the Le Chatelier pyrometer seek-
ing to establish a correspondence of temperatures with color heats.

The first work done in this line, of which we are aware, is that
of Dr. H. M. Howe, some eight or nine years ago. His results,
however, have not been published, and with his kind permission we
arc enabled to give them here:

Dull red 625 to 550 C, 1,022 to 1,157 F.

Full cherry 700 1,292

Light red 850 1,562

Full yellow 950(01.000 1,74210 1.832

Light yellow 1.050 1,922

Very light yellow ... . 1,100 2,012

White 1,150 2,102

The nomenclature used for color heats diflfers with different
operators, but in our investigation we have adopted that which
seems more nearly to represent the actual color corresponding to
the heat sought to be represented. We have found that different
observers have quite a different eye for color, which leads to quite
a range of temperatures covering the same color. Further, we
have found that the quality or intensity of light in which color
heats arc observed — that is, a bright sunny day, or cloudy day, or
the time of day, such as morning, afternoon, or evening, with their
varying light — influence to a greater or less degree the determina-
tion of temperatures by eye.

After many tests with the Le Chatelier pyrometer, and different
skilled observers working in all kinds of intensity of light, we
have adopted the following nomenclature of color scale with the
corresponding determined values in degrees Fahr. as best suited
to the ordinary conditions met with in the inajority of smith
shops:

Dark blood red. black red .' - 990

Dark red, blood red, low red 1,050

Dark cherry red 1. 175

Mediuin cherry red 1.250

Cherry, full red 1,375

Light cherry, bright cherry, scaling heat, light red. . 1,550

Salmon, orange, free scaling heat 1.650

Light salmon, light orange 1,725

Yellow 1,825

T-ight yellow 1,975

White 2,200

With the advancing knowledge of, and interest in, the heat treat-
ment of steel, the foregoing notes, it is hoped, may prove of some
value to those engaged in the handling of steel at various tempera-
tures, and lead to further and wider discussion of the subject, with
a view to the better understanding and more accurate knowledge
of the correct temperatures. The importance of knowing with

close approximation the temperatures used in the treatment of
steel, cannot be over-estimated, as it holds out the surest promise
of success in obtaining desired results.

This demand for more accurate temperatures must eventually
lead to the use of accurate pyromctric instruments; but at present
the only available instruments do not lend themselves readily to
ordinary uses, and the eye of the operator must be largely de-
pended upon; therefore, the training of the eye, by observing ac-
curately determined temperatures, will prove of much material
assistance in the regulation of temperatures which cannot be other-
wise controlled.

< • »

THE BLOWER SYSTEM FOR HEATING AND
VENTILATION.

The fan system of heating and ventilation has grown rapidly into
favor in the last few years. As is generally known, the apparatus
used in connection with this system consists of a fan which draws
or forces air over a bank of steam coils, the air then being blown
through conduits to the various apartments. To none of the many
and varied classes of buildings to which it is applied is it better
adapted than to the shops and car houses connected with street
railway systems.

AMERICAN BLOWERS.

One of the features which makes the system valuable for such
application is the possibility of forcing a current of heated air into
the car pits, rendering it easy to thaw out cars that are frozen up,
and to dry out "grounded" cars in wet weather. While furnishing
a uniform degree of heat, the system also provides perfect ventila-
tion. This is an important feature in shops where a large number
of men are employed, as comfortable surroundings and pure air
are conducive to the best work.

The American Blower Co., of Detroit, Mich., with offices in
New York and Chicago and London, England, makes a complete
line of apparatus for use in connection with heating and ventilating
plants, and has had large experience in designing the system for
use in street railway plants.

What is recommended as a very convenient method for testing
whether an armature is in balance and correcting defects is as fol-
lows: Mount the armature in bearings which are free to move
horizontally and then, as the armature will tend to rotate on its
center of gravity, if the center of gravity does not lie in the axis
of the shaft, the lateral motion of the bearings will indicate the fact.
The heavy side can be marked on the shaft with a piece of chalk
and counterweights added until the balance is perfect, as shown
by the end bearings not moving.

ELECTRICAL MACHINERY IN SWEDEN.

Robert S. S. Bergh, U. S. consul at Gothenburg, Sweden, writes
the State Department as follows:

"Another thing of importance in this country is electrical ma-
chinery in general, which will be in great demand as soon as the
people have fully learned the value of their nuinerous waterfalls.
A large electric power plant will soon be built at TroUhattan;
electric railways and tramways are being planned for Gothenburg.
Lund Bjerrod and Jonkoping. In this line, as in everything else,
the Gennans are always watchful; they pay close attention to
details, and if necessary send experts here to study plans, etc.,
whereby they greatly increase their chances to introduce machin-
ery. If it is not practical for Americans to do likewise they could
possibly employ active agents to represent them here."

Jan. is, lyoo.]

STRF.KT RAliAVAY kl':Vll-:VV.

W. F. FURBECK & CO.

A now banking and brokerage house was formed under this
name on Nov. i, 1899, and has opened extensive offices at N03. 149
to 153 Washington St., Chicago, for the purpose of carrying on a
general business of this kind. The senior partner of the firm is
Mr. W. F. Furbeck who was formerly connected with the north
and west sides street railway systems of Chicago.

Mr. Furbeck was born in 1848 in Schenectady County, N. Y. He
came to Chicago in 1861 and entered the employ of the First Na-
tional Bank of Chicago, in 1863, at tlic age of 15 years. He re-
mained in this bank for 19 years and in 1882 accepted the position
of cashier in the brokerage firm of Chas. T. Ycrkes, jr. & Co. In
1887 he became private secretary to Mr. Yerkes who was then
president of the street railway lines. In 1892 Mr. Furbeck was
elected vice-president of the North Chicago Street Railroad Co.,
and continued in this office until the sale of that road to the Chi-
cago Union Traction Co.

REPORT OF THE NEW YORK RAILROAD
COMMISSIONERS.

W. F. I'lIRBECK.

J. CHARLES MOORE.

The stock department of W. F. Furbeck & Co., is under the man-
agement of Mr. J. Charles Moore who has also been identified with
the work of Mr. Yerkes for 21 years, first in the banking and bro-
kerage business tor eight years and later with the Yerkes' street
railway lines of Chicago for 13 years. Mr. Moore's last position
was that of secretary of the Chicago Union Traction Co. The ex-
tensive experience of both Mr. Furbeck and Mr. Moore and their
wide acquaintance insures a large and select clientage for the new
concern.

The junior member of the firm, Mr. R. J. Furbeck, represents
the house in New York and is a member of the New York stock
exchange. He was formerly associated with the brokerage firm of
A. L. Dewar & Co.

■•-»-*■

DEATH OF S. DANA GREENE.

Lieutenant S. Dana Greene, general sales manager of the
General Electric Co., and his wife were drowned on January 8th
while skating on the Mowhawk River at Schenectady, N. Y. About
5:45 p. m. men working at an ice house some distance below the
town heard screams proceeding from a point where a cut in the
ice some 300 ft. wide had been made clear across the river; putting
ofif in a small boat they picked up Mrs. Greene, who was in an
unconscious condition and died shortly after. Not until some time
later was it learned that Mr. Greene had been with his wife; then a
search was made and after several hours his body was also re-
covered.

S. Dana Greene was 35 years old, and was a son of Samuel Dana
Greene, who was finst lieutenant and executive officer of the Moni-
tor in the fight with the Merrimac, and a grandson of General
George S. Greene, who died about a year ago at an advanced age.
He was a graduate of the naval academy at Annapolis and stood
at the head of his class. About eight years ago he resigned from
the navy to go into the electrical business, and was one of the
managers of the General Electric Co. at Schenectady.

Four years ago he married Miss Cornelia Chandler, daughter
of Admiral Chandler of the navy. Mr. Greene was a member of
the Century and University clubs, was in the naval reserve and
was naval aid on Governor Roosevelt's stafi".

The Board of Railroad Commissioners oi the Slate oi New York,
consisting of Ashley VV. Cole, Frank M. Baker and George W.
Dunn, under date of Jan. 8, 1900, presented its 17th annual report
to the Legislature. From this report we extract the following:

EI.,EVAT?;i) KAILKOAllS,

The most notable circumstance, from the point of view of the
public, during the past year, in connection with elevated railroads
of the state (which arc all in New York City>, is that to a con-
siderable extent the motive power of those in the borough of
Brooklyn has been changed from steam to the third rail system.
The work of equipping the remainder of the lines in Brooklyn is
progressing, and it is expected that in the coming summer all of
the elevated lines there will be operated by electricity.

Several of the railroads in Brooklyn which in past years have
been operated by steam have been converted to the overhead elec-
trical trolley system, and three of them have been operated in con-
nection with the elevated railroads through the construction of
inclined planes at the points oi junction. The result has been that
a passenger could enter an elevated railroad car at the entrance to
the Brooklyn bridge, at New York City, and ride to Coney Island,
without change of cars, for a single fare of s cents.

The Manhattan Ry. in New York, is preparing to change
its motive power from steam to electricity, third rail system.

It is likely that operation by electricity will benefit the companies
through economics which such operation will render possible;
people living along the routes of these railroads will be benefited
hy the removal of the annoyances caused by the operation of loco-
motive steam engines; and it is probable that the traveling public
will be better satisfied with the accommodations enabled to be
offered through such operation.

Several accidents, causing a stoppage of cars on that part of the
Brooklyn system operated by electricity, have occurred. In one
case on the Brooklyn Union Co's. line, passengers started to
walk from the cars to a station, along a foot path which was not
protected by a handrail. The cars started in the meantime, and a
person who had tried to board the last car and was clinging to
the gate, brushed against several of those on the footway, hurling
them to the street, resulting in the death of two and the injury of
several others. As the result of an investigation of this occurrence
by its electrical expert, the Board recommended that the entire line
of the Brooklyn Union Elevated R. R. be equipped with hand-
rails on the sides of the structure. The company notified the Board
that it would comply with this recommendation.

.'\t the time of writing this report, the matter of the complaint
of residents of the borough of the Bron.x. New York City, against
the Manhattan Railway Co., as to its failure to construct its railroad
from the present terminus at 177th St. and Tremont Ave. northward
to Bedford Park and vicinity, is pending before the Board.

The total number of passengers carried by the elevated railroads
during the year ending June 30, 1899, was 213,248,419, a decrease
of 14.528,133, as compared with 1898. This decrease is in large
part accounted for by the fact that the returns of the Brooklyn
Elevated Railroad Co. and its successor the Brooklyn Union Ele-
vated Railroad Co. cover a period of but nine months, the other
three months' statistics being included in the report of the Brook-
lyn Heights Surface R. R. The number carried by the Man-
hattan Ry. was 174.324.575. a decrease of 9.036,271, as compared
with 1S98.

The following accidents occurred on elevated railroads during
the year ending June 30, 1899; Total killed, 19. of whom 5 were
passengers and 8 were employes; total injured, 20, of whom 8 were
passengers and 12 were employes.

STREET SURFACE RAILROADS.

The percentage of dividends to capital stock of street surface
railroad companies for the year ending June 30, 1899, was 4.67.
The number of passengers carried on all the street surface rail-
roads of the state, including the few remaining horse railroads,
during the year ending June 30. 1899. including "transfers," was
920,365.560. an increase over 1898 of 71.054.890. The number
carried in the boroughs of the Bronx and Manhattan, New York
City, including "transfers." was 509.314,816. an increase over 1898
of 52.351.063. The number carried in the borough of Brooklyn
(including some carried in the borough of Queens) including

STREET RAILWAY REVIEW.

[Vol. X, No. i.

"transfers," and including those carried during the last three
months of the year by the Brooklyn Union Elevated R. R., was
338,721,051. The table gives statistics relative to the operation of
some of the more important street surface railroads during the year
ending June 30, 1899.

The following is a comparative statement of totals compiled from
the reports of the street surface railroads for the years ending June
30. 1898, and June 30, 1899:

For year ending
JaueSO, 1898.

For year eDdiog
Jooe 30. 1899.

Capful iiock

FttDded J*bt...

UDfuDdiMl d«bt

IU?.84I,303 33

130,179.186 90

3l.80ti,5l2 42

233.635.3M SI

31.84(4.384 20

1».I53.716 5i

12^130,661 65

I,4&I.S0I 55

11,18^.169 ?U

l,4S0.f8fl 5«

6.02Z.776 79

5.799,359 32

a. 631,007 34

>IS1. 477,128 33

J29 5:'l.a73 63

S7.089,;j02 02

26T,3fiC.036 05

35.460,822 71

21,:4-.>,563 63

14.31K1S9 08

1.636.006 43

15.9.S4.::C5 51

l,J79.rJ7 78

6,711, lOS 76

7.07B.219 50

i). 14,003 30

Cost of road BDd fqalpaieot

lorotn* from ntberdoU'CM.

Gro*» incoBie from »tt sourcM

TaiMand n)ii>cellaaoona

* I)ivid«nd« -.

* iDcIuiles retipectively ffiterest. aod divideotJs paid by li-ssors from reulals received from
leweM us fulloir^:

!"<««" $1.6C«.I)C8 34

DirideDds *2.7-J9,89l 32

$}.3;o,oi)o a

2,82S.«9J 60

a. Snrplos. d. D«Qeit

The total number of passengers killed during the year ending
June 30, 1899, on the street railways using other than animal tractive
power was 23, not including the IS persons killed in the grade
crossing accident at Troy; employes, 12; other persons, 88; total,
123, The injured were: Passengers, 287 (not including 17 at Troy);
employes, 62; other persons, 215; total, 564. On the animal power
roads 14 passengers were injured, 3 other persons killed and 11
injured.

During the past year, in other states as well as in this state,
many kinds of accidents which have until lately been considered
incidents alone of the operation of steam railroads, have occurred
on street railroads. Head-on collisions of motor cars have not
been infrequent. Cars have left track. Rear-end collisions have
occurred. Motor cars have struck wagons as well as other motor
cars at crossings. Cars have been struck at crossings of steam
railroads. Nearly all of these accidents have resulted in loss of
life or injury. ' Many of them in this state, would have been
avoided, if the companies had complied with the recommendations
of this Board, repeatedly made, which are again repeated here at the
end of this title. The Board has endeavored to see that its recom-

mendations are compiled with, but co-operation of managers is nec-
essary. Tliat some managers are not awakened to the dangers inci-
dent to the operation by the new systems of power, seems to the
Board to be proved by the accidents which have occurred.

The electrical expert of the Board has made inspections of many
crossings of electrical and steam railroads. His recommendations
as to switch and signal devices to be installed at these crossings
have been made the requirements of this Board, under section 36
of the Railroad Law. The inspection of these crossings is proceed-
ing, and it is the intention of the Board that each such crossing
in the state shall have been inspected and recommendations in re-
gard thereto, where necessary, made before its next annual report.

In several instances in Brooklyn during the past year electric
cars have been operated on the tracks of steam railroads. This
method of operation has been investigated by the Board, and a re-
port by the electrical expert on the subject will be found in the
report. It is the intention in these instances that, ultimately, the
railroads involved will be entirely operated by electricity.

During the year the Board conducted a test of improved brakes
for street surface cars. These tests covered a considerable period
of time. At the time of writing this report the necessary com-
pilations have not been made and the report as to the result is not
completed.

Inspections and reports are constantly made by the electrical ex-
pert and members of the Board as to the accommodations, in
general, furnished the public by street surface railroad companies.

The Appellate Division of the Supreme Court, Second Depart-
ment, has decided that freight may be carried on street surface
railroads. This is being done in several instances in the state at
present, especially express business, the number of tons of freight
carried during the year being 129,040.

The average number of persons, including officials, employed
during the year ending June 30, 1899. on all the street surface
railroads of the state was 25.729. The aggregate amount of sal-
aries and wages paid them was $14,447,573.82. The companies
owned or operated on June 30, 1899, 4.743 electric and cable bo.x
cars, 3.681 electric and cable open cars, 139 electric mail cars, 631
electric and cable freight, express and service cars. Of these
8,302 were reported as equipped with fenders. There were 1,406
horse cars in operation.

The Board renews its former recommendations as to the opera-
tion of street surface railroads, especially in the following par-
ticulars:

First. — Every street car which crosses a steam railroad at grade

S&M Bur/aee Bailvay {Principal Companies) Receipts and Expenditures per Passenger and Cost 0/ Operation per Car Mile/or Tear Ending June 30, 1899.

OPERATED WHOLLY OR IN F-IRT BY HECMANICAL TRACTIOPT.

Central Crosslown, New York

Dry Dock. East Broadway and Battery !.!.!!.!.!!!..!.

Forty-second Street, Manhattanviiie and St. Nicholas Avenue.

OPERATED

I IS

I 15

WH0U.Y

,611,376
,995.700
,206,447

BY ANIMAL POWER.

1.601,670
2,297,014
2,8:7,241

3-24
3. 68
3.81

2.2;
2.73
3.77

3.:6
3.71
3.96

2.88
3.51
4.58

26.46
20.21
20.39

NAME OF ROAD.

Number of
passengers
carried,
Ineludiug
transfers.

Total
car mileage.

Based upon Gross

Earnings From

Opkratios and

Operating

Expenses.

Based upon Receipts
From ALL Sources
and Total Expend-
itures, INCLUDINO
Fi.ved Charges.

a
0 .

7:: a-

S£

«-> 0

Average
earnings

per
passenger.

Average

ct,st of

operation

per
passenger.

Average

receipts

per

pas.^enger.

Average

expenses

per
passenger.

0 ^c

Albany

U, 137,017

1,778,869

3,907.5:!0

158.260.948

595,727

37,917,236

1.194,109

28,056,411

15,610.922

1.309,217

1,169.354

1,482.1-17

2,482,388

1,350,806

382.570.654

39,930,208

1,357,240

1,584,080

9,872.950

22,366,823

1,119.520

12,202,511

48,873,376

12,442,149

20,720,768

4.563,823

3,069,239

3,518.738

422,711

922,500

34,115.891

458.993

6,327,866

950.807

5.67.1,770

3.220.127

421. 9<5

395,300

298,663

681,548

225.125

40,076.413

8,895.483

373,583

392.220

2,277.658

4.904.480

308.550

2.756,023

11,6*5,140

2,717,992

3,660.346

1,039,634

737,485

Cents.
5.55
3.96
4.10
4.57
12-65

3 45
'.2.52

4.01
3.25
4.57
5.34
4.18
3.65
5.00
3.21
3.90
6.36
4.00
4.28
3.78

4 78
3-94
4.41
4.50
3.22
4.49
5-00

Cents.

3.70
2.21
2.32
2.79
9.46
1.70
7.25
2.47
2-15
2.50
3.00
3.24
2.31
3.14
1.58
3-28
3.64
2.30
2.46
2.22
2 J6
2.35
2.56
2.59
2.15
3.15
3.57

Cents.
5.61
3.96
4.16
4-68
12-72
3-52
12-70
4.31
3-27
4-72
5.38
5.10
3.74
5.00
3.39
4.13
6 40
5-73
4.31
3.87
4-83
3-97
5-09
4-56
3.24
4.53
5.03

Cents.
4-53
3.60
3.78
4-39
16.62
2.82
12.14
3.58
3.25
5.01
4.04
4.83
3,52
4.30
2.70
5.i7
6-34
4.96
3.80
.3.69
4.16
3 91
3.32
3.76
2-92
4-39
5.43

Cents.

12.78

9.31

9.83

12 94

12.28

10-20

9-10

12-23

10-47

7.76

9.07

16.09

9.84

18.88

15.09

14.75

13.23

9.32

10.66

10.12

7.84

10.41

10,74

11-88

12-20

13-20

14.87

CeuU.
15.63
>5 15

Auburn . ....

Brook ly n HelK'hts (0 )

Bufr,,lo and Ltjckport

21 57

17.70

Crosslown Street (Buffalo) ...

Geneva, Waterloo, Sei,eca Falls and Cayuga Lake

15.54

Glens Falls, Sandy Hill and Fort Edward

ll.i)7

IthacaStreet

Jamestown

14 98

Kingston

25 85

Metropolitan, New York (b)

25.86

23.24

Newburgh

23 03

Niagara Falls and Suspension Bridge

20.04

New York and Queens County

16.47

Rochester

16.38

Syracuse and Suburban . .

15.10

17.34

Third Avenue, New York

13.88

Troy City .... ....

17,22

Union, New York

16.55

Utlca Belt Line

18.40

Vonkers

22.63

33.56
25.81
24.59

(rt) lucludes all lines controlled by Brooklyn Heights not making separate reports, ib) Includes all lines controlled by Metropolitan not making separate jeporta.
(c) For nine months only.

Jan. 15, 1900,]

STREET RAII,WAY REVIEW.

shall be equipped with a red flag for use during Ihc day and a red
lantern for use at night. When approching such crossings the
car shall come to a full stop at least 30 ft. from crossing, and shall
not proceed until the conductor has gone upon the steam railroad,
carrying the flag or lantern, and after ascertaining that the way is
clear, given the proper signal for the car to proceed. At crossings
protected by a system of derailing switches interlocked with signals
on the steam railroad, and operated by a man stationed at the cross-
ing, this recommendation docs not apply. The Board also recom-
mends that at all grade crossings, on overhead trolley railroads,
a V-shaped trough (perferably of metal) be constructed over the
Iriilloy wire or wires to insure the mutor retaining the current, while
the crossing is being made.

Second. — That where two or more street car lines cross, or where
they merge, an agreement shall be made as to which line shall
have the right of way. The car that has not the right of way
shall come to a full stop before crossing over the tracks of the
other line, or entering on the joint track.

Third.. — That cars passing in opposite directions shall not meet
on street crossings.

Fourth. — That the speed of the cars be reduced to a niiniiuum
on all curves where the view is obstructed.

Fifth. — That passengers be prohibited from riding on the run-
ning boards or side steps of open cars.

Sixth.. — That the passengers be^ not permitted to stand on the
front platforms of open cars, and that only as many passengers be
permitted on such platforms as can be conveniently seated. In
the case of open cars that have no seats on the front platform,
passengers shall not be permitted to ride on the platform, and the
side gates shall at all times be kept closed. Under no circum-
stances should passengers be permitted to ride on the front plat-
forms of closed cars.

CONCLUSION.

The period covered by this report has been an exceedingly busy
and prosperous one for the railroads of the state, and it may
reasonably be expected that such conditions will continue to exist
for some time to come. Experience teaches, however, that times
of depression occur. Prudence requires that the directors and
managers of railroad companies shall, during the prosperous period,
endeavor to place the properties in their charge in such physical
condition that they may, on the score of safety and convenience
of the public, view with little alarm, if not with equanimity, the
approach of less prosperous times.

The Legislature at its last session passed the bill recommended
by the Board providing that mortgages made by the railroad com-
panies must be approved by this Board before issue, and bills
amending the Grade Crossing Law in certain particulars.

THE MILWAUKEE SITUATION.

LARGE CARS FOR THIRD AVENUE RAILROAD.

The new electric cars adopted as standard by the Third Avenue
Railroad Co., of New York, are among the longest in use on any
street railway in the United States. They were built after designs by
John H. Robertson, superintendent of the company, are 41 ft. long
over all and the bodies are 32 ft. in length. The platforms are large
and with the extra wide doors make ingress and egress unusually
easy, even when the car is crowded to its full capacity. There are 12
cross seats on each side, giving a seating capacity of 48 passengers.
The seats are provided with grab handles at the corners nearest the
aisle for the convenience of passengers forced to stand.

The car can be converted into practically an open car by drop-
ping the windows into the sides.

Each car is fitted with Standard air brakes. Four sets of cylinders
and brake mechanism, one for each pair of wheels, are furnished, so
that the breaking down of one would not impair the efficiency of
the system. The cars weigh 40,000 lb., are mounted on Peckhani
trucks and are driven by four 30-h. p. motors.

James McGrath, a juror in a personal injury case against the
Chicago City Ry., who was accused of soliciting a bribe from the
company, was fined $50 for contempt of court.

The controversy over street railway franchises in Milwaukee
still goes merrily on, though now the company and the council arc
in accord.

While the ordinance was before the council both parties were
active in debating the question. On December i8th Ihc council,
by a vote of 25 to 17, ordered the ordinance to a third reading,
after amending it so as to provide for tickets at the rate of 6 for 25
cents, 25 for $1, good between 5:30 and 8 a. m. and 5 and 7 p. m.,
and for carrying firemen in uniform free. Otherwise the provisions
were as given on page 866 of the "Review" for December last. The
low-fare hours as amended are 30 minutes longer than in the orig-
inal draft, which also provided for the free transportation of police-
men and detectives oi^Iy.

On December 21st an injunction was issued on the petition of
Mr. H. A. Schwartburg, restraining the mayor, the 25 aldermen,
llie city clerk, the street railway company, and others from taking
any further steps looking to the passage, publication or acceptance
of the ordinance; in this petition conspiracy was alleged.

The answers denied any conspiracy and alleged that a legislative
body cannot be enjoined, whereupon the petitioner was directed to
show cause why the injunction should not be dissolved. The case
was continued until January 2d.

December 30th a second injunction was secured by Cassius M.
Paine on behalf of the state, the allegation of the petition being
that the council had no power to grant franchises to a company
organized to carry freight, mail and express.

January 2d, the mayor and council decided to ignore the injunc-
tions, and the ordinance was passed by a vote 01 23 to I and signed
by the mayor. Mayor Rose, in answer to an inquiry, made the
following statement:

"We became satisfied that the opponents of the ordinance in-
tended to resort to every expedient to prevent the passage of the
ordinance. The opposition from the beginning was unfair, and
even dishonest. There seemed to be a deliberate attempt to mis-
lead the people and to misrepresent the ordinance.

"If the second injunction had not been served, the council would
have waited for the decision upon the first injunction, but when
the second was served and we received information that applica-
tions for more were in process of preparation, we knew that it
would avail nothing to wait for a final determination in the courts.

"We were firmly convinced that the opposition was not prose-
cuted in good faith, but solely for the purpose of delaying action
upon the ordinance with the hope of defeating its passage by post-
poning action upon it until after the next election. Its opponents
calculated, beyond question, that if they could go to the people
before they became familiar with the provisions of the ordinance
by a practical demonstration that it would be defeated.

"I am perfectly confident that the injunctions served are void:
that they were secured merely for the purpose of delay and were
not expected to be ultimately upheld by the courts, and when we
became convinced of these facts and became satisfied that new in-
junctions would be secured as fast as others were dissolved, we
determined to exercise the power that is vested in legislative bod-
ies and their executive under the organic law ;.nd constitution of
the state and insist upon our right to proceed in the execution of
powers which w-e claim the courts have no right to interfere with.

"The ordinance is now in force and our people will speedily be-
come familiar with the benefits it secures to them."

January 3d the company began the sale of tickets according to
the terms of the new franchise, and it is stated nearly every pas-
senger bought tickets, so that the conductors' supplies were quickly
exhausted. The company has not yet filed its acceptance of the
ordinance and so is not in contempt.

The court whose orders were ignored by the council has not yet
taken action to punish the council for contempt, the hearing of
the case on its merits not having been concluded.

The TifBn, Fostoria & Eastern Electric Ry. has a boycott on its
hands because fares were increased 50 per cent.

There is now pending in the Detroit Common Council a general
ordinance providing for the carrying of freight by the suburban
and interurban electric lines entering that city.

The employes of the Springfield (Mass.) Street Ry. are devoted
to the game of whist and at stated intervals tournaments are held at
the club rooms in the car barns, the conductors being pitted against
the motormen.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

FOREIGN FACTS.

The Leeds (Eng.) Tramways are being extended.

The Idawara (Japan) Tramway Co. began running electric cars
last November.

It is stated Serpollet steam motors may be introduced on tram-
ways at Tokyo, Japan.

The City oi Birmingham (Eng.) Tramways Co. has reduced fares
on its cable lines from 3d. to id.

The street railway at Morelia, Mexico, is being extended two
miles to the penitentiary at San Pedro.

As soon as Government permission is given an electric line will
be built between Yumoto and Kojiri, Japan.

It has been decided by the city council oi Worcester, Eng., to
lease the municipal tramways to a private company.

It is proposed to build an electric tramway from Dundee to Car-
noustie. Mr. Hopkins is electrical engineer for the former town.

Dresden. Germany is to have a new electric line, which will be
built by the A. G. Elektricitaetswerke, formerly O. I.. Kummer &
Co.

The United Kingdom has exported coal during the past year
at the rate of 1,000,000 tons per week according to a late compila-
tion.

The British Government is purchasing hundreds of horses from
various tramway companies for use in the Transvaal during the
war.

Mr. Alfred Dickinson of Birmingham, Eng., is said to have been
granted important tramway concessions in Cape Town, South
.'\frica.

A Paris company is arranging to construct an electric road at
Calais, France. United States Consul Milner, of Calais, can give
further information.

An electric railway will be built between Shiogama and Sendal,
Japan, by the Rikuu Electric Railway Co. Eizo Konishi of Sendal,
Japan, is said to be interested.

The sanitary committee of the Thornaby (Eng.) Town Council
has served notice on the tramway company that it must abate the
nuisance caused by watering its lines.

It is stated the St. Etienne (France) R. R. will be equipped elec-
trically by the Societe Hydro-Electrique Roussillonnaise, 7 Rue
Lafayette, Paris, which was recently formed for the purpose.

In Dublin (Ireland) the Palmerston Park tramways are now
running by electricity. The Dublin Tramway Co. has secured per-
mission to build a number of new electric lines in Cork County.

A company has been formed at Paris, known as La Compagnie
des Tramways Electriques de Vanves a Paris et Extensions to
construct and operate an electric tramway from Paris to Vanves
on the Diatto system.

In response to petitions from the workingmen of the city, the
Dover (Eng.) Tramways Co. will run special cars at certain hours
for working people at a fare of J^.d. for the distance of three miles,
instead of id. — the regular rate.

The City & South London Ry., one of the underground roads of
London, has escaped paying city taxes this year by reason of a
decision to the eflfect that as the line does not pass under any site
previously occupied by a building, no assessment csn be made.

The parliamentary committee of the Hull (Eng.) Town Council
has decided to recommend the council to apply for a provisional
order to construct a double line of tramways in Great Union St.
and on the Hcdon Road, and to extend a number of existing tram-
way lines.

A bureau ol iniurmation has been established by the Italian gov-
ernment at Rome lor the use of importers and exporters. All
<|uestious dealing with trade with Italy will be answered. Address
"Oft'icio d' Informazioni Commerciali. Ministero di Agricoltura,
Indnstria e Commercio, Rome, Italia."

The Huddersficld Corporation Tramways Co. reports total trafific
receipts for last year of £32,372, an increase of £1,775 over the
previous year; number of passengers carried 5,077,936, equal to
the entire population of the city carried 50 times. Number of let-
ters posted in the tramcar letter boxes 456,092.

There is so great a scarcity of tramway cars in Great Britain
that a number of town corporations are seriously considering the
advisibility of erecting car building plants of their own. All of
the regular car building works have orders enough nn hand to
keep them busy for from one to two years to come.

One little incident of the present war in South Africa is re-
llected in the following cablegram from the Johannesburg City &
Suburban Tramway Co. to the London office of the company. It
reads: "All horses commandeered; hold Government receipts.
Works entirely suspended; depot occupied as police barracks."

Serious mob demonstrations occurred at Limerick, Ireland, re-
cently in connection with the granting of a tramway franchise for
the town. The citizens opposed the scheme and went to the coun-
cil hall in a body hooting and jeering and threatening the members
of the council with personal injury. Policemen succeeded in dis-
persing the crowd.

A disputed halfpenny has cost the South London Tramways Co.
£150 in damages. A lady traveled on one of the company's trains
from Chelsea Bridge to Clapham Junction and refused to pay more
than lyid., the authorized fare for the journey, although the conduc-
tor demanded 2d. The court has granted the lady £150 damages
for her injured feelings.

A large portion of the tramway lines in Liverpool has been
equipped with the overhead electric system, but about 40 miles
of track are still worked by horse haulage. A bill has been in-
troduced in the city council providing for the reconstruction of all
of these lines for electric traction, as well as for the construction
of a number of new lines at a cost of over £270,000.

Electric tramways are made responsible for a curious phenome-
non at Brussels, states a contemporary. It has been noticed that
since the running of electric cars in that city the trees along the
route begin to turn brown and drop their leaves early in August
and bud and even blossom again in October, while trees in other
parts of the city retain their regular custom of dropping thear
foliage late in the fall and do not put forth fresh blossoms until
spring. It is believed the extraordinary state of affairs is due to the
effects of leakage currents acting on the roots of the trees. Next!

All the street railway interests in the city of Havana have been
consolidated. These include the franchises owned by the Harvey
syndicate, comprising the International Bank of Paris, Hanson
Brothers of Montreal, G. B. M. Harvey, F. S. Pearson and others
of New York City, and the concession known as the Torre Pla
concession, covering 12 miles of streets and owned by the Ameri-
can Indies Co., composed of Thomas F. Ryan, P. A. B. Widener.
R. A. C. Smith, Sir William C. Van Home, William McKenzie
and others. Construction work has been commenced, and it is
expected a complete system of electric traction will be in operation
by June 1st.

Jan. 15, 1900.

STREET KAIIAVAY REVIEW.

PAN-AMERICAN EXPOSITION BUILDINGS.

Very salisfadoiy progress has been made in preparing (or Ihc
I'an-Anicrican Exposition to be held in I'.nffrilo (hiring the summer
inonlhs of lyoi and the plans for the buildings are practically com-
pleted. The accompanying illustration shows the Machinery and
Transportation Building, in which our readers will be most inter-
ested, which is SCO x 350 ft. It is designed in a type of Spanish
Renaissance, the best examples of which on this continent arc
found in the old mission buildings in California and Mexico. The
Machinery and Transportation building forms a hollow square

STREET RAILWAY MAIL BOXES IN GRAND
RAPIDS.

M.\C111NKKY .\ND TR.\NSI>ORT.\TION lU'II.DING,

with arcades on all sides, tin: interior court being 100 x
court is adorned with a fountain surrounded by flowers
The facades present an arcaded effect corresponding in
to mission cloisters; the eaves with great overhangs
picturesque. Each facade is broken by an important a
feature, and each corner flanked with low pavilions,
giving large plain surfaces for color, while the eaves
shadows. The color sclieme is made up in reds and ye
in tint.

« ■ »

MORE THEFTS OF WIRE.

200 ft. The
and shrubs,
appearance
add to the
rchitectural
the design
give deep
Hows, light

The night of December 23d over 2,000 lb. of trolley wire was
taken from the lines of the Chicago Union Traction Co. in Ridge-
land Ave., south of 22d St.

The night of December loth, 1,300 ft. of trolley wire was taken
from the lines of the Detroit & Northwestern road near Farming-
ton, Mich.

On December 14th two attempts were made to wreck a car on
Hackensack and Ft. Lee line of the Bergen County (N. J.) Trac-
tion Co.; it is believed that the motive was revenge for the arrest
of a trolley wire thief some weeks since.

On December 20th. 2,100 ft. of bond wire was taken from the
tracks of the electric line between Burlington and Mt. Holly, N. J.

On December 13th. the Delaware & Atlantic Telephone Co. suf-
fered the loss of eight copper wires from its lines in Delaware
County, Pa. The wires were cut down for a distance of two miles.
This is the fifth theft of wire in this county within three months.

RE-SALE OF GALVESTON ROAD.

The property of the Galveston (Tex.) City Railway Co. will again
be sold on February 6th, the terms of the sale made. last Sep-
tember not having been complied with. The road was first placed
in the hands of a receiver on Oct. 13, 1897. when R. B. Baer was
appointed receiver by the federal court. On Sept. 5th. 1899. the
property was sold to Julius Run,gc for $905,000, who was formerly
president of the company. On November loth the sale was con-
firmed and the purchaser was given until December 20th to pay the
balance of the purchase price. -\s this requirement has not been
fulfilled the sale is declared void and a new one ordered.

Last month the Consolidated Street Railway Co., of Grand Rap-
ids, Mich., through the efforts of G. S. Johnson, president and
general manager, inaugurated a mail collecting system that will
nearly double the cfl'iciency of Ihc postal department in the city
and suburbs. Two mail boxes of medium size and of the standard
type such as are now used on street corners, arc placed on each
car, one at each end. The box is placed inside the vestilnilc by
the controller stand; an opening is made in the front of the car
large enough to slip letters through. The side of the box from
which the carriers remove mail is next the vestibule door, enabling
collections to be made without entering the car.

The instructions issued by the company to its employes for the
care of the mail, explains fully the details of the system. These
instructions, for a copy of which wc arc indebted to Mr. Johnson,
are as follows:

"You are expected to exercise proper care and diligence regard-
ing the mail boxes, giving them as much attention as you would
any other attachment to the cars, and at all times being careful
to prevent breakages of the boxes.

"Conductors will please see that all boxes arc open for the recep-
tion of mail matter when they take their cars out in the morning.
At night, the boxes will be closed by an employe of the postal de-
partment, and the employes of this company will be careful to sec
that they are kept closed until the cars are again ready for use.

"There is likely to be confusion and misunderstanding for some
time regarding the boxes. For that reason, I ask you to be espe-
cially careful in your replies to questions regarding the mail service,
being at all times courteous and gentlemanly, giving as much in-
formation as possible.

"You are not required to stop at a crossing or anywhere else
for the purpose of allowing mail to be deposited only, except for
mail carriers. It is expected that people who wish to deposit mail
will be at the proper street crossings, and will take their chances as
to whether or not cars will stop. If you have no passengers to get
off and there are no persons to get on the car at any landing, you
are not obliged to stop for mail matter. At the same time, you
are expected to exercise judgment regarding it. If you find you
have time to stop for the purpose of picking up mail, you must do

A peculiar accident occurred on one of the cable lines of the
Chicago LTnion Traction Co. on December 20th, a grip car being
pulled in two; no one was injured.

M.\IL BOXES OX GR.\ND R.\PIDS CARS.

so, but your first duty and obligation is to keep on your schedule
time and to carry out the instructions and desire of the company.
It will be agreeable to the company to extend to the public every
courtesy possible which will not impair the regular service, and it
is expected by a combination of judgment and a desire to accom-
modate that the public" can be very thoroughly served in the mat-
ter of these mail boxes.

"You will stop at any regular stopping place, at any time, when
signaled by a mail carrier, and give him ample opportunitj- to de-
posit what mail he desires.

"Employes of the postoffice will be stationed in or about Campau
Place and on Lyon St.. opposite the postofSce, and possibly at
other locations, for the collecting of mail from the boxes. You
will please give them time and opportunity to do this, assisting
them if need be, so as to save as much time as possible.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

"If any trouble arises oi any kind or character, regarding tliis
service, if any breakages occur, or if anything happens out of the
ordinary, ym will please report them immediately by telephone or
messenger to the superintendent.

"If a car is disabled, its number, the point where it is, and the
place (shop or car house) to which it is being taken, must be im-
mediately reported to the superintendent. This is of the utmost
importance, because there may be mail in the boxes which must
be taken out by the postal authorities, and not permitted to remain
in the boxes while the car is in a car house or shop."

President Johnson, writing on December 22d, says: "The system
has been in operation since December i8th, and it is wonderful tn
see what use has alreadly been made of the bo.xes. The number
of letters coming in in this way is very large, and is constantly
growing, and the public seems to appreciate the convenience
greatly. Mail formerly deposited in street boxes at the outskirts
of the city and which had to await the rounds of the carriers to be
brought down to the main post office, now gets to the office from
two to five hours sooner than before the new plan was adopted.
So far, we have not experienced any inconvenience to speak of in
stopping for mail or for the collectors."

"NOARK" FUSES.

CAR LIGHTING.

I piMtsch light

The accompanying illustration shows a scene with which most
travelers arc familiar [or much to the general public's delight, the
Pintsch gas lamps can now be seen on almost every railroad car in
the country, and also on the majority of the cable surface roads
of the various American cities, and on some electrically propelled
cars also.

The rapid progress of this car-lighting system tells better than
anything else could of the merits which the Pintsch light possesses.
There are now in this country nearly 14.000 cars equipped with
this system of illumination, which means a total of 70,000 Pintsch
gas lamps in service. These 14.000 cars that are distributed over

I IS railroads that have
adopted this as the
standard method of car
lighting; the gas is made
at 50 Pintsch gas works,
located at various cities
throughout this country.
Pintsch supply stations
are now established at
necessary points all the
way from Portland,
Ore., and Montreal,
Can., in the north, to
Jacksonville, Fla., and
Houston, Tex., in the
south, and there is now
no trip in which a pas-
senger car might be em-
ployed, where Pintsch
gas cannot be supplied.
The Safety Car Heat-
ing & Lighting Co. that
controls the Pintsch pa-
tents in the United
States, is also the owner
of patents covering six standard heating systems that are employed
by most of the principal railroads of this country. Some of these
systems simply employ straight steam taken directly from the loco-
motive; others are hot water circulating systems, operated either
by steam from the locomotive or in conjunction with the Baker
heater. The latter system is the standard that has been adopted by
the Pullman and Wagner Palace Car companies. There are about
80 railroads that are now using the steam system of the Safety Car
Heating & Lighting Co. This company also controls a hot water
circulating system for street railways, as well as electric heaters
for surface cars.

The general offices of the company are af 160 Broadway, New
York, with a branch office in the Monadnock building, Chicago,
and another in the Union Trust building, St. Louis.

A fuse that will not arc or flash under any circumstances is sold
by the Manville Covering Co., western representative for the H.
W. Johns Manufacturing Co. The device consists of a fusible con-
ductor enclosed in a tube with a peculiarly arranged filling en-
tirely surrounding the conductor. The blowing of the "Noark"
fuse under overload is a definite action occurring in a certain time
interval for each definite increment of excess current, as deter-
mined by the character of the service for which it is intended. Ow-
ing to the arrangement of the surrounding material, the blowing
lime interval at any period during the life of the fuse remains prac-
tically constant, and simply varies in an inverse ratio to the amount
of excess current above its rated capacity.

The condition of the fuse is shown at all times by means of a
tine wire extending along the outside of the case, and which breaks
the instant the fuse blows.

ART CALENDAR.

One of the handsomest calendars that has appeared for the new
year represents children playing on the broad beach of one of our
Atlantic coast resorts. The youngest, a little tot, is defying the
approaching tide of the ocean, and in a spirit of bravado calls out
to his companions who are eagerly watching him. "Who's
Afraid?"

Copy of this calendar carefully mailed in strawboard to protect
in transmitting, will be mailed on receipt of 10 cents in postage
stamps by W. B. Kniskern, G. P. & T. A., Chicago & North- West-
ern Ry., Chicago, 111.

Early application should be made as the edition is limited.

NIAGARA, ST. CATHERINES & TORONTO.

The Niagara, St. Catharines & Toronto Railway Co., of St.
Catharines, Ont., is rebuilding its steam road and equipping it with
electricity. This company is a reorganization of the St. Cathar-
ines & Niagara Central Railway Co. The officers are: President,
J. A. Powers; secretary and treasurer, A. B. Colvin; general man-
ager. F. A. Cheney.

■» » »

STEEL TRACK FOR COMMON ROADWAY.

Mr. Horace L. Washington, U. S. consul at Valencia, Spain, in a
recent report described a steel track laid for a distance of two miles
on the road between Valencia and Groo and which has been in use
for seven years. The road is nearly 40 ft. wide, with double tracks

SECTION OK ROADWAY.

26.76 ft., center to center. The tracks are a trifle over 4 ft. gage.
The rails consist of two flaring channels fastened together by bolts
spaced 4 in. apart. The rails are held to gage by flat tie bars
9-16 X 5 in X s'A ft., with slots cut into the upper edge, into which
the flanges of rails fit, and the outer ones held by keys.

ELECTRIC TRACTION ON THE NEW YORK,
NEW HAVEN & HARTFORD.

The Homer, Mich., street railway was opened January ist.

There are six of the branch lines of the New York, New Haven
& Hartford R. R. which are now operated by electric power. These
are the Nantasket Beach branch, 8 miles in length and which is op-
erated by the third rail system; the Nantasket Junction to Pember-
ton branch, 7 miles, which is operated by the overhead trolley; the
Nantasket to Cohasset, 3'/> miles, operated by the third rail sys-
tem; Berlin to New Britain, 3 miles, by third rail; Hartford to Bris-
tol, 9 miles, third rail; New Britain to Bristol, 9 miles, third rail;
Stamford to New Canaan, 8 miles, by the overhead trolley.

Jan. is, 1900.]

STREET RAILWAY REVIEW.

AT THE MGUIRE WORKS.

The McGuirc ManufacUiriiig company rcporls tlie year 1899 as
one of the best it has ever had, and notwithstanding the enormous
rise in the cost of material the year has been a very profitalilc one.
Two orders of the same amoimts, placed just one year apart,
explains the advance in iron clearly. In December, iSy8, the com-
pany bought 1,000 tons of bar iron at $20 per ton. Kxactly the
same date in 1899 the company ordered 1,000 tons of bar iron at
$48 per ton. It is therefore enabled to make a good showing for
1899 because .of purchases made in 1898 and early in 1899, that
participated in the advance in the first half of the year 1899, and,
while the business of the last half of the year was very much in
excess of the first half, the prices of material had advanced so that
everything equalized. The firm was therefore entirely satisfied with
the year's business and anticii)ates for 1900 one of the best years
it has ever known.

While this company has always been busy in the truck department
for the home market, during the year 1899 it sent its product to
foreign markets which nearly encircle the globe. It has just com-
pleted a large order for San Francisco, and other large orders for
Havana, Cuba, Brooklyn Elevated, New South Wales, Australia,
and has shipped to Gcrnrany, Kngland and France during the
year.

The new truck wliicli has been placed on the greatest number
of lines is the No. 39. The general result of the use of this truck
is best explained by one of the users. Mr. Cummings, of the
Indiana Railway Co., South Bend, Ind., which is using these
trucks on large inlerurban cars and where the schedule time is
40 miles an hour, writes as follows:
"These trucks for our high speed inter-
urban service are highly satisfactory.
They ride like a sleeping car. It is the
simplest in its construction, and we do
not hesitate to say that it is the best
truck we ever saw. It has so many good
points that it must be seen and used to
be appreciated. Come down and see us
and bring your friends and we will show
you the very best equipped high speed
service in the country."

After the closest competition of all the
truck makers of the country, this truck
McGUiRE H.\NC.ER. 1,^5 ^j^^„ accepted by the Brooklyn Ele-
vated R. R. Certainly, a simpler construction can hardly be imag-
ined. It is not of more than ordinary weight, but the distribution
of metal is such that it has been demonstrated to have the maximum
of strength and durability, while its riding qualities are all Mr.
Cummings says.

A very important feature of the McGuire company's business has
developed strongly within the last year; that is, the elastic brake
hanger. It has been behind in filling these orders, a whole year,
and it has been discovered that the different railway lines are put-
ting them on all makes of trucks as well as those made by the
McGuire company. The accompanying cut shows the elastic
hanger as used. A feature that recommends this hanger is the fact
that it automatically takes up its own wear and absolutely prevents
kicking, and contains its own release spring.

In the year 1899 the company did the heaviest snow sweeper
business in all its history, bringing the total number of these
machines in use throughout the country to about 500. The stove
business has also been quite large and the company is so satisfied
with the year's work in the stove line that it is preparing for an
immense business in 1900. It claims that the public preference for
cars heated by stoves is being felt; that the electric heaters arranged
as they have been — concentrating the heat at six different points
under the seats — are very oflfensive to passengers as well as being
decidedly dangerous to the health of passengers wKo use the seats
over these heaters. In cold weather there is call for such a strong
heat at these points that the persons sitting over them are over-
heated, and then leaving the car when it is possibly below zero,
endanger health and life. The company calls attention to the com-
mon scene of passengers looking under the seat to locate the heater
so as to avoid the heat, while in the car heated by a stove, with the
glowing coals seen through the isinglass, the passenger is com-
fortable and satisfied, and runs no risk of catching cold therefrom.
Besides this feature, the company claims that it is very much

cheaper for railway companies to heat their cars by coal stoves
than by current. For this reason it will not be caught another year
as it was this — unable to supply the demand.

AIR CARS IN NEW YORK.

Mr. Joseph Iloadlcy, of the American Air Power Co., advises
us that the statement printed in the December "Review" that the
compressed air cars had been withdrawn from the 28th and zgtii Si.
crosstown lines of the Metropolitan Street Ry. in New York is
in error. It appears that these cars have not been withdrawn yet.

NOTES FROM INDIA.

Kashmir, a slate oi India, is to have an tkciric railway 180
miles long, so it is said. The line will connect Tumu and Srinagar,
and will be operated by water power obtained from the Chenab
River.

The Bombay Tramway Co. is urging as one reason why it should
be given permission to equip its road for electric traction, the
fact that it is constantly having its horses drop dead in the street
from heat.

Mr. F. J. E. Spring, consulting engineer to the Government of
India, for railways, has prepared a note on the subject of tramways
in the province of Assam, India, in which he points out the neces-
sity for such lines.

Madras is said to be the only city in India having electric tram-
ways. The lines in this city are owned by the New Madras Electric
Tramways Co., which is a reorganization of the Madras Electric
Tramways Co., whose property was foreclosed by the bondholders.
It is stated a proposition has been made to the Madras munici-
pality to operate the road as a municipal concern.

The annual report of the Calcutta Tramway Co. for 1899 states
that negotiations for the introduction of electric traction on its
lines have been satisfactorily settled. The principal condition of
the new agreement is. the company shall remain in possession of
the lines for 30 years from Jan. i, 1901, in consideration of its con-
verting the system from horse to electric traction within three
years. Preliminary surveys are in progress and within a short
time the directors will be in a position to let contracts for the
construction of the power station, etc.

TESTS ON CEMENT.

In a paper on "Cement" read before the Franklin Institute by A.
S. Cooper, the author gave the results of various tests on portland
cement mortar to determine the effect of time on that material. It
is the opinion of many engineers that a portland cement mortar
which has stood an hour or two has lost some of its strength, but
this was proved to be erroneous.

Four large batches of mortar were mixed and briquettes were
made by hand from each pile at intervals ranging up to eight and
one-half hours after mixing. These were all carefully marked,
stored away, and broken after one year. The results showed that
the loss of strength after the eight and one-half hours' standing is
practically nothing. In practical working with most portland ce-
ment, if it becomes necessary for the mortar to stand for half a day
even, no injury will result, according to Mr. Cooper, provided the
precaution is taken to keep the mortar wet.

In a recent decision Judge John Goodland. of Appleton, Wis..
holds that a street railway company or any company that has a
franchise for the erection of poles on the highway, is not responsi-
ble for accidents occurring in consequence of the poles being in the
streets. He decides the city granting the franchise for the placing
of the poles is the responsible party in all accidents arising there-
from.

The borough of West Pittston. Pa., has imposed license fees of
$15 per car on the Wilkes-Barre & Wyoming Valley Traction Co.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

SNOW FENCES ON ELECTRIC RAILWAYS.

In the "Review" for December last, page 821, was illustrated a
type of temporary snow fence of which the International Traction
Co., of Buffalo, has some 16 miles in use. This fence is made up in
i6-ft. panels sl-i to 8 ft. high, and is set as shown in the engraving
which we reproduce here. The fence is put out in the fall and re-
moved in the spring.

In order to get the experience of other roads with snow fences
a number of letters of inquiry were addressed to interurban com-
panies, but by far the greater number of answers stated that such
fences were not used.

Last winter the Boston Elevated RaiKvay Co. for the first time
in its history made use of snow fences, placing them on private
lands adjoining the highway at exposed points. The results were

liUI'l'ALO SNOW FENCES.

fairly satisfactory but the mistake had been made of setting the
snow fences too near the tracks. This winter the company placed
out considerably more snow fence than last year and set it about
100 ft. from the tracks. The fence is portable and abutting owners
give their consent to its use for a small or nominal consideration;
it is indeed a benefit to the property owner as it assists in keeping
drifts from the sidewalks.

The details of construction of the Boston Elevated's snow fence
and the manner of assembling the panels are shown in the accom-
panying illustration. Fig. i. The sections are 16 ft. long, each made
of three i x 6-in. boards nailed to 4 x 4-in. pieces at the ends and
stiffened at the center by a I x 6-in. piece. The bottom board is
placed 6 in. from the ground.

The Lynn & Boston R. R. has less than 1-3 inile of snow fence
on its system. Mr. E. C. Foster, general manager of the company,
states that the fence has thus far proved of but little advantage,
though the benefits of such a device where the surroundings favor
the formation of drifts is recognized.

The Dunkirk & Fredonia (N. Y.) R. R., the electric line con-
necting these towns, has '/i mile of snow fence protecting a stretch
of the interurban track. This fence is made by nailing three 1x6-
in. hemlock planks, 16 ft. long to V-shaped supports made of pieces

Concerning the benefits of this fence Mr. M. M. Fenner, manager
of the Dunkirk & Fredonia, writes as follows:

"We have had the worst snows this year that we ever knew, and
have opened our road with the least trouble, on account of having
extended the snow fences. Where wc had heretofore been com-
pelled to keep 100 men shoveling for a week, we can now open the
road w'ith half the number of men in a day, which feat we accom-
plished January 3d. and have done the same thing twice before dur-
ing the present season. This season has been a record breaker in
this particular locality along the lake shore in the state of New York,
taking in Dunkirk and Fredonia as a center, the snow being about
3 ft. deep on the level. It has been so cold the snow has been very
light and it has also been windy so that the drifts have been im-
mense.

"We still need about a quarter of mile of fence, having about
14 mile at this time, and will be able to get most of it as residents,
as a general thing, do not refuse permission to have the fence put
up late in the season and removed in March, after the period of
heavy snows. We have used the fences about five years and at an
early period had much trouble in getting a fence that would do the
work, but after much experience in the use of it we have now what
we think gives the best possible results."

The Duluth (Minn.) Street Railway Co. has I'/j miles of the port-
able snow fence shown in Fig. 2, which, during the winter months,
is placed from 60 to 80 ft. from the exposed tracks, depending on
the location. The company finds little difficulty in securing permis-
sion from abutting owners to erect the fence on their land. The
fence is made up in 12-ft. panels, with the supporting legs and
braces designed to be folded up for handling; it will be noted that
the longitudinal planks on this fence are more numerous and spaced
closer than in the fences previously mentioned. When built in 1894
the following was the itemized cost per mile:

51,000 ft. lumber @ $7.50 per M $382.50

2,640 machine bolts, yi-in., @ 85 cents per 100 22.44

70 lb. ^-in. cut washers @ 3 cents 2.10

300 lb. wire nails @ i3<2 cents 4.50

51 days labor @ $2.00 102.00

Total $513-54

Mr. Herbert Warren, general manager of the company, in send-
ing us the figures adds that at the present time the same quality
of lumber would cost $13 per M and labor would cost $2.25 per
day.

wtM

]'!:iiimm///)//////mfrmmm/mw//

FIG. 1. -FENCE USED BY liOSTON ELEVATED.

2 .X 4 in, and 6 ft. long and spaced 8 ft. apart. When in place the
legs of the V are nailed to stakes 2 ft. long driven in the ground.
In placing this fence the company's practice differs frotn that of the
Buffalo and Boston roads in that the longitudinal planks are all on
the leeward side of the fence instead of the sections alternating as
shown in the illustrations. The inclination is such that the top of
the fence is from 4 to 4!/ ft. high. It is placed i-io ft. from the
track.

FIG. 2.-FENCE USED BY DULUTH STREET RAILWAY.

The company also has about Y^ mile of fence of a similar pattern,
but not so high, and some brush fence upon the lines of the Lake-
side Ry., which it operates.

The Eastern Maintenance of Way Association at its meeting in
September last received a report on the subject of wire and snow
fences and for the latter it was recommended that when the right
of way is sufficiently wide to permit, close board fences of suffi-
cient height should be built. Where such is not practicable porta-
ble fences in 12-ft. lengths to be fastened together with bolts were
recommended. When permission can be secured from abutting
property owners, these fences should be placed parallel to and
about 100 ft. from the track.

If the prevailing winds are approximately parallel to the track it
is seldom that cuts will be filled with drifts. In some instances,
however, it is well to build so-called wing fences; these are placed
along the sides of the cuts, at about right angles with the track and
at such distances apart as experience shows to be necessary.

Jan. 15, 1900.]

STRF.I-yr RAILWAY REVIEW.

FUNERAL CARS FOR ST. LOUIS.

Il is aiinoiiiiccd that contracts liavc Imc 11 iiiadc Ijctwccn the
.St. I.miis FiiiuTal Car Association ami llii- Si. I.oiiis Transit Co.
and United Railways Co. for the operation of funeral cars over the
street railway lines of the city. The tracks at present pass within
a block of nearly all the churches and hospitals in St. I.ouis and
temporary switches arc to be provided for the cars so that rcRular
trallic will not be delayed by reason of the funeral service.

Switches arc to be laid into all the ceinetcrics and chapels for use
in inclement weather built. A novel feature contemplated is the
building of four chapels in different parts of the city at which the
funeral services can be held instead of at the late residence of the
deceased, as is customary.

< • »

REPORTS OF CHICAGO ELEVATED ROADS.

The traffic report of the South Side Klevated shows a daily avcr-
age of 6i,gq4 passengers in 1899 as against 51,777 in i8g8. an increase
01 ig.7 per cent. Tlic average daily traffic by months is as follows:

* 1899. i8g8. Inc.

January .s8.7')^ 5^-i>7 6,615

February 60,292 52,682 7.610

March 63.909 54,827 9.082

April 63.878 54, 148 9.730

May 59.588 4y,45y 10,128

June 56.117 45.427 10,090

July 52,644 44.148 8,496

August 52,599 41,770 10,829

September 52.599 41.77° 10,829

October 73-793 .';8.i98 15.595

November 69,972 59.257 10,715

December 72,683 62,735 9,948

The report presented at the annual meeting of the Metropolitan
Elevated. January 4th, covered the period from July 1st to Decem-
ber 30th. The traffic shows an increase of 22.37 per cent in the
daily average as compared with the returns for 1898. The daily
averages by months are:

1899. 1898. Inc.

July 67,498 53.878 13,620

August 68,070 55.925 12,145

September 76.184 60.702 15.482

October 94.430 74.490 19.940

November 88,820 74,745 i4,075

December 90,682 77.168 13.514

Average six months 80,930 66.134 14,796

The figures on operation from July ist to November 30th are;
Gross earnings, $624,158.10: gross operating expenses, $270,717.64;
surplus applicable to stock, $99,078.33.

This company has 13. 11 miles of double track. 1.67 miles of four
track road and leases 4.38 miles of track from the Union Consoli-
dated and loop companies.

The Lake Street Elevated had a daily passenger average of
37,266 in 1899 as against 33.948 for 1898. The gross earnings were
$697,513.27; operating expenses. $,?3l. 552.87; interest, taxes and
rentals of surface lines and loop, $372,318.82: surplus for the year.
$3,639.58. It was announced that the company would complete
two miles of three-track line this year, from 52d .\ve. to Rockwell
St., whereby express service would be provided for the western
traffic of the road. This, with the natural expansion of business
from the Oak Park extension, would greatly increase the income
of the road. From the three-track system the company expects an
increase of about 5.000 passengers a day.

PRIZES FOR EMPLOYES.

The annual distribution of cash prizes to motormen and con-
ductors was made by the Cincinnati, Newport & Covington Street
Railway Co. early in January. The awards are made for clean cars,
freedom froiu accident and attention to duty. Seventeen motor-
men received $25 each, one motorman received $10, one conductor
received $25. five conductors received $10 each and II conductors
received $5 each.

ANNUAL REPORT OF BOSTON ELEVATED.

The second annual report of the Boston Elevated Railway Co.,
for an advance copy of which we are indebted to .Mr. II. L. Wilson,
auditor, gives the following summary of the company's business for
the year eniling Sept. 30, 1899:

Gross earnings from operation $9,671,441

Operating expenses 6,827,150

Earnings from operation $2,844,291

Payments under lease of West End St. Ry 2,357.968

$ 486,323
.'\dd interest on special deposits 84,696

$ S7',oi9
Taxes. Boston Elevated 257,420

Balance $ 313.599

Interest paid to holders of B. E. receipts 262,500

Surplus for the year $ SI.099

Operating Expenses.

General expenses .....$ 835.OOO

Maintenance of roadway and buildings 1,309,198

Maintenance of equipment 602,521

Transportation expenses 4,080,431

Total $6,827,150

Revenue Miles.

Run by electric passenger cars 34.542,520

Run by horse passenger cars Si.704

Run by electric U. S. mail cars 174.294

Total 34.768,518

Passengers Carried.

Revenue passengers on electric cars 190.898.995

Revenue passengers on horse cars 124,229

Total revenue passengers 191.023.224

Free transfer passengers on electric cars 42,113,715

Total passengers carried 233,136,939

Plant and Equipment.
Miles of track completely equipped with electric overhead sys-
tem, 327; partially equipped. 3.9; miles of overhead electric feeder
lines. 468. Number of horse cars, 248; of electric cars, 2,710; of
mail cars. 11; of snow plows. 244: of snow sleds, 391; of miscel-
laneous vehicles, 515.

« ■ »

COLLECTION OF RAIL SECTIONS.

The catalog of the Chisholm & Moore Manufacturing Co. for
1900 contains a collection of drawings to scale, showing every sec-
tion of rail rolled by the six leading rolling mills in this country,
with the American standard rail joint as applied to each pattern.
It will be remembered this company published a similar collection
of drawings last year and these have been in such demand that it
was decided to republish them this year with numerous additions.
Copies of the catalog may be had on application to Chisholm &
Moore Manufacturing Co.. Cleveland. O.. and no railway official's
reference library will be complete without one.

FREIGHT SERVICE FOR BROOKLYN.

It is understood that the Xational Express Co. is interested in
a plan to operate a night freight and express seirice on the lines
of the Brooklyn Rapid Transit Co. A year ago a similar scheme
was discussed, but nothing came of it. The present plan is for a
regular freight service to and from all parts of the city, with large
receiving and distributing depots. A ferry ser\-ice connecting with
Manhattan and Jersey City railroad stations is included in the

scheme.

» ■ »

The Toledo Traction Co. has made a donation of $250 to the
Toledo Public Library.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

CAPITAL TRACTION ANNUAL MEETING.

On January lotli ihe annual meeting of the stockholders of the
Capital Traction Co., of Washington, D. C, was held at the offices
of the company, 91,705 shares being represented out of the total of
of 120,000.

The following were unanimously chosen directors: George T.
Dunlop. Charles C. Glover, Henry Hurt, John G. Parke. Edward J.
Stellwagen, Wm. Manice, Maurice J. Adler.

It was voted to authorize $1,500,000 of bonds dated Apr. 2, 1900,
payable in 20 years and bearing interest at the rate of 4 per cent,
payable semi-annually; the company retains the option to redeem
the whole or a part after three years at 5 per cent premium. Of the
total, $1,080,000 will be offered to stockholders at par and $420,000
held in the treasury.

The proceeds will be used to retire an issue of 5 per cent bonds
authorized Jan. 12, 1898, amounting to $1,000,000; to funding the
present floating indebtedness of about $80,000, and to providing a
fund from which there can be restored to the earnings account the
sum of $150,670 nsed for improvements, and further sums used for
extensions and additions to the equipment. The cost of installing
the underground system was in excess of $1,500,000.

The directors met on the same day. January loth, and re-elected
the officers, who are as follows:

Geo. T. Dunlop, president; C. C. Glover, vice-president; C. M.
Koones. secretary and treasurer; David S. Carll, chief engineer and
superintendent.

CONSOLIDATION OF UNION AND CONSOLI-
DATED, CHICAGO.

On December 21st Secretary Marlowe sent the following circular
to stockholders of the Chicago Consolidated Traction Co. explain-
ing the plan for amalgamating that company with the Chicago
Union Traction Co. : "Arrangements have been made so that the
holders of the stock of the Chicago Consolidated Traction Co.
will receive for each share of stock the sum of $45, payable in 454
per cent 40-year gold bonds of a kind to be decided by the counsel
for the company, and which bonds are to be guaranteed, principal
and interest, by the Chicago Union Traction Co. The stock shall
be held in such manner as to be additional security. The bonds
will be of the denomination of $1,000. .Any of the holders of the
stock of the Chicago Consolidated Traction Co. who may desire
to accept this offer will please notify me on or before Dec. 31, 1899,
and deposit their stock with the undersigned."

CAR BARNS BURNED.

The barns of the South Chicago City Ry. at Hammond, Ind.,
were destroyed by fire early on the morning of January 9th. The
barn was a brick building 72 x 225 ft.; the rolling stock destroyed
included 32 cars, sweepers and sprinklers. No serious delay in
traffic was occasioned as by the time cars were scheduled to leave
temporary repairs had been made of the line connections destroyed.

*~'~^

WHAT SANTA GLAUS BROUGHT.

The Cleveland City Railway Co. distributed $5,000 to its employes
on Christmas.

The London (Ont.) Street Ry. distributed $500 among its em-
ployes on Christmas.

The Consolidated Street Ry., of Seattle, Wash., announced a 10
per cent advance in wages on Christmas.

The Savannah (Ga.) Thunderbolt & Isle of Hope Ry. presented
each of its employes with a turkey or its cash equivalent.

Each employe of the Union Elevated Railroad Co., of Chicago,
received a gift of $10 on reporting for duty Christmas day.

The Galveston (Tex.) City Railroad Co., by its receiver. Major
Baer, made all of its employes the present of an extra day's pay.

The Columbus (O.) Street Ry. presented 400 turkeys to the mar-
ried men and 97 silver dollars to the single men in its employ on
Christmas.

The Nashville (Tenn.) Street Ry. served coffee and hot rolls at
the transfer stations from s to 8 a. m. and a Christmas dinner was
provided at restaurants for all employes.

The Chicago Consolidated Traction Co. served Christmas dinners
from 10 a. m. to midnight at its car barns and all the employes
who had to work that day had from one to three meals as the
company's guests.

For some time past the Cincinnati Street Ry. has been fitting up
a portion of its old cable power station for the use of its employes
as club rooms, and they wore opened to the men on Christmas day.
President Kilgour and other officials of the company were present
at the opening. Rooms are to be fitted up at the other power
houses and stations.

In some cities Santa Claus by reason of press of other business
was unable to get around until a week later.

The Topeka (Kan.) Ry. increased wages 20 per cent dating from
January ist.

The Lexington (Ky.) Street Ry. announced on New Years that
wages would be increased 25 per cent.

The Franklin (Pa.) Electric Street Ry. suspended traffic from 12
to 1:30 on New Years day and entertained its employes at dinner.

The Zanesville (O.) Electric Ry. announced that beginning Janu-
ary 1st wages would be increased 10 per cent. The company also
offers premiums of $10 to the motormen and $5 to the conductors
operating cars for six months without accident.

The Cleveland Electric Ry. gave a dinner to its employes and
their wives on the night of January ist; the dinner was served in
the club rooms at one of the barns. President Everett and Super-
intendent Douglass were present and made short speeches.

The New Orleans & Carrollton Railroad Co. added extra time to
the pay roll of its men as follows: Those continuously in the serv-
ice of the company from Jan. i, 1899, to Dec. 20, 1899, three days'
extra pay; from July i, 1899, to Dec. 20, 1899, two days' extra pay;
all other employes, one day's extra pay. President Newman in
announcing the order added: "The efficient and satisfactory serv-
ices rendered and the marked interest displayed at all times by its
employes is a guarantee of its success, and its success is that of
those employed by the company."

TOLEDO OUT OF THE GAS BUSINESS.

The city of Toledo, O., has sold its gas plant to private parties
for $228,000. This is the plant which cost the city $1,500,000 (paid
by a bond issue) and from which it has received a gross total reve-
nue of $100,000. Those interested in further details should refer to
our issue of December last, page 845.

A MODEL ACCIDENT REPORT.

One oi our readers sends in the following, a copy of a report
turned in recently by one of his men. For brevity it rivals Dewey.

"Car going south at Third St., bicycle coming north, boy kick-
ing at dog. When most to car turned in front car. Boy not
hurt, bicvclc damaged."

GRADE CROSSING ACCIDENTS.

December 30th a Panhandle train struck a Chicago City Ry. car,
injuring three persons.

On December 23d a St. Louis trolley car was struck by a freight
train, the motorman being killed and three of the six passengers
injured.

December 20th an Illinois Central engine moving at slow speed
struck a car of the Urbana & Champaign Railway, Gas & Electric
Co. at a grade crossing and seven persons on board the trolley car
were slightly injured.

An express train on the Pennsylvania R. R. ran into an elec-
tric car at Delta Ave., Cincinnati, on December 15th. demolish-
ing the .car and damaging the locomotive. The car was filled with
passengers, but none were badly hurt.

December 28th a car on the Cleveland (O.) Electric Ry. ran into
a freight train at a grade crossing; there were 15 passengers on
board, but only two or three were injured slightly. The collision
was due to the rails being wet and it is alleged a defective brake on
the trolley car.

Jan. 15, 1900.]

STRF.F.T RAILWAY REVIEW.

HALF FARES.

Tin D.iyidii & Xc-iiia l''.lc-clric Uy. is in operation.

Tlic I'coria iSi I'ckiii Tcnuiii.il Co,, of I'coria, 111., lias been form-
ally opnu'd.

The govirmncnt pays 1.2 cents a mile for all mails carried by llie
liroolilyn Rapid Transit Co.

Tile Greenwood ICleclric Ry., connecting Greenwood and Indian-
apolis, Iiid., is open for traffic.

The Reading (Pa.) Traction Co. declared a dividend of 50 cents
per share payable January ist.

A mail si'rvice has been established between (joshen and ElUliart,
Ind., over the Indiana Electric Ry.

Tlie Metropolitan .Street Ry., of New York, lias declared its reg-
ular i|U.irlerly dividend of i.)4 per cent.

All the conductors and molormen of the Toledo Traction Co.
will hereafter wear a regulation uniform.

The Metropolitan Street Railway Co., of Kansas City, Mo., spent
nearly $2,000,000 in improvements last year.

The Chattanooga Rapid Transit Co. has completed a 9-mile ex-
tension from Chattanooga to Chickamauga Park.

The recently completed Carnegie (Pa.) Heidelberg & Bridgeville
Electric Ry. was placed in operation January 6th.

The College Hills & Park Line Ry., of Sherman, Tex., was sold
last month to satisfy a deed of trust, to J. P. Harrison.

The city of Chicago has sued the Union Loop Co., alleging that
the latter sweeps dirt from the structure into the streets.

Ray C. Logan, who is held responsible for several hold-ups on
street cars in Chicago, has been sentenced to the penitentiary.

An injunction restraining the city of Dallas from selling the prop-
erty of the Dallas Consolidated Electric Street Ry. has been se-
cured.

Power from tlie Mechanicville (N. Y.) water power plant is used
on the Albany and Troy branches of the United Traction Co., of
Albany.

The North Milwaukee line of the Milwaukee Electric Railway &
Light Co. was formally opened on the evening of Saturday, Decem-
ber i6tli.

A steam heating system for supplying heat to the residences and
business houses in the city is contemplated by the Findlay (O.)
Street Ry.

A new company will be torined to operate the new Paltz (N.
Y.) & Walkill Valley Electric R. R.. which has been sold at re-
ceiver's sale.

Over 1,600.000 passengers were carried last year by the Leaven-
worth (,Kan.) Electric Ry.. an increase of 550,000 as compared with
the previous year.

A car on the Detroit (Mich.1 Rapid Ry. was derailed on Janu-
ary 7th by a misplaced switch, evidently the work of some one
with malicious intent.

Combination opened and closed cars will be operated all winter
by the Metropolitan Street Railway Co, of New York City, no mat-
ter how cold the weather. It is stated smokers demand the open
cars.

The llavcrford St. repair shops of the Union Traction Co., o(
Philadelphia, were partially dcslroye<l by fire on January 2(1. The
loss is placed at $15,000.

Four non-union men accused of taking pan in a riot, the oiil-
growlh of the recent street railway strike at Bcliiiilli- V Y wire
lined from $25 to $50 each.

A ((uarlcrly dividend of 60 cents per share on its capital stock
was declared by the Market Street Railway Co., of San Francisco,
payable after January lolh.

The British Institute of Electrical Engineers and the American
Institute of Electrical Engineers will probably hold a joint meeting
(luring the Paris Exposition.

The Evansvillc (Ind.) Street Railroad Co, lias paid into (lie
city treasury the sum of $2,940, representing 2 per cent of the road's
earnings for the past year.

The Delaware, Lackawanna & Western R, R. has decided to re-
duce passenger rates between Syracuse and Balwinsville, N. Y., to
compete with the electric line.

The offices of the New York & Queens County Electric Rail-
road Co. have been moved into a new building at Nos. 5 and 7
Borden Ave., Long Island City.

A breakdawn in the power house of the Santa Barbara CCal.)
Consolidated Electric Co. recently necessitated the running of an
old mule car on State St. for several days.

The Circuit Court of Cook County has ruled that the repeal of
the Allen law at the last session of the Illinois Legislature did not
abolish the necessity for frontage consents.

It has been decided to consolidate the Gardner (Mass.) Street
Railway Co. and the Gardner, Westminster & Fitchburg Street
Railway Co., under the name of the latter.

The Muskegon (Mich.) Street Railway Co. has placed on sale
working people's tickets at the rate of six for a quarter. The tickets
are good until 8 a. m., and from 5 to 7 p. m.

The council of Kirkwood. a suburb of St. Louis, has passed an
ordinance prohibiting any street railways operating within its limits
from carrying any mail, baggage or express matter.

The residents of South Omaha, Neb., have petitioned the mayor
and city council of Omaha to ask the Omaha Street Railway Co.
to extend its lines and improve its service to that suburb.

The Haverhill (Mass.) Georgetown & Danvcrs Street Railway
reports gross earnings for the year ending Sept. 30, 1899. of $23,299.
Under the excise tax law the company pays the city $96.30.

The Denver City Tramway Co. is to be prosecuted for not com-
plying with the car heating ordinance. It is believed that the com-
pany has not been given a reasonable time in which to comply.

Boston experienced the first heavy snow storm of the season on
January 1st. and all of the snow fighting facilities of the Boston
Elevated R. R. had to be called into use to keep the cars moving.

The Dotz Third-Rail Electrical Co. was incorporated in Delaware
last month, with an authorized capital of $2,500,000. W. W. Dotz
and William Reinhart. of New York, are among the incorporators.

A consolidation of the Virginia Electric Co.. Norfolk Street Ry.
and the Norfolk & Ocean View Railway Co.. of Norfolk. Va.. has
been completed, under the name of the Norfolk Railway & Light
Co.

The property of the Phoenix City (Arizona'i Railway Co. was
sold on December 28th by the receiver for $33..Vt2. The purchaser
is the Phoenix Railway Co., a California corporation, and it is be-
lieved that Gen. M. H. Sherman who was at the head of the old

STREET RAILWAY REVIEW.

[Vol. X, No. i.

company is interested in the new one. The sale was ordered on
account o( a judgment for $354,000 secured by the Valley Bank ot
Phoenix as trustee for the bondholders.

■■\n application of the .Vtlanta (Ga.) Railway & Power Co. for the
privilege of laying underground pipes for the purpose of supply-
ing steam heat to the public has been held up by the Board of
.Mdermen.

By the deposit on December 27th of $4,500,000 with the Conti-
nental National Bank, of St. Louis, the final step in the transfer of
all the consolidating lines in St. Louis to the United Railways Co.
is completed.

.■\ gang of pickpockets is successfully working the street cars in
Baltimore, as shown by the large number of losses reported by pas-
sengers. The holiday season, with its crowded cars, offered great
opportunities.

The Chicago City Council has passed an ordinance requiring all
street raiUvay companies in the city to replace all flanged rails with
grooved rails within five years. From this time on new track must
be laid with grooved rails.

.•\niong recent petitions to the Massachusetts Legislature was
one from the Boston & Suburban Express Co. for authority to per-
mit street railway companies to furnish it facilities for transporting
mails, parcels and express matter.

The Newark (N. J.) Tax Board has announced that it intends
to tax as real estate, the franchises of street railway, electric light
and other companies enjoying public grants of this nature. The
matter will be taken into the courts.

The Union Traction Co., of .'\nderson, Ind., will probably make
arrangements for entering Indianapolis over the tracks of the
Indianapolis Street Railway Co. It is stated very friendly relations
exist between the two corporations.

Owl cars on the Broadway cable road in St. Louis are now
operated by electricity instead of mules as heretofore. It is an-
nounced within a few months the Broadway line will have been
entirely converted to electric traction.

The Berlin power station that supplies current for the third rail
section of the New York. New Haven & Hartford R. R. was
forced to shut down recently for several hours owing to the failure
of the water supply due to the severe drought.

It is stated in Spokane (Wash.) papers that President Hill, of the
Great Northern R. R., ex-Senator Warner Miller, of New York,
and others are to build an electric road to connect the Republic min-
ing camp with the Spokane & Northern road.

The statement is made that the company owning the union loop
in Chicago is about to make application for permission to buifd
elevated railways in .^dams and Monroe Sts., from Fifth Ave. to
Wabash .Ave., thus changing the present loop into two smaller ones.

The Monongahela Traction Co., of Pittsburg, is about to lay out
a new ball park at Kennywood. The athletic grounds will be a
level field 450 ft. long and 350 ft. wide, with a grand stand having
a capacity of 2.200. and two extensive bleachers at the side of the
infield.

The litigation in the supreme court over the consolidation of the
Cincinnati & Hamilton Electric Street Ry. and the Cincinnati &
Miami Valley Traction lines into a through line from Cincinnati to
Dayton has been compromised and through cars will soon be in
operation.

The Bay Cities Consolidated Ry. has effected a settlement with
the bridge cominissioners of Bay County which puts an end to a
controversy which has been pending for some time, and gives it
the right to use the bridge and approaches on the payment of $500
per annum.

The Brooklyn Rapid Transit Co. on January ist made a 5 per
cent advance in the wages of employes who had been continuously
in the service for two years, 10 per cent for those in the service for
three years, and 15 per cent for those who have been with the com-
pany five years or longer.

.Vbutting proi)erty owners have brouglu a number of suits against
the Union Elevated R. R.. Chicago, alleging damages by reason of
the shutting out of light and by the vibrations. Similar suits filed
some time ago have been decided in favor of the company and arc
now pending in the upper courts.

The gross receipts of the Milwaukee Electric Railway & Light
Co., for the year ending Dec. ,^i. iSgg, were $1,977,193, on which
the company will pay taxes of $79,088 to the city. The gross earn-
ings of the Milwaukee Light, Heat & Traction Co., were $232,500
on which city ta.xes of $4,650 will be paid.

The attorneys of the city of Columbus, O.. have advised the
council that the resolutions passed recently declaring sundry street
railway franchises forfeited and directing the clerk to advertise
them for sale, are void, as the council had no authority to take such
action; it must originate with the board of public works.

As the result of the Brooklyn Rapid Transit Co's. new transfer
system whereby all the through travel from the suburbs is carried
on the elevated roads, the traffic over the Bridge has increased to
190,000 passengers a day. The greatest number of passengers car-
ried when this railroad was controlled by the municipality was
from 145.000 to 150,000 a day.

The Tri-City Railway Co., of Davenport. la., has opened its new
line to the Arsenal at Rock Island for the accommodation of the
Government employes at that place. Special .'\rsenal cars will be
run for this purpose morning and evening, and specTal employes'
tickets entitling the holder to one round trip ride each working day
in the month will be sold at $2 per month.

.'\n attempt to hold up a street car in Seattle, Wash., on Decem-
ber 28th, resulted in the death of one of the would-be robbers and
the wounding of several of the passengers. Two masked men entered
the car, which carried eight people, at II o'clock p. m., and ordered
the occupants to throw up their hands. Instead of doing so several
of the passengers opened fire on the highwaymen with the above
results.

A deliberate attempt to wreck an electric car belonging to the
United Railways & Electric Co., of Baltimore, was made last
month on the elevated trestle over North St. An unknown
person placed a large paving stone on the track between the rail
and the wooden guard, but fortunately the first car that struck the
stone was moving slowly and no damage aside from derailing the
car was done.

Acting on the report of the fire chief of New York City that an
unusual number of collisions between cars and fire apparatus had
occurred recently, both the Metropolitan Street Railway Co. and
the Third Avenue Railroad Co. have issued instruction to all
the motormen and gripmen to stop their cars before crossing
streets in which fire companies are stationed, to see if a fire engine
or truck is approaching.

,\n authority states that the first-class passenger fares on the
steam roads of the United States last year averaged 2.14 cents per
mile. In England the first-class fare is 4 cents per mile; the third-
class fare is 2 cents per mile; in Prussia the fare is 2.99 cents per
mile; in Austria 3.05 cents per mile, and in France 3. ,36 cents per
mile. These figures were compiled by George H. Daniels, of the
New York Central R. R.

.•\ new price list of leather belting has been adopted by tlie
Leather Belting Manufacturers' Association. The following prices
from this list will give an idea of the revised schedule: Single belt-
ing, Vz in. wide, 8 cents a ft.; i in. wide, 14 cents a ft.; 2 in., 34
cents: 4 in., 72 cents; 6 in., $1.11; 8 in.. $1.48; i ft. wide, $2.22; 2 ft.,
$4.44; 3 ft., $6.66; 4 ft.. $8.88; 5 ft., $11.10; 6 ft., $13.32. Double belt-
ing is twice the price of single belts.

Jan. is, 1900.]

STREET RAILWAY REVIEW.

A suit for foreclosure of mortgage has been filcil against the
Astoria (Ore.) Street Railway Co., and Judge Mc Bride lias been
ai)i)oinlcd receiver of the property. The mortgage is a first lien
and lIuTc is now due the principal of $25,000 and $4,S(X) accrued
interest. The company owns three miles of electric road, five
motor cars and two trail cars, and one 80-kw. generator, one
IJ5-I1, p. engine and one 200-h. p. boiler.

The Ke(jl<ul< & Hamilton Water Power Co. lias been incor-
porated in Iowa by capitalists of Keokuk, la., and flamilton. 111.,
to develop the water power of the Des Moines rapids of the Mis-
sis.sippi River, and transmit it electrically to various cities and
towns of the two .states. The officers of the company are: Charles
P. Hirge. Keokuk, president; R. R. Wallace, flamilton, vice-pres-
idinl : I'.dw.uil Jarger, Keokuk, secretary and lre;isurer.

Piesidenl W. Caryl ICIy of tile Intern.ilional Traction Co., of
BufTalo, in a recent interview regarding the street railway trans-
portation facilities at the coming Pan-.\merican Exposition said
in i)art: "We will have five lines of street cars running to and
from the exposition grounds and will be in a position to care for
from 75,000 to 100,000 persons an hour. North of the grounds
we will have terminal tracks with room for between 400 and 500
cars."

The city council of Buffalo, N. \' , has passed a resolution requir-
ing the Butifalo Traction Co. to begin the building of a few new
lines next spring, allowing an extension of time on several other
lines, relea.sing the company from its obligation to build a number
of lines lliat were originally intended to parallel the routes of the
BulTalo Railway Co.. and removfiig the legal obstacles in the way
of an actual consolidation of the Buffalo Traction Co. and the Buf-
falo Railway Co.

At the recent meeting of the Fairmount Park Transportation Co.,
of Philadelphia, the president stated that Woodside Park, in which
the company had invested $,100,000, was in fine condition. The
Transportation Co., during the year ending October ist last, ad-
vanced the Woodside Park Co. $45,000, and in addition expended
$20,000 in improvements. The number of passengers carried for
the year was 2,552.562. an increase of 309.408 over the previous year.
Net receipts were $70,952.

The bitter feeling in consequence of the recent strike in Cleve-
land has not entirely disappeared, as is evidenced by the number
of arrests that have been made of persons willfully annoying the
new conductors and injuring the company's property. The chief
amusement of the rowdies who caused the trouble was the ringing
up of fares, for which the conductors would have to account. An-
other pastime was the cutting of the trolley rope and annoying
peaceably disposed passengers.

The report of the Board of Railroad Commissioners of Maine
for the year ending June 30, 1899, states there are 240 miles of street
railways in the state, three of which are horse and the rest electric.
The total gross earnings for all the roads is given at $1,090,418:
operating expenses. $686,420; net earnings. $403,998. There were
two passengers killed and seven injured. Total number of passen-
gers carried was 18.496.374. Motormen and conductors on street
railways of Maine arc paid from $1.43 to $1.60 per day.

The State Board of Equalization of Connecticut has completed
the work of auditing the returns of the steam and street railway
companies of the state for calculating the ta.xes. The largest
amount of tax paid by any electric road is by the Fair Haven &.
Westville Ry., which pays $36,728.73, the stock being valued by
the board of equalization at $25 per share. The next highest trolley
taxpayer is the Hartford Street Railway Co.. $30,296.47, the stock
being valued at $125 per share. The smallest amount of tax is
paid by the Newington Tramway Co.. which has an existence
practically in name only. The amount is 8 centK

The superior court at New Haven, Conn., has awarded judgment
for $3,000 damages to the parents of a child killed by a car of the
Derby (Conn.) Street Ry. The defendant at the trial made the fol-

lowing argument, that "as the statute authorizes the Railroad Com-
misioners tti require street railways to place fenders on their cars
svhenever public safety requires it, this authority in\csted in the
commissioners is exclusive and deprives the court of the power to
find negligence from their absence in cases where the commission-
ers have failed to order their use." It is held, however, by the Hart-
ford court that this is not goorl law

ADDIS' SINGLE RAIL TRAMWAY.

The accompanying illustration is from Indian Engineering, in a
recent issue of which is reprinted a letter, dated Nov. 2, 1891. from
the invent(jr, W. J. Addis. The tramway consists of a single rail;
the vehicles are any of those in ordinary use with the addition of

SI.NI'.LK HAIL TRAMWAY.

one or more centrally located wheels to bear on the rail. -Mr.
Addis states that the road has been worked in Europe, India and
Burma, and recommends it for feeder lines and famine roads.

A CASE OF WORM EATEN PILES.

Mr. Onward Bates, engineer and superintendent of bridges and
buildings of the Chicago, Milwaukee & St. Paul, recently presented
before the Western Society of Engineers, of which he is president,
an account of the experience of his road with worm eaten piles.
The company uses Wisconsin oak for piling when this timber can
be secured, but on one occasion was obliged to get a lot of Ar-
kansas oak piles. These were driven in various bridges on the
company's lines; two years later it was discovered that worms were
eating the Arkansas piles in one of the bridges and 60 of them
had to be replaced. Within four years after being driven all of
this lot of piles were found alive with worms. The worms attacked
the pile near the surface of the ground and worked downward, being
most destructive in sandy soils and during dry seasons; they con-
fined themselves to the Arkansas timber and did not molest north-
ern oak piles driven in the same bent.

In answer to an inquiry, the Forestry Division of the Department
of .Agriculture gave the following information concerning these
piles:

"If an oak is felled in Arkansas in May and left only a week on
the ground and unbarkcd. the boring insects, like green flies on a
dead animal, will have deposited their eggs bj' the thousands. Even
if peeled and taken away, young larvae will continue their mischief.
If the bark is pushed off. the logs at first do not show any con-
spicuous signs of the presence of these borers and thus may easily
pass muster. From the fact that the piles decayed so readily it
seems plausible that:

"I. They were left in the bark for some time before peeling.

"2. That they became infested by fungi (causing decay) as well as
the borers.

"3. That they remained in the wood for sometime and thus fa-
cilitated the progress of both.

"Any after-treatment except impregnation or subjection to dry
kiln seasoning could not benefit these timbers.

"Had they been cut in winter (any time after September I5th>.
peeled and at once taken out of the woods to some dry yarding
ground, they would have lasted as well as Wisconsin oak. Oak
sapwood is generally not durable and it might be well to cut it
away whenever the exposure requires great durability."

Mr. Bates stated the life of Wisconsin oak piles was from 12 to
18 years.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

PATROLMEN AND FIREMEN USUALLY RIDE

FREE.

There is one valuable service rendered by street railway compa-
nies to the municipalities in which they are located that is seldom
taken into consideration when the questions of remuneration for
franchises, rates of fares, etc., are up for discussion. This is the
carrying of city employes, as policemen and firemen, without
charge, and in a number of cities this free transportation, if paid
for at regiilar cash fare rates would amount in the aggregate to
several thousand dollars per year. The greater portion of this sum
is virtually a gift to the community, as it costs the company as much
to carry a policeman or fireman as any other passenger. Most of
the roads have of their own accord offered free transportation to
these public servants although they were under no more obligation
to do so than they were to carry without charge, doctors, school
teachers or in fact any other class of citizens.

To ascertain what the custom is in this regard and to determine
something of the cash value of this free riding the "Review" re-
cently sent out a list of questions to a few prominent roads picked
at random from different sections of the country. Of the 29 com-
panies addressed only 2 do not carry cither policemen or firemen
without charge; 6 carry policemen but not firemen; and 21 carry
both policemen and firemen. In nearly all cases the stipulation is
made that these officers must be in uniform or a fare will be col-
lected.

Twenty of the companies reporting do not keep records of free
riders and 9 do.

The Albany Ry., and the Milwaukee Electric Ry. & Light Co.
carry neither policemen nor firemen free.

The following companies carry policemen only and not firemen:
Portland (Me.) R. R., Cleveland Electric Ry., Cincinnati Street
Ry., Binghamton R. R., Ithaca (N. Y.) Street Ry., and Duluth
(Minn.) Street Ry.

The following companies carry both policemen and firemen but
are not able to estimate the total number that ride per annum: St.
Louis & Suburban Ry. ; Twin City Rapid Transit Co., of Minneap-
olis, Minn.; Omaha Street Ry. ; Metropolitan Street Ry., of New
York City; Union Traction Co., of Philadelphia; Wilmington
(Del.) City Ry. ; United Railways & Electric Co., of Baltimore,
Washington (D. C.) Traction & Electric Co., and Louisville (Ky.)

Ry.

T. M. Jenkins, general manager of the St. Louis & Suburban
Ry., writes as follows: "We carry both policemen and firemen free
of charge — that is the policemen when they may desire to ride, and
firemen going to or coining from their meals. (Of course this
clause is merely one of form, as we have no means of telling when
any particular firemen is going to or coming from his meals.)
Both policemen and firemen are required to be in uniform to entitle
them to free transportation."

The Cincinnati Street Ry. has a rule that not more than two
officers are to ride on a car at any one time.

Willard J. Hield, general manager of the Twin City Rapid Tran-
sit Co., of Minneapolis, writes: "We permit police and firemen
when in full uniform, to ride free on all our cars. We receive com-
pensation from the government for the transportation of mail car-
riers and postofificc special delivery boys, but this is paid in a lump
sum, and they are allowed to ride on their uniforms and are con-
sequently regarded by the conductor as free riders. The conduc-
tors report all free riders, but do not separate the different classes."

The following companies report the estimated number of police
and firemen carried free each year and the value of this service if
it were paid for at regular cash fare rates as follows:

Boston Elevated Ry., number carried 3,285,000; value, $164,250.

Denver (Col.) City Tramway Co., number carried, 81,000; value,
$4,050.

Columbus (O.) Ry., number carried, 264,000; value, $13,200.

Buffalo Ry., number carried, 1,280.936; value, $64,046.

Chicago Union Traction Co. number carried, 1,600,000; value,
$80,000.

Birmingham (Ala.) Ry. & Electric Co., number carried, 50.000;
value, $2,500.

Detroit Citizens' Street Ry., number carried. 800,000; value,
$40,000.

New Orleans City R. R., number carried, 530,000; value $26,500.

Market Street Ry., of San Francisco, number carried, 360.000;
value, $18,000.

Consolidated Traction Co., of Pittsburg, number carried, 365,000;
value, $18,250.

Indianapolis Street Ry., number carried, 521,950; value, $26,-
007.50.

Rochester Ry.. number carried, 150,000; value $7,500.

The Ithaca Street Ry. does not carry firemen free but estimates
the number of police at from 5,000 to 6,000 per year, and the value
of the service at $250 to $300.

The Duluth Street Ry. carries 73,000 policemen per annum; value
of service, $3,650.

< > »

MERRY-GO ROUNDS OR CAROUSELS: HOW
THEY ARE MADE.

One of the most interesting manufacturing establishments that one
can visit is found at 3635 Germantown Ave., Philadelphia, where
the proprietor, Mr. G. E. Dantzel will explain to the visitor the
method of constructing the mechanical details of one of these
child fascinating amusement appliances, and what is still more in-
teresting will describe the method of constructing the various
wooden animals, and chariots on which the children are mounted
for a ride. The animals provided with the carousels, which are
tiM'ned out from this establishment are not mere graven images,
stiff and ugly, but animals designed true to life, and graceful in
form and poise, and in fact highly artistic as to form and coloring.
In the process of manufacture, seasoned planks 3 in. thick, of pop-
lar or other white woods are cut into peculiar shapes by a band
saw, and then glued firmly together making a hollow box with
various irregular attachments. These then go to the carving room
and are carved by hand by skilled artists into the desired forms.
The horses have glass eyes, genuine horse tails, and the saddles
and saddle-cloths are carved in the wood. For models the de-
signers go to the illustraed animal books or zoological gardens where
they study animal life and draw and design in the most natural
manner possible. If it be a horse that is being constructed, the
head and mane are carefully formed and carved as if for a bronze
statue, and the pose of the limbs and that of the whole body is
oftimes that of an animal running or galloping, and the detail
designs are so accurate that even the shoes on the feet are carved
and colored so as to imitate a real iron shoe. The favorite animals
imitated include horses, donkeys, camels, oxens, deers, giraffes,
buffaloes, ostriches, lions, dogs and almost all the animals familiar
to child life, both domestic and wild. Not only is the carving
carefully and artistically done, but the painting and decorating is
in pleasing and durable colors. Two or four rows of animals are
usually mounted on the large machines, and in some cases, the in-
dividual animals of the inside rows are mounted on ingeniously ar-
ranged movable pedestals which give to the animals an automatic
rocking or galloping motion independent of the whirling motion
of the entire device. Outfits are sold complete including motors
or two-cylinder vertical or horizontal engines for operating the
carousel, and also imported organ orchestrions, concertinos and
trunipetinos for furnishing the music that is usually provided with
these machines. The organ cylinders are made in the works and
are so designed that they are interchangeable, so that a change can
be made every year in the tunes played. The carousels are made in
eight sizes and range from 36 ft. in diameter to 48 ft. and one size
is a double deck machine 44 ft. in diameter. The different machines
carry from 24 to 60 animals and from 2 to 6 double seated chariots
which are also carved and beautifully upholstered and frescoed.
The double deck machines carry 68 animals and 6 double seated
chariots.

The carousels are sold at prices ranging from $3,000 to $7,000,
depending upon size and finish. In one case an outfit was sold and
put up with a tent at the Pittsburg Exposition for $14,000 which
paid for itself the first year.

Mr. Dantzel has been engaged in the manufacture of carousels,
swings and other amusement appliances in this country since 1867.
His father before him was engaged in constructing similar appli-
ances for amusement more than 70 years ago in Germany. Mr.
Dantzel claims that his products are the finest in the world, a re-
sult of long experience in this line of work, and from the fact that
only the best and most skillful artists and carvers are employed for
designing and shaping the animals, while the mechanical appliances
are up-to-date in every particular. It is claimed that demand for
amusement appliances of this character is increasing from year to

Jan. is, 1900.]

STREET RAILWAY REVIEW.

yc;ir, Inil llic orders Uial roiuc tn lliis establishment arc not con-
fined lo this conntry merely, but sliii>mcn(s are made lo .Sontli
America and olbcr foreiKn countries.

A NEW SURFACE CONTACT SYSTEM.

The following description ot a new surface contact system was
recently given by Mr. W. H. Mcrriman, in the London I'^lcctrical
]'"ngineer.

Fig. I shows details of the cross section of this system. As a
car travels along the road the flanges of the wheels press the treadle
A, and with it the short plunger, B, thereby depressing the shorter
arm of the lever. The treadle, A, may be either a rigid bar of a
length equal to the wheel base of the car, or, preferably, a contin-
uous flexible strip of steel as shown in Fig. 2. It is held in its

normal position by the studs, B, which are placed along the groove
of the rails at intervals equal to the wheel-base of the car. When
the short arm of the lever is depressed the long arm rises, carrying
with it by means of the flexible coupling, f, the contact stud, C. C,
which when raised makes electrical contact between D and E,
the latter being in direct connection througli a fuse with the main
feeder. The contact stud when raised presses against the collecting
bar fixed on the bottom of the car, a firm contact being secured by
the spiral spring. Si. At the end of the long lever a weight is
fixed which is sufficiently heavy to prevent anything less than the
weight of the car from depressing the treadles and raising the
contact stud. This weight also insures the contact stud falling
back promptly into its normal position. As soon as the car wheels
leave the treadle the weight falls, and it will be seen from this
arrangement that the stud is raised only when the car is directly
over it and only is "alive" at such times as it is raised. Fig. 2

-±

Collecting SKate

ct-,£

c1L-|f

Diagram of Electrical Connections

Hail Level

Is ~A fa^

Action of Rigid Treadles

flM

Action 0/ fletiOle Treadles

shows a diagram of the electrical connections with the alternative
systems of rigid and flexible treadles, two of the plungers, B,
being shown depressed as the car wheels pass over them, the con-
tact studs consequently being raised.

The system appears to be extremely complicated on account of
the number of moving parts and the ease with which dirt, stones,
etc., would be able to work into the treadle and eventually pre-
vent its being depressed. While the general idea of contact rising
from the road, making connections with the collector and falling
back "dead" again after the car passes, has long been an attractive

problem to inventors, the advisability of such a system is doubtful,
and experience has proved that it is almost impossible to obtain
a smooth working device which contains any great number of
moving parts.

• ■♦

STREET CARS IN MANILA.

\ private in Co. C, Thirteenth United States Infantry, stationed

in the Philippines, writes as follows concerning the transportation
facilities in Manila:

"The street cars in Manila are fearfully and wonderfully made,
but not more so than some of the other conveniences for hire in the
streets. You hear nothing but the whistle of the driver of the ap-
liroaching street car, who uses an old trumpet with a squeaky and
ear-splitting note, playing a weird tunc for the purpose of clearing
ihc tracks, which, however, never seem to want clearing."

MUNICIPAL OWNERSHIP WANTED AT
SEATTLE.

There is in Seattle, Wash., a considerable party which strongly
favors the municipal ownership of street railways and i.s conduct-
ing its campaign through a committee of 100. The committee has
applied for a writ of mandamus to compel the city council to sub-
mit lo popular vote at the election in March next a proposed
amendment lo the city charter. It is claimed that the council has
disregarded a petition praying that such an amendment be sub-
mitted.

HIGH GRADE ELECTRICAL INSTRUMENTS.

The complete line of portable and switchboard ammeters, milli-
ammeters and volt meters, made by the Jewell Electrical Instru-
ment Co., of Chicago, has been on the market for two years and is
giving perfect satisfaction, as is proved by the fact that the busi-
ness of the company has so increased within the past six months
that it has been necessary to secure larger factory floor space. This
has been obtained at the corner of Randolph and Canal Sts., Chi-
cago, and the works will be moved from the present location on
February ist, thus starting out the new year with a quadrupled
factory capacity to meet the requirements of the rapidly growing
patronage.

In the company's 1900 price list just received special attention is
drawn to the following strong features of these instruments; rigidity
of construction, especially noticeable in the movements; "deadbeat"
qualities; constant temperature co-efficient; hand drawn scales, so
that readings are as correct as the human eye can read; scale
divisions are uniformly spaced; scale readings all begin at zero and
the scale is adjustable; no magnetic lag, as the instruments have no
iron in the moving parts; the device for eliminating effects due to
static electricity.

A THREE-CENT FARE ROAD.

In order to get a connecting link for its line from Braddock,
Homestead and other towns east of Pittsburg to the city, the
Monongahela Street Railway Co. was obliged to accept a franchise
from the town of Wilkinsburg which provided for 3-cent fares.

The 3-cent fare will be strictly confined to the limits of Wilkins-
burg, so that town will now have the distinction of being the only
one in America where the street railway rates are so low.

Several officials of the ."Mlentown & Kutztown Traction Co., of
Allentown, Pa., were severely injured recently while testing a new
gasoline engine for driving street cars. The tank containing the
gasoline was carried beneath the forward part of the car and by
proper mechanism when the motorman turned a crank the vapor
would ignite and the car start. On the first trial when the lever was
turned a terrific explosion occurred and the occupants of the car.
consisting of officers of the company, were thrown in all directions.
It is announced that all experiments with gasoline as a motive
power will be abandoned on this road.

The Birmingham (.\la.) Railway & Electric Co. has ordered 30
new summer cars.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

PERSONAL.

MR. .1. F. T.WLOR has accepied the position of general manager of the
.Madras Tramway:>.

MR. THOMAS LEES has been appointed superintendent uf the Nashua
(N. 11.) Street Ry.

MR. IIOKACE E. ANDREWS has succeeded Mr. S. T. Everett as director
ot the Little Consolidated, ot (.Icveland.

MR. .\LI1ERT S. RICHEV has assumed the duties of electrical engineer for
the Union Traction Co., of Anderson, Ind.

MR. W. 11. LONGYEAR succeeds Mr. \V. E. Ham as auditor of the Brook yn
Rapid Transit Co., with all its allied properties.

MR. C. li. WILMERDI N't;, of Chicago, has been appointid supt-rintcndent
of stations for the Third Avenue R. R., of New York.

MR. R. H. IiA\'IS has resigned his position as superintendent of track
department of the Syracuse (N. Y.) Rapid Transit Co.

MK. 11. M. LYNN, of Milwaukee, is in charge of the extensions the Fond
du Lac (Wis.) Street Railway & Light Co. is now building.

MR. JAMES R. CARRIER, superintendent of transportation of the Syracuse
(N. Y.) Rapid Transit Co., has been succeeded by Mr. Harry J. Clark.

MR. MORRIS M. N.\SH will take the office of superintendent of the Lowell
(Mass.) & Suburban Street Ry., made vacant by the death of Mr. Philip T.
Beg ley.

MR. L. A. SCOVIIv. superintendent of the Ouincy (111.) Horse Railway &
Carrying Co., has resigned to take a position with the street railway lines at
Kansas City, Mo.

MR. EDGAR F. FASSETT will be superintendent of the new United Trac-
tion Co.. of Albany, N. Y. Mr. Fassett was formerly assistant superintendent
of the Albany Ry.

MR. .\LFRED GIBBINGS, until recently engineer to the Bradford (Eng.)
Corporation, has been made consulting engineer to the borough, and a new
engineer will be appointed.

MR.WILLARD R. KIMHALL, a director and large stockholder in the Syra-
cuse (N. Y.) Rapid Transit Ry., has sold all his holdings in that company and
resigned from the directorate.

MR. JAMES \VALL.\CE, formerly road-master of the Toronto (Ont.) Ry.,
has taken a responsible position in connection with the management of the
Winnipeg (Manitoba) Street Ry.

MR. CHARLES E. FLYNN, superintendent of the Carbondale (Pa.) Trac-
tion Co., on Chrtsttnas eve received a midnight call from his employes and was
presented with a handsome opal ring.

MR. ROBERT F. CARR, vict president and general manager of the Dear-
born Drug & Chemical Woi ks, ol Chicago, is making a two months' business
trip to the Pacific Coast and is now at Los Angeles.

MR. H. B. WESTCOTT, general manager of the Cortland & Homer Traction
Co., of Cortland, N. Y., has accepted the position of general manager of the
Sidney & Louisburg R. R., a steam line in Nova Scotia.

MR. W. G. MELOON, formerly superintendent of the Portsmouth, Kittery
& York Street Railway Co., of Portsmouth, Me., has been made general man-
ager of the road, succeeding Mr. A. F. Gerald, resigned.

MR. \W. T. GOUNDIE, who has been for many years general manager of the
Kings County Elevated R. R. of Brooklyn, has been made general superintend
ent of all the elevated lines of the Brooklyn Rapid Transit Co.

MR. E. H. MATHER, assistant general manager of the street railway sys-
tems owned by the Connecticut Lighting & Power Co., has resigned to accept
the position of treasurer of the Portland (Me.) Electric Light Co.

MR. BROWN CALDWELL, recently secretary of the Peerless Rubber Co.,
has assumed the position of general eastern representative of the Sargent Co..
of Chicago, and will have offices in Pittsburg and New York City.

MR. W. G. WAGENH.\LS. formerly superintendent of the Miami Valley
Traction Co., now manager of the Millcreek Electric Street Ry., of Cincinnati.
received a Christmas present from the employes of his road in the shape of an
elegant leather upholstered chair.

GEN. MGR. E. C. HATHAWAY and Supt. R. T. Gunn. of the
Lexington (Ky.) Railway Co., received handsome Christmas remembrances
from the employes of the road on Christmas morning. Mr. Hathaway was pre-
sented with a leather upholstered chair and Mr^Gunn with a gold watch.

MR. W. S. DIM.M(JCK was Inst month ;i|»(iointcd general manager of the
Omaha & Council BlutTs Railway & Bridge C"o.. of Council lllulTs, la., a newly
created ofticc. Mr. DimnK)ck fv)r ilu- .dst si.\ years has had the virtual position
and authority of general manager under the title of general superintendent; the
latter office will remain vacant.

MR. GRANVILLE C. CUNNINGHAM, who is known in street railway cir-
cles in this country through his connection with the electric railway interests
of Toronto and Montreal, has resigned his position as managing director of the
City of Birmingham Tramways Co., Ltd.. of Birmingham, Eng., to accept the
post of general manager ol the Central London Ry.

MR. C. LOO.MIS .\LLE.\. who succeeded Mr. John H. Moffitt as general
manager of the Syracuse iN. V.) Rapid Transit Co., has left Syracuse to take
up the duties of general manager of the street railway system at Lorain, ( ).
Mr. Allen was presented with a handsome gold watch by the employes uf the
ivapid Transit Co. the day he left for his new work.

MR. S. L. NELSON resigned as general manager of the Springfield (O.)
Railway Co. on December 31st, and it is stated will take a similar position
with the Wichita properties recently purchased by Mr. W. B. McKinlcy, of
Joliet and Champaign, 111. Mr. Nelson left Springfield with the best wishes
of every man connected with the railway, and of his many friends among the
citizens of Springfield.

.MR. WILLIAM F. HAM auditor of the Brooklyn Rapid Transit Co., has
severed liis connection with that system to accept the office of comptroller of
the Washington (I). C.) Traction & Electric Co. Mr. Ham's work in connec-
tion with the Accountants' Association has made him one of the best-known
street railway men in this country and be will take with liim into his new labors
the best wishes of his host of friends.

MR. W. B. BROCKWAV. secretary of the Toledo, Bowling Green & Fre-
mont Ry.. and secretary of the Street Railway .-\ccountants' Association of
America, has resigned his position with the Toledo road to accept a flattering
oflfer from the New Orleans & Carrollton R. R. , lie will enter on his new
duties in New Orleans this montli. and carry with him to his new work the
best wishes of a large circle of friends.

MR. WALTER H. WILSON, who lately resigned as first vice-president of
the Chicago Union Traction Co. and was succeeded by Mr. John M. Roach.
was last month chosen third vice-president of the company, a newly created
office. At the same meeting four directors were added to the board, Messrs.
William Dickenson and John \'. Clarke, of Chicago, and Walter S. Johnson
and Henry B. Hollins, of New York.

MAJ. E. C. LEWIS on December 14th resigned as vice-president and director
of the Nashville Street Railway Co. and the three subsidiary companies, the
Nashville & Suburban Street Railway Co., the Citizens' Rapid Transit Co. and
the Cumberland Electric Liglit & Power Co., with which he has been connected.
Mr. T. J. Felder succeeds him as vice-president of the latter companies and
Mr. S. M. Murphy as vice-president of the Nashville Street Ry.

MR. EDWARD P. BURCH, electrical engineer for the Twin City Rapid
Transit Co., has resigned his position witli that company to become a consult-
ing engineer. Mr. Burch has been the company's chief electrician for nearly
eight years. Among more recent work, he has installed and has supervised the
operation of the electrical apparatus at the new 10,000 h. p. water power plant
of the Pillsbury-Washburn Co., in Minneapolis, and has had entire charge of
the Twin City Rapid Transit sub-stations in Minneapolis and St. Paul. The
power plant lias ten i,ooo-h. p. direct connected units. Power is trans-
mitted from 3 to 10 miles through paper insulated underground cables by three
phase alternating currents at 3,500 and 12,000 volts and is transformed and con-
verted at sub-stations into direct current at 600 volts for the entire railway
system of Minneapolis and St. Paul. This was the first large installation of
the kind. The system has been in operation over two years.

ELECTIONS.

THE OUAKERTOWN (PA.) TRACTION CO. has passed into the control
of C. Taylor Leland. The new directors are S. R. Kramer, Perkasie, Pa.; W. 11.
Davis, Quakertown, Pa.; C. Taylor Leland, Quakertown. Pa.

THE CLARKSBURG (W. WA.) STREET RAILWAY CO., at a recent
meeting, elected the following officers^ President, S. C. Dunham; vice-presi-
dent. Leonard Peck; secretary, V. L. Highland; treasurer, F. B. Haymaker.

THE STATEN ISLAND (N. V.) ELECTRIC RAILROAD CO. has elected
the following board of directors: Gen. Samuel Thomas, W. G. Oakman, W. E.
Findley. H. W. Poor, J. H. Swinarton, T. F. Ryan, Charles R. Flint, H. U.
Rogers and Col. G. B. M. Harvey.

THE HAVANA (CUB/D ELECTRIC RAILWAY CO., which has acquired
all the street railway franchises and concessions in Havana, has elected new
officers as follows: President, Edwin Hanson; vice-presidents, William L. Bull
and R. A. C. Smith; secretary and treasurer, Arnold Marcus. Directors in
addition to those above named are P. A. B. Widener, T. F. Ryan, Sir William
C. Van Home, William McKenzie, Frederic Nichols, H. M. Perkins, Thomas
P. Fowler, E. H. Androni. William M. Doull, N. Gelats and G. B. M. Harvey.

The Michigan Traction Co., of Kalamazoo. Mich., is now con-
trolled and operated by the Railways Co., General, whose offices
are in the Harrison Building, Philadelphia.

Jan. is, 1900.]

STREET RAILWAY REVIEW.

CHARLES J, MAYER,

ENGLLJvn

A, H, ENGLUND,

CABLE ADDRESS:

"MAYLUND" Philadelphia.
A B. C. Code, 4th Ed,

10 SOUTH TENTH STREET,
PHIL/\DELRHIA, RA.

NEW YORK OFf ICE:
85 LIBERTY STREET.

Electric Railway Material and Supplies of Every Description.

We are exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

R. D. Niittall Co., Allegheny, Pa.

GearR, PinionR, Deariiliffi. TrnlleyK, Etc.

Van Wagoner & Williams Hardware Co., Cleveland, O.

Drop Kor(fed Copjwr Coniiiiutatnr SeffmeiitH.

The Protected Rail Bond Co., Philadelphia.

•' Pnilected " Flexible Rail Iloiids.
American Electric Heating Corporation, Boston, Mass.

Electric Car Heaters i»f Every DeHifrn*

Chisholm & Moore Manfg. Co.. Cleveland, O.

Muore's Chain UoiHts.

New York ,& Ohio Co., Warren, O.

" Packard " Iiicaildetceiit Lattips.

The International Reginter Co., Chicago. 111.

Sinirle and Unable Fare Roriiter*.

W. T. C. Macallen Co., Boitton, Ma»K.

Standard Overhead InHulatinif Material.

Bradford Belting Co., Cincinnati, O.

" Miinarcb" InHulaiinir Paint.
Sterling Varnish Co., Pitt»burg, Pa.

Sierlinif New Prncenii Innulalinir Varni»h.
Garton-Daniels Electric Co., Keokuk. la.

<;:irti>n Liifhtilinj; Arresler*.

D. & W. Fuse Co.. Providence. R I.

Enclinvd Non-Arcinir Fu«e<>.

Special Agents: Amkkic.^n Ei.ECTkic.m, Works. Providence, R. I.

We carry the largest stock in this country of Strictly Electric Railway Material.

We are now occupying our entire building, five floors and basement.

Special Attention given to Export Business.

Send

OBITUARY.

MR. PHILIP T. BEGLEY, superintendent of the Lowell (Mass.) & Sub-
urban Street Ry., died recently.

DR. E. J. FINNEY, the well-known inventor of numerous electrical devices,
died at bis borne in Fox Lake, Wis., December igtb.

MR. JOHN D. OXNER, who was for many years connected with the street
railways of New York City, died at his home in Rome, N. \'., on December
2lst.

MR. PAUL BEDFORD ELWELL, electrical engineer for the Government
Railways in New South Wales, died at Double Bay, N. S. \V. on Septem-
ber 10th.

THK EMI'lkli Ui-' Hit SUUTU i-, Ihe royai iitic oi --.>j p..«i-> ju>i pul^-
lished by the general passenger department of the Southern Railway Company,
of Washington, D. C. It is certainly one of the largest, as well as one of the
most handsome railroad publications we have ever seen. Each of the Southern
states is taken in turn, and the hundreds of beautiful half-lone illustrations arc
accompanied by a description as interesting as a novel. No one who has ever
traveled the South but will find the utmost pleasure in making the trip again
as he peruses this book. Those who have never visited the southland cannot
scan its pages without a strong resolution to see the cotton fields and mossy
live oaks for himself, while to the young man starting out in life the "go west"
may well be paraphrased to "go south and grow up with the country." Copies
of the book may be had by sending the amount of the postage, 15 cents, to
\V. A. Smith, general passenger agent, Washington. D, C, or J. C. Beam, Jr.,
80 Adams St., Chicago.

CAPT. THOMAS H. BROWNE died last month of yellow fever. Capt
Browne at his death was secretary and treasurer of the Havana Street Railway
t'o., and has been connected with the street railway system at Boston and with
the Metropolitan Street Railway Co., of New York, leaving the latter position to
go to H.Tvana in September last.

NEW PUBLICATIONS.

A SECOND EDITION of the lecture by Walter B. Snow on "The Influence
of Mechanical Draft Upon the Ultimate Efficiency of Steam Boilers" has just
been issued by the B. F. Sturtevant Co., of Boston. Mass., by whom copies will
be sent upon application.

"DIRECT CURRENT LABORATORY WORK IN AN ELECTRICAL
ENGINEERING COURSE." read before the last meeting of the Society for
the Promotion of Engineering Education by Frank W. Springer, instructor in
electrical engineering. University of Minnesota, has been reprinted in pamphlet
form and copies may be obtained by those interested on application to the
author.

"WIRE ROPE" is the title of an 80-page pamphlet just issued by the Hazard
Manufacturing Co., which describes the steel, iron and galvanized wire ropes
made by this company and, more particularly, illustrates some of the many uses
to which these materials are put. For the latter purpose there are handsome
half-fone engravings of mining, railroad and manufacturing plants, inclined rail-
ways, bridges, yachts, ships, etc. Tliis company's works were established in
1S4S, and it has recently extended the plant and engaged in making insulated
electric wires and cables.

LES MOTEURS A EXPLOSION, by George Morcau, just published by
Charles Berangcr, of Paris, successor to Baudry et Cic., is a treatise on explo-
sive engines prepared with particular reference to the application to automo-
biles, and comprises a full exposition of the principles underlying the design,
construction and operation of motors for vehicles of this type. The development
of the practicable automobile has been entirely in recent years, making this
work very timely in its appearance. The plan followed by the author was to
begin with the elements of the subject and give a complete analysis; the reader
who has some knowledge of mathematics as applied in mechanics and physics
will easily follow him.

The introductory chapters deal with general considerations and fundamcnul
principles of thermodynamics and the theory of explosive motors. Following
the ideal cycle is a discussion of the imperfections of the actual c>'cle and the
causes of them; this chapter is admirable in its completeness. The problems in
design resulting from the conditions imposed by the automobile are next fully
treated and there is a chapter on the resistance of materials with formulas for
the design of different parts of the apparatus. The calculations of capacity are
based upon a consideration of what the author terms passive resistances, under
which are friction, air resistance, the efifect of the iocnia of the moving parts
of the mechanism. Chapters on the properties of difierent combustibles suitable
for this type of motors and on the proper method of conducting comparative
tests of automobiles conclude the subject. "Les ifoteurs a Explosion" com-
prises 435 octavo pages; the typographical work is excellent.

The motorman of a car belonging to the Bridgeton & Millville
Traction Co.. while making his last nin for the night recently dis-
covered a farm house in an unfrequented locality near Bridgeton,
N. J., to be on fire, and with the aid of the conductor succeeded
in rescuing the three inmates, who had been overcome with smoke.

STREET RAILWAY REVIEW.

[Vol. X, No. i.

'm^^m'

B^^^^^^2P3;&a^s'.<^-:WQit\s^m^^y^^

ECHOES PROAA THE TRADE

^,(:^^^om:^r4i^(r^(i.mK-f^^~y^^^

THE GRIFFIN WHKF.L CD'S, products are popular. The Chicago works
are turning out 1,500 car wheels a day.

THE GEiXERAL ELECTRIC CO. has declared its regular quarterly divi-
dend of i>4 per cent on common stock.

THE WESTINGHOUSE ELECTRIC & MANUFACTURING CO. declared
a quarterly dividend of ij4 per cent payable January 2.

THE ELECTRICAL INSTALLATION CO., of ^hicago, is finishing up the
work of what has been the busiest year in its history.

THE STERLING VARNISH CO. announces its removal from 3-M Water St.,
Pittsburg, Pa., to the Times Building, 4th Ave., Pittsburg.

EXPORT BUSINESS is worth having— the "Review" advertisers are getting
is because our foreign issue reaches every buyer each month.

THE VAN DORN & BUTTON CO., general machinery and engineering, of
Cleveland, O.. was early in the mails with a handsome wall calendar for 1900.

THE WESTERN ELECTRIC CO'S. calendar for igoo bears a fine halftone
engraving of the company's New York factory looking from the Hudson River.

THE CRANE CO., of Cliicago, is furnishing all the steam piping, valves and
accessories for two tramways at London, England, and one at Bristol, England.

EUGENE MUNSELL & CO., of New York and Chicago, report a larger
business during the past few months than ever before in the history of the com-
pany.

THE OKONITE CO., of New York, is presenting its friends with an artistic
calendar, on which are engraved views of Westminster Abbey and Windsor
Castle.

THE W. T. VAN DORN CO., of Chicago, sold twice as many couplers dur-
ing 1899 as have been sold in any one year since these have been placed on the
market.

THE DEARBORN DRUG & CHEMICAL WORKS, of Chicago, is doing
an extensive business in the West, and has offices at Los Angeles and San
Francisco.

THE RAIL BONDS made by the American Steel & Wire Co., of Chicago.
are in greater demand than ever before, necessitating the factory working night
and day to keep up with orders.

ALFRED F. MOORE, 200-218 N. Third St., Philadelphia, maker of insulated
electric wire, is distributing a large wall calendar. 22 x 14 in., bearing several
early colonial views of historical interest.

THE SWARTS METAL REFINING CO., of Chicago, is preparing for an
unusually large trade in castings during igoo. The demand has nearly doubled
during the past year and prices are high.

THE MORRIS ELECTRIC CO. is the agent for Eastern states of the Spiral
Journal Bearing Co., of St. Louis. This company's bearings are in use on a
number of St. Louis roads and are highly recommended by them.

THE TWENTY-FIRST ANNUAL NUMBER OF THE TRADESMAN
contains practical and valuable articles on the growth and development of
various trades in the South, written by experts in the lines treated.

E. G. JOHNSON & CO.. 1135 Broadway. New York City, state they are pre-
pared to furnish at short notice experienced street railway superintendents,
general managers, engineers, etc., to railway companies having vacancies.

THE TESLA ELECTRIC CO. on Dec. 9. 1899, secured a permanent injunc-
tion against the Scott & Janney Electric & Manufacturing Co., to prevent in-
fringement of the Tesla patents Nos. 5ii9>5 and 555190 on polyphase motors.

RAILS AND ROLLING STOCK for the San Paulo (Brazil) Electric L'ight
& Power Co. were shipped from Philadelphia on December 14th. The J. G.
Brill Co. sent 13 cars and trucks and the Pennsylvania Steel Co. 7259 steel rails.

THE CONSOLIDATED CAR FENDER CO.. of Providence. R. I., sent to
its many friends at Christmas a small card bearing a "slight token" of its re-
membrance and best wishes. The token consisted of a bright new penny of the
coinage of 1899.

THE GENERAL ELECTRIC CO. on Christmas sent to each of its railway
friends a handsome souvenir of the Chicago Convention in the shape of a minia-
ture oar controller which on investigation proves to be a combined cigar cutter
' and match safe.

EXPORT BUSINESS is worth having— the "Review" advertisers are getting
is because our foreign issue reaches every buyer each month.

THE WARREN ELECTRIC MANUFACTURING CO., of Sandusky, O.,
was "at home" to visitors on December 15th, from 2 to 5 p. m., the occasion
being the test of three alternating generators the company had just completed
for the lighting plant of Armour & Co., at the Chicago Stock Yards.

THE Q & C CO'S. Stanwood step is being shipped to every part of the
civilized wor.d where street railways have been built. Managers that are par-
ticular about "the details of their rolling stock equipment and desire to have
their cars strictly modern and up-to-date should specify the Stanwood step.

MAYER & ENGLUND, of Philadelphia and New York City, are sending out
one of the finest desk calendars of the season. Supported on a red back-
ground is a mcdalion portrait of a young woman finished in c(»lors and en-
closed in a gilt frame. The date pad is fastened in the lower right hand corner.

■J HE BABCOCK & WILCOX CO'S. business for 1899 was nearly double that
of the previous year. New works are being erected at Bayonne, W. J., having a
greater capacity than the company's present factory at Elizabethport, N. J. The
Chicago ofiice is at 1215 Marquette Building, and is in charge of S. P. Wells, jr.,
manager.

THE MURPHY SAFETY THIRD RAIL ELECTRIC CO. has been incor-
porated in New Jersey by Matthias Plum, Alexander Beach and William M.
Keepers of Newark, Charles T. Hayman of Cincinnati, and George H. Carey,
John B. Renwick and Lauron Ingles of New York. The capital stock is
$2,500,000.

THE GARL ELECTRIC CO., of Akron, O., has sold its portable telephone
and other electrical supply business to the Standard Silver Plating Co., of
Akron, but these specialties will be handled under the name of the Garl Elec-
tric Co., as formerly. Mr. Garl w^ill still have the management of the works.
The president of the company is Hugo Schumacher.

THE WESTERN ELECTRIC SUPPLY CO., of St. Louis, sent to the trade
as Christmas remembrances aluminum pocket cigar cases filled with cigars,
which made a welcome and useful present. This company has built up an
enormous business in electrical supplies and its success is largely due to the
policy of giving all orders the promptest attention possible.

THE BETHLEHEM STEEL CO.. of South Bethlehem, Pa., made its friends
a New Year's gift of a handsome wall calendar consisting of a heavy cardboard
back on which are mounted twelve leaflets, one for each month of the year.
Printed on the card-board sheet is the company's valuable reference table of
weights and on each leaflet is shown a typical Bethlehem steel forging.

THE EDWARD P. ALLIS CO.. of Milwaukee, has enjoyed during the past
year the largest trade it has ever had before in any one year, and to aid in
meeting the demand for its engines has found it necessary to build a new shop
60 X 250 ft., and has also acquired the works of the Lake Erie Engineering Co.,
at Bufltalo. A large extension to its Milwaukee plant will be built in the spring.

THE CONSOLIDATED CAR HEATING CO., of Albany. N. Y.. has just
finished delivering electric heaters for 147 cars for the new Northwestern Ele-
vated of Chicago. These heaters are of a special type and 18 will be placed in
each car. making 2,646 on the entire order. Richmond P. Scales is general
agent for the Consolidated heaters, with offices in the Western Union Building,
Chicago.

EXPORT BUSINESS is worth having — the "Review" advertisers are getting
is because our foreign issue reaches every buyer each month.

THE CHRISTENSEN ENGINEERING CO.. of Milwaukee. Wis., is out
with a new catalog for 1900. entitled illustrated catalog A. It describes the
Christensen system of air brakes with axle driven compressor, and also con-
tains direction for equipment and instruction for motormen and care takers.
A valuable feature is a four-page inset diagram complete, of a quick acting au-
tomatic air brake equipment.

THE WESTERN ELECTRIC CO.. of Chicago, has recently issued bulletin
No. 3003. descriptive of power and lighting machines. It contains illustra-
tions of the different types of belt connected generators, and gives a full de-
scription of the general details and construction of the machines, a complete
list of slow speed multipolar motors from 3 up to 300 h. p., for no, 220 and 500
volts, and a list of slow speed belt driven multipolar dynamos from 3 to 250 kw.

Jan. is, lyoo.

STREET RAILWAY REVIEW.

THK Die VVi I'J" SAND BOX CO. is a new company organized in New York
by 12. F. De Witt, for the purpose of m.iking the I)c Witt common-sense sand
box. TIic new company will assume Ibe busincMS of tbe E. F. Dc Wilt Co., of
LansiuRburg, N. Y., and has ofTiccs at 36 Wall St. The officers of the company
arc; President, CI. S. J-ewis; vice-president, K. F. De Witt; secretary and trcas-
nrt-r, D.init-l 1''. Wing,

THK Sn^iVlKNS ."« J1A1>SKK KLI-XTRIC CO. OF AMERICA, with hcad-
(luartcrs at Chicago, has elected tbe following directors: Samuel Insult, M. J.
lludlong, O. S. Lyford, jr., C. B. Kockhill, Levy Mayer, T. A. Moran, jr., Mar-
tin Moloney, Isaac L. Rice and U. McA. Lloyd. The ofticcrs of the company
are: President, K. McA. Lloyd; vice-president, O. S. Lyford, jr.; secretary,
Willard T. lilock; treasurer, F. Viewcg; assistant secretary and treasurer, M. J.
lludlong.

EXPORT BUSINESS is worth having— the "Review" advertisers are getting
is because our foreign issue reaches every buyer each month.

PIERCE & RICHARDSON, electrical and mechanical engineers, of Manhat-
tan lluilding, Cliicago, during the year just closed have completed power sta-
tions for Adams iS. Wcstlakc, Armour & Co., Kansas City Electric Light Co.
and Kansas City Edison Co., for the Chicago City Railway Co., and many oth-
ers. Tbe work for the Chicago City Ry. included tbe remodeling of the 21st
St. station and changing it from a cable to an electric plant. They arc now
at work on a number of important installations.

THE JAPAN-AMERICAN ASSOCIATION, of Tokyo, Japan, announces
that it has cslablisbed American ofTices in the Singer lUiilding, New York City,
for the purpos-c of furnishing practical assistance to manufacturers, shippers and
others of the United States desiring to make reliable business connections for
the sale of their products in Japan. China, Korea, Straits Settlements, Philippine
Islands and Hawaii. The association does not buy or sell, nor does it accept
commissions. An annual registration fee of $25 is charged.

THE ELECTRIC STORAGE liATTERY CO.. of Philadelphia, Pa., during
Ihc year just passed has closed many important contracts. Among tbe largest
in the West m:iy be mentioned a .:,3oo-anipcre-hour battery for the Chicago
Edison Co., this being a duplicate of one installed for this company some time
ago; also a smaller battery for the Chicago Edison Co., at its 27th St. sub-
station. The company has also furnished a 4,ooo-ampere-hour battery for tbe
Columbia Edison Co., Columbup, O., one of 8,000-amperehour capacity for a
station at Minneapolis, and battel ics for Waterloo, la., and Rockford, Ind.
Tbe works at Philadelphia are now turning out tbe batteries for tbe nine sub-
stations of the Lfnion Traction Co. at Anderson, Ind.

J. J. RYAN & CO., brass founders and machinists, Chicago, report that tbe
sales in brass, bronze and aluminum castings during the past year has been
something more than 300 per cent greater than that of any year since 1893, and
the company has had to increase its foundry facilities three times during the
year in order to keep up with orders. Its trade in babbitt metals has increased
in the same ratio as castnigs. In tbe machine shop every tool has been in use
for the first time since 1893. The equipment in this department ha? been in-
creased by the addition of milling machines and a number of other tools. Tbe
polishing, electroplating and metal pattern departments have been running up
to full capacity. The company is looking for a continuation of these conditions
for 1900.

THE B. F. STURTEVANT CO., of Boston, Mass., reports an increase of
nearly 40 per cent in the volume of its business for 1899 over that of the previous
year. Tbe shipments, both foreign and domestic, included fan blowers for all
purposes, beating, ventilating, drying and mechanical draft apparatus, engines,
electrical apparatus, etc. During tbe past year an addition covering 20,000 sq. ft.
has been made for tbe use of the electrical department, which has shown the
most rapid growth, the output having more than doubled during the year, and
covering principally electric fans and special generating sets. The sale of
mechanical draft apparatus has been practically quadrupled, while the output of
engines has increased one-third over that of the preceding year, and has included
many special designs.

THE STAR BRASS WORKS, of Kalamazoo, Mich., has recently made a
change in the management and some of tbe stock has changed hands. The
officers now are: Horace B. Peck, president; H. P. Schutt, vice-president;
O. P. Johnson, secretary; A. B. Connable, treasurer; Fred P. Crockett, general
manager. The officers and Wm. S. Dewing and Charles A. Peck constitute the
directors. The company was incorporated in 189S and engaged in the manu-
facture of brass and aluminum and similar castings and hardware specialties.
On the trolley wheel and harp of its make the works has gained a deservedly
high name throughout the country. The harps and wheel are reported to be in
use on almost all the principal trolley lines of the country. The works has
heavy orders booked and the trade is growing rapidly.

EXPORT BUSINESS is worth having— the "Review" advertisers are getting
is because our foreign issue reaches every buyer each month.

THE VAN WAGONER & WILLIAMS HARDWARE CO., Cleveland,
announce the termination in their favor of the suit against the Billings &
Spencer Co., which is more fully explained in the following extract from the
opinion rendered by Judge Taft, in the United States circuit court for the
northern district of Ohio, eastern division:

"The parallelism of the fiber with the longitudinal axes of the arms is some-
thing which has been dwelt upon at great length in the expert evidence for the
complainant, but the result of the experiments of the expert, when subjected to
cross-examination, shows that the increase in conductivity of the commutator,

CniCAGO

►700 7l2\\CSTCRtiL'fllOMDLDG.

NEW YORK

LIBERTY c cnURCn StS-

SEND fOR CATALOGUE

STREET RAILWAY REVIEW.

[Vol. X, No. i.

due to this parallelism, is practically unworthy of note. * " After reading
the voluminous record carefully, 1 am clearly of opinion that the use of the
drop-forging for the commutator bars does not produce an article which, in
view of rhe prior art, entitles its first discoverer and user to a patent and
monopoly."

THE SARGENT CO.. of Chicago, manufacturer of iron and steel castings,
has increased its facihties and has placed an order with tlie Western Electric
Co. for one 150-kw. 125 volt belted generator.

ARTIILK W. FIELD, of Boston, agent for street railway specialties, is pre-
senting to his many friends in the trade a small calendar, the upper half of
which bears a reproduction of a photograph showing Echo Bridge, at Newton,
Mass.

THE W. R. CARTON CO.. of Chicago, is prepared to supply very nearly
everything in the way of street railway material for which a manager may have
a call. Its long list of A-No. i agencies enables it to ship at short notice rail
bonds, commutator bars, circuit breakers, reflectors, trolley wheels, tape, wire,
incandescent lamps, insulating compounds, mica, street car gongs, motor supply
and repair parts, gears, pinions, bearings, trolley poles, carbon brushes, etc.
The company's motto is "Honorable dealings in business."

NEWS NOTES.

ALLENTOWN. PA.— The Lehigh Valley Traction Co. is preparing for the
construction of a nine-mile line from Catasauqua, via Nazareth, to BatV
Rights of way through Bath have been applied for. A. F. Walter, secretar>
AUentown ^: Lehigh Valley Traction Co.

ALLIANCE, ().— The Alliance, Sebring &: Salem Electric Railway has been
granted an increase of capital stock from $100,000 to $300,000.

ATLANTA, GA.— The Atlanta & Western Railway & Power Co. will procure
a franchise for the construction of an electric railway between Atlanta, Austell
and Marietta. Petitioners for the franchise are M. B. Earnhardt. Eli West.
L. C. Lull. A. E. Childs. W. S. Hays. S. A. Collins, J. S. Schman. W. T.
Northen, T. B. Xeal, E. P. Black and A. H. Cox. The application is filed by
Abbott, Cox & Abbott, attorneys.

ANACONDA, MONT.— The Electric Light & Railway Co. is preparing to
build a new power house. The best equipment procurable will be purchased.
J. A. Dunlap, purchasing agent.

ASHVILLE, N. C— It is reported that L B. Wilford, of Bowling Green. Ky.,
will build an electric line from Asbville to Weaverville, eight miles distant. A
charter has been applied for.

ATTLEBORO, MASS.— A franchise has been granted to the Bristol County
Elpriric Knilwuy Co. for a line that will be constructed in the early spring.
H. E. Swazey and D. A. Brooks, Attleboro.

BALTIMORE, MD.— The Patapsco Park Electric Railway Co. is authorized
ot extend its line from the city to Patapsco park. John Grason, attorney for
the company. Baltimore. Surveys have been made for a railway to connect
with the United Railways & Electric Co's. system from a point near the Pataps-
co river. E. A, Howell, Chester, Pa., chief engineer.

BANGOR. ME.— The Penobscot Central R. R.. 26 miles in length, connecting
Bangor and Charlestown, may be purchased by Philadelphia and Boston capi-
talists and extended to Corinth. Inspections of the road with a view to de-
termining the cost of extension are being made by G. D. Howell, Philadelphia,
and L. Tillinghast, Boston.

BRATTLEBORO, VT.— B. J. Weeks, of Quincy, Mass.. and others, propose
an electric line to connect Brattleboro and Keene, N. H.

BROCKTON, MASS.— The Boston. Milton & Brockton Street Railway Co.
has petitioned tlie General Court for authority to construct an electric line over
the Blue Hills Parkway. B. Hamilton, secretary.

BUTTE, MONT.— The Butte Electric Railway Co.. with a capital stock of
$100,000, has been incorporated to build and operate an electric line in Butte.
Incorporators: W. A. Clark, Butte; J. A. McDonald, New York; and H. Gat-
water, East Orange, N. J.

COLUMBUS, O.— The Worthington, Clintonville & Columbus Street Rail-
way Co. has applied for a franchise for the extension of its line. T. A. Simons.
manager.

CHILLICOTHE, O.— The Chillicothe, Clarksburg & Columbus Electric Rail-
way Co. is making surveys of its proposed line, 52 miles in length. Isaac S.
Cook, president, writes the "Review" that estimates are being made, and the
work of construction will continue through the winter.

COLUMBIA, TENN.— D. F. Carpenter, of Cleveland, O., has a proposition
before the Chamber of Commerce 01 Columbia for the construction of an elec-
tric railway between Columbia and Mount Pleasant.

CORSICANA, TEX.— S. W. Bogy, of this place, desires propositions for the
construction of a street railway from any persons who may be interested in
the project. Mr. Bogy reports Corsicana as a most promising field for such an
enterprise.

COLORvXDO SPRINGS. COL.— The contract for grading the first 23 miles
of the projected Colorado Springs & Cripple Creek District R. R. has been
awarded to Orman. Crook & Co., Pueblo. Bids for grading the remaining dis-
tance will be received and contracts awarded later. The hne will be 38 miles
in length, connecting with the Cripple Creek Electric line at Cameron.

COFFEYVILLE, KAN.— C. L. Long, of Coffeyville. represents an eastern
company in application for a franchise to build a street railway in this city.
The city is disposed to grant the franchise, in which case it is promised that
the road will be at once constructed.

COLORADO. SPRINGS, COL.— C. M. Coleman has applied for a franchise
for an electric street railway to be built in this city and suburbs.

CANTON, O.— Fire in the barns of the Canton-Massillon Electric Railway
Co., December J4th, damaged tlie barn and cars to the extent of $15,000. The
loss is covered by insurance. H. C. Fogle, manager.

The Canton-Massillon Electric Railway Co. has announced its purpose of
reconstructing all its lines in the spring, and changing to standard gage. The
Massillon branch will be extended to Navarre, five miles distant. H. C. Fogle,
manager.

CAMBRID(;E.(X— The Cambridge & Byersville Electric Railway Co. has
obtained a franchise through Cambridge for the projected eight mile line from
Cambridge to Bversville, via Necolson. Franchises in Byersville have been
applied for. Address A. E. Townsend, Doylestown, O.

CLEVELAND. O. — A Canton syndicate is promoting an electric railway to
be built from Canton to Akron, connecting with the Alir

kron. Bedford & t'leve-
ouie to Cleveland. Henry Kve?ett and
others wlio control the A. fS. & C. line are believed to support the project.

The t'nited States Construction Co. has been awarded the contract for the
construction of the Massillon, Akron & Cleveland Ry. The contract calls for
60 miles of road, to be completed within a year. The estimated cost is $i,ooi),ooo.
A power house will be built between Akron :in<l Mas*;illon.

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F. S. KENKIELD.

Business Manager.

EASTERN OFFICE, 100 WILLIAM STREET. NEW YORK.

C. B. FAIRCHILD. EASTERN REPRESENTATIVE.

CORRESPONDENCE,

We cordially itivite correspondence oti all sutijecls of interest to those
enyaijcd in aiiv branch i>f street railway work, and will yratefully appreciate
any marked copies of papers or news items our street railway friends may send
us, pertaiiiiu^ cUlicr tu companies or oflicci's.

DOES THE MANAGER WANT ANYTHING?

If vou coiiteiuplale the purcha'iei>f any siipidies or material, w<' can save
you much time and trouble. Drop a line to Tin-: Rkvikav. statiiip what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for publishintr such notices ia our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicag^o Trade Press Association.
Entered at the Post Office at Chica^ro as Second Class Matter.

VOL. X.

FEBRDARY 15, 1900.

NO. 2

At the convention of the League of American Municipalities,
which warmly advocates the municipal operation of public utilities,
a proposition was made in behalf of the Northwestern Electrical
Association and the National Electric Light Association to bear
one-half of the expense of an investigation of 20 municipal electric
plants, to be selected by the president of the League, in order to
determine the true cost of service for comparison with the rates
charged by private companies. President Doherty of the North-
western Electrical Association stated in his annual address that
the League would only accept this offer upon the condition of being
able to raise the necessary funds, and that so far as he could learn
no efforts to raise money for the purpose had been made.

If those active in the councils of the League of .\merican Munic-
ipalities are favoring the principles they advocate from purely
selfish motives it is not surprising that they should look coldly
upon this offer to get at the facts, though the action should place
them in a bad light with the public. No unprejudiced persons
ever attempted to investigate the cost of an undertaking of this
nature as operated by an American city who did not put on record
a protest against the methods of municipal bookkeeping.

In December, 1897, page 831. we published data taken from the
annual message of the mayor of Chicago, which showed that in
1896 the cost of operating the city lighting plant was $96.40 per
year for each street lamp. Interest at 5 per cent and depreciation
at 10 per cent for machinery and 5 per cent for poles, cables and
conduits, brought this figure to $172 per lamp. During 1896 private
companies furnished the 517 street lamps by contract at a cost of
$110.24 per lamp; the contract lamps were required to burn the
same number of hours per year as the city lamps. We repeat these
figures because the subsequent annual reports do not contain data
on the cost of investment from which fixed charges can be esti-
mated. The report for 1898 says that the cost of the city lamps was

$68.52 per year and it is naively added, "I'"ornicrly the cily paid
$137.50 for rented lamps." It is not apparent why comparisons
should be made with that "former" period rather than with 1896,
when the cost of rented lamps was only $110. The annual message
for 1898 does not give llic cost of rented lamps per lamp. nor the
number of such lamps; only the gross rental is shown.

A number of interesting questions are briefly discussed in the in-
Iroduclion lo th- annual report of Maj. I. 1i. Brown, superintendent
of the Hureau of Railroads of the Commonwealth of F'ennsylvania.
for the year ending June ,30, 1899, an abstract of which will be found
on another page. It appears the street railways of the slate arc in
a fairly prosperous condition, the receipts from passengers showing
an increase of about $1,900,000 over the previous year. The 161
operating and subsidiary companies paid in dividends $9,133,647
and the 90 operating companies have a surplus of $780,593 from the
year's operations. The report calls attention to the wonderful ad-
vances made in the last 10 years with reference lo the convenience,
the speed and the comf<jrt in the local transportation of passengers
on street railways and notes the entire disappearance of every ves-
tige of the old horse railways. Mention is also made of the many
consolidations and merging of interests that have taken place, the
roads -in Pennsylvania having been particularly active in this re-
spect.

The report urges legislation for abolishing grade crossings at
the points of intersection of steam and street railways, the state-
ment being made that probably one-half of the accidents that
occur in the operation of street railways in Pennsylvania are due
to crossings at grade.

What seems to be almost an anomaly is presented by the statistics
referring to employes. Although the mileage and number of cars
have considerably increased, the total number of street railway em-
ployes on all lines has decreased from 12.680 on June 30. 1898. to
12,506 at the same time in 1899. the decrease undoubtedly being due
in large part to consolidations. But the total wages paid to em-
ployes has increased from $6,542,840 in 1898 to $6,569.04 in 1899. so
that it would appear that while consolidations enable fewer men to
care for and operate a greater number of cars and miles of track, it
is necessary to increase the actual total compensation to employes.

Another very interesting feature of the report is the observations
made on the percentage of pedestrians and bicycle riders to the
number of passengers on the cars, which will be found in the
resume of the report printed on another page. Of 19.791 persons
passing a given point during a given period in the city of Harris-
burg. 66.02 per cent were pedestrians. 19.12 per cent were on wheels
and 14.86 per cent were in cars. The percentage of wheel riders
is considerably lower than for the two previous years, and the
figures would seem to indicate that the number of wheels in use
had dropped to a nearly permanent level, so that, as is pointed out.
the problem now before the manager is not so much how to over-
come the competition of the bicycle as it is to make it advantageous
for a large portion of the 66 per cent of pedestrians to patronize
the cars.

Some of the publications devoted to the growing interests of the
horseless carriage are using considerable space in exploiting the
possibilities of their various vehicles as active competitors of
street railways in the transportation of passengers in cities, and
passengers and express in country districts.

The street railway interest has nothing to fear, in our judgment.
from competition of the horseless carriage. .\t the present time
its use is more of a pastime for a few wealthy persons who are
forming automobile clubs, and for transient senice in two or three
large cities, than any well organized system of passenger transpor-
tation. By this we do not mean to be understood as in any way
underestimating the desirability of supplanting the horse for city
work in carriage and cab service. But there is a long way. and it
is full of obstacles, between this transient ser\-ice and the transpor-
tation of any considerable number of people at fixed hours, and
under all conditions of weather, such as enter into the street car
problem. The various vapor motors have not yet been brought to
any such degree of perfection as to warrant the establishment of
large numbers of these vehicles on certain routes with specified
schedules. The electrical storage battery carriages and delivery
wagons operate quite satisfactorily, but the character of their work
thus far has been of such a nature that no particular harm results

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

when tliiy run out of curroni or [ail lo work, as they somclinics do.

To transport any considerable number of people the carriage
must be of large size, and with the necessary battery storage, of
considerable weight. The heavier this becomes the greater the
disparity between the auto with its wheels resting on pavement
and the street car which runs upon rails. The auto, possibly, can
make even better time in cities than the car, when built to carry
say two to four people; but such a service cannot be rendered for
loss than five to ten times the usual street car fare. To carry
at five cents per passenger there must be large carrying capacity to
reduce the cost per passenger, of the crew in charge.

The auto would have some advantage over the car in that it has
no expensive tracks and paving to maintain, and can run on boule-
vards and such residence streets as have no car tracks, or where
it is impossible to get rights to lay tracks. This w^ould land pas-
sengers residing on such streets practically at their own doors;
on the other hand, when the auto gets down into the business
district it is doubtful if it could make as good time threading its
way among other vehicles as the car which has a definite right of
way, from which it can not turn out. thus forcing other vehicles to
turn out for it.

The cities where omnibus lines and carcttes are in service are
found to show that the business carried by them is no considerable
factor in competition with surface car lines.

In country districts the auto comes under the head of fair weather
carriers. They might do good service during certain seasons of
the year, and in such districts as have good hard gravel roads could
make pretty fair time; but their operation even then must be in the
nature of furnishing a service where the traffic would not warrant
an electric line. The intcrurban would easily average from two to
four times the speed of the auto.

It would seem then that the auto service cannot expect to' com-
pete with the street car. either in time or carrying rates. It should,
however, find a field of usefulness in supplying outlying districts
which have not yet grown up to the ability to support a street
car line, and where some kind of feeder service is desired. For this
the auto is adaptable, as the number can be increased morning and
night without much trouble, and the day service cut down with a
minimum of investment lying idle. It may be that street railways
will come to use them in this way, as the batteries could be charged
at comparatively slight expense during the late and early hours
when the station load is light.

The question of abolishing grade crossing of railroads and high-
ways is one that is attracting more interest and discussion each
year, and one of the reasons for this is the increase in the num-
ber of highways occupied by interurban electric lines; in cities the
grade crossing problem increases in importance as traffic
grows in volume, but here. also, the most dangerous crossings
are in the streets occupied by street railways. In a series of articles
published in the "Review" in October and December, 1897, and
February, 1898. an attempt was made to summarize the laws gov-
erning crossings of steam and electric roads and the general policy
of the states and railroad commissioners concerning crossings. The
tendency generally manifested by state legislatures is to prevent so
far as possible any new crossings of railroads being made at grade
unless interlocking or othei" safety devices are provided, leaving
to the future plans for removing grade crossings now in existence.
In New York, Pennsylvania, Massachusetts and some of the smaller
of the Eastern states, the work of abolishing the existing crossings
has been undertaken with considerable success.

The report of the Massachusetts Railroad Commissioners for
1899 showed the total expenditures of the state, imder a general
law passed in 1890 and other special laws applying to Boston, for
abolishing grade crossings up to Jan. i, 1899, to be over $3,370,000.
Under the general law mentioned the state bears 25 per cent, the
city or town 10 per cent and the railroad 65 per cent of the cost;
under the special laws mentioned the share of the state was 31.5 per
cent and of the company 55 per cent. The total cost of the work in
the eight years was over $12,415,500. Some idea of the progress
made is had from the statement that there were 2,070 grade cross-
ings in the state; 27 had been abolished during the year, 14 were
in process of abolition and petitions concerning 155 more were
pending. ' • f

In New York a law was passed in 1897 providing for the abolition
of grade crossings on the motion of the city, the railroad or the

commissioners, the cost being assessed between the state, the city
and the railroads concerned in the proportion of i, i and 2. The
commissioners in their annual report for the year 1899 gave the
number of crossings actually abolished under this act as 19; work
is in progress on 25 others, determinations have been made in 13
cases and 44 petitions are now pending.

In Ohio when a city and a railroad comiiany agree upon the
elimination of a grade crossing the railroad company is required to
pay not less than 65 per cent of the cost and the city not more
than 3$ per cent. The city of Cleveland has recently taken up this
question and is now discussing the abolition of grade crossings of
electric and steam tracks within the city limits. The city's por-
tion of the cost of making the changes is estimated at $400,000, and
it asks that this expense be borne by the street railways which use
the crossings in question. The steam railroads either own their
rights of way in fee or have a perpetual easement; on the other
hand the street railways in Ohio arc limited to short terms of years
in their occupancy of the streets, and this difference in charter or
franchise rights does not admit of the same reasoning being applied
when discussing what is an equitable division of cost. This was
clearly recognized by the city of Cleveland when it asked the street
railways to pay its share, as the proposition included an agreement
to reimburse the companies in case they do not succeed in securing
renewals of their franchises.

As pointed out in a paper on grade crossings elsewhere in this
issue, the advantages to the street railway of abolishing a grade
crossing are a slight saving in time and in the decreased liability
to accidents. The first is not important and the sectind Is problem-
atical in amount and is a benefit which cannot be assigned a
money value and which is shared by every other user of the street.

In discussing the problem it is only fair to consider that the steam
railroad is the source from which the danger emanates. An elec-
tric car might, it is true, run into a steam car standing on the
crossing, but it would be with a minimum of damage to the steain
car and a maximum danger to itself. A steam train or car, on
the other hand, could not fail to injure the street car or occupants
when in collision. We fail to recall a single instances where the
steam train has been derailed when in collision at any of the
recorded grade crossing accidents. This being the case, it would
seem to us that the percentage of cost of abolishing grade cross-
ings, which the city of Cleveland wishes allotted to the street rail-
ways as their share, is somewhat larger than the conditions war-
rant, even after admitting certain advantages of time and safety
which the street railway gains by the change.

Owing to the extraordinary rapidity with which street railways
have been built and developed and the fact that the constructing
engineers in many cases had no long term of experience such as
prevails in steam road construction, a condition has been created
involving a great lack of uniformity. This is not so much a matter
of surprise although none the less unfortunate, and is discerned as
never before now consolidations are being made.

The electric railway developing with such tremendous energy, and
being itself a new engineering problem, there arose the necessity
not only of calling in engineers who had never built such roads be-
fore, but even using those who had never constructed any street
railway whatever. Many of these men were bright, resourceful, en-
ergetic fellows, fresh from the engineering schools, but without any
previous practical experience. Others had been in the employ of
horse roads, and commanding the confidence of the directors were
retained to plan and execute the transformation to electric power.
That so large a number succeeded as well as they did. and with no
greater losses in experimental work is indeed the wonder, rather
than that mistakes were frequently made.

The companies manufacturing electric apparatus and machinery
were freely drawn on for information as to engineering rules re-
garding which in the first few years they knew almost as little as
those they counseled. Thus the blind tried to lead the blind, and
as we look back it seems little short of a miracle that both did not
perish in the ditch together.

At the end of 10 years a fairly established practice was reached as
to many features; that is. a generally accepted theory was adopted
as to certain things which were not to be. But all this time the
growing and expansion and extension policy was at work in all our
cities. Instead of inspecting carefully a series of roads in as many
cities anc\ carefully discarding the weak features and copying the

Fun. IS, IfJOO.J

STREET RAILWAY REVIEW.

slmiig ones, the ciiKincer seemed possesse<l of an irrcsistable desire
lo slainp liis own individuality upon his roail, and to do this he de-
vised new ways and means. The same experienee marked the in-
stallation of cahle roads, no two of whieh were exactly alike, and
most of the later liiiill were by no means .in im|)rovement on the
earlier types.

Not only was tin's great dissimilarity between roads in cities east
and cities west; bnt of two, three or five roads in the same city, no
two were alike to any considerable extent , Perhaps each had a
(lifTercnl rail section; a dilTerent system of feeder wires was usnal;
as to the power honsc ci|nipment, one road had Iiiuh speed belt
connected cniiines; another had simple engines, and a third was
running condensing. Ami wlun it came lo rolling stock! Not only
woidd each company in the same city build a different type of car
from that in use on the other roads there, bnt in many instances
there would be such a variety of trucks, motors, and cars on a single
road, as would make it a working exposition of electric railway
apparatus. We call to mind a road which oticc ordered one car
from each of all the various car builders, and placed under this Ba-
bel of car bodies a polyglot of trucks. The idea was to have a
personal demonstration of the good or bad qualities of each, letting
the fittest smvivc. These equipments have not yet worn out, and
already fully one-third of the building concerns have either gone
out of business entirely, or abandoned street railway work.

Wc should not, however, wholly condemn the engineer, con-
tractor, or manager who has several mitigating circumstances to
plead. There was the evolution of the art, and his desire, and fre-
([Uenlly the necessity in many directions, to advance with the tiines
and in buying for additions and extensions to purchase the im-
provements which came with such bewildering rapidity. Some of
these new departures proved to be improvements and sonic proved
otherwise. If the engineer guessed right, he took due credit to
himself for his perspicuity; if it turned out a disappointment he laid
the failure on the builder and comforted himself — and so far as pos-
sible his directors — by pointing out others whose condition was
such as to be really deplorable.

Nor was the energetic manufacturer, builder and sales agent al-
together an unknown quantity in producing this growing chaos of
property. The sellers called to their aid scores of bright young men
against whose persuasive arguments the bewildered manager was
no match. This season one company secured the order for new
cars: the next another carried off the prize. And the steady de-
pression in business for five years greatly accentuated this distribu-
tion of orders, for the manager felt a strong obligation to purchase
from low bidders even if the plans and specifications were by no
means similar to those of the previous year. Stockholders and di-
rectors also did their full share by putting pressure on the manager
to buy cheap even against his better judgment ami earnest protest.
And thus has come about, by what may fairly be termed natural
conditions, this lack of uniformity which, as intimated in the out-
set, is now brought forcibly to view since con.solidations of several
lines in the same city are being consummated every month. The
corporation taking over the properties finds itself in possession of a
little of everything in the way of track, overhead equipment, power
plants and rolling stock. Motors of all types and sizes, trucks and
car bodies of varying lengths: wheels of assorted sizes, weights,
treads and llanges; axles long, short, small and large diameters.
The gates of the Avenue A line will not interchange with a single
car on any of the other avenues all the way down to Z; brasses and
journal trimmings in variety to keep a small foundry working over-
time: curtains on the open cars are found to possess a remarkable
individuality; in fact the combined properties bring together a cos-
nnipolitan collection wdiich enables the company's store keeper to
fill three stories with thousand of dollars worth of "parts" and keep
busy a force of clerks sufficient to conduct a small wholesale estab-
lishment.

The picture is anything but an exaggerated one: we only wish it
were, for we have visited not a few of these museums of supplies,
and many of our readers will not have to go ofT their own premises
to find a well developed example. The drain from this source is
often enormous. There must necessarily be always with electric
traction a long list of repair parts and supplies greatly in excess of
what was necessary under cable operation, which in turn multiplied
the wants which were unknown when the motive power was ex-
clusively animal: but the increase has been beyond the fondest
dream of any company's store keeper lo years ago.

We are now beginning to enter the reconstruction period. Al-
ready we have scrapped millions of dollars worth of machinery and
apparatus displaced by improved <lesif{ns which offered such econ-
omy of operation that the change was taken bodily out of the realm
of the debatable. In this motors, generators and engines figure
most prominently, although each carried with it quite a train of at-
tendants in foundations, bells, gears, etc. The power house prob-
lem has been fairly well settled and unless some radically new force,
such as liijuid air would be, comes in to revolutionize the plant, wc
may reasonably expect to wear out the machinery now going into
our new stations. Experience also has demonstrated what arc the
economical units, although improved transmission will continue
to shut down branch stations and open large central plants in many
cities. Wc have now secured data which could only come from ex-
perience and are better qualified to anticipate the future than was
possible a decade ago.

Track construction also has settled down to a firmer basis, and
there will be more wearing out of rails, and less relaying of the
light weights to be taken up and practically thrown away as has
been the case thus far.

But the rolling stock is something to vigorously tackle next.
Public demand and utility of service are bringing greater stress to
bear each year, and this department of operation will have to be
taken up and brought to the same degree of exactness which has
been attained at the power station. Larger and better cars are be-
coming a necessity. In our opinion here is now the weak point in
our operations. It has been impossible to reach it earlier but the
evils hidden in that large item "repairs cars" demand just as critical
study and reform on the majority of roads as the power house ever
did. «"■-<

How to get at this and what remedy to apply will furnish a subject
for next month.

OHIO INTERURBAN ASSOCIATION.

On January 161I1 a meeting was held at Columbus, and the Ohio
Intcrurban Street Railway Association organized. The objects are
"for mutual co-operation in everything tending to the welfare of
interurban street railroads in the state of Ohio, and to fully pre-
sent and keep before the people of the state the advantages of sucli
companies as common carriers of passengers, express matter,
United States mails and light freight."

It is understood that this association will lake no part in the
negotiations now pending with the Columbus Street Ry.

The officers of the association are: President, O. W. Aldrich,
Columbus; first vice-president, J. S. Harshman, Springfield; second
vice-president, V. Winters, Dayton; secretary. L. P. Stephens. Co-
lumbus; treasurer, I. N. Cook, Chillicothc; executive committee,
D. J. Ryan and A. G. Grant, of Columbus; O. B. Brown, of Day-
ton, and Eugene Rawdon. of Windsor.

FRANCHISE AT GUTHRIE. O, T.

The common council of Guthrie has recently passed a street rail-
way ordinance which shows the attitude in Oklahoma Territory
toward such undertakings. The grant is to Mrs. A. C. Beckwith,
of San Francisco, Cal., and others, but the road is to be known
as the Guthrie Electric Street Ry. The principal provisions of
the ordinance, which became a law without the mayor's approval,
afe as follows:

The franchise grant is lor 40 years; overhead trolley system, with
iron poles, is contemplated, but any practicable system of traction
may be used; company to pave tracks between rails and 2 ft. on
each side; maximum fare. 5 cents; fine provided for obstructing
tracks by driving teams thereon after a warning from motorman
by ringing bell; limits of speed fixed at from 5 to 8 miles per hour
in business districts, and from 8 to 12 miles per hour in residence
districts; distance of 300 ft. required between cars running in same
direction; conductors to announce names of streets and use "proper
diligence to prevent women and children from leaving the cars
while in motion"; cars not to remain standing at stations for more
than 10 minutes: headway to be 10 minutes or less on all principal
lines between 6 a. m. and 11 p. m.; right to adopt reasonable regu-
lations reserved bv council.

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

System of the Saratoga Traction Co,

The Saratoga Traction Co., of Saratoga, N. Y., which has for
several years operated an electric railway between Saratoga Springs
and Saratoga Lake, has recently completed a line to Ballston Spa,
aggregating with its race track line already built, 14 miles of
single track. All of this, with the exception of about two miles
within the city limits, is on private right of way and is fenced.

Ballston Spa, the county seat of Saratoga County, has a popula-
tion of about 4,500, and is quite a manufacturing center, a paper
mill, one of the largest tanneries in the world, a wrapper and other
factories being situated here. The summer population, owing to

TYPES OF CARS USED.

several fine mineral springs, is quite large and the people as a
rule are a class to patronize street railways.

Saratoga Springs, in which is located the main offices of the
company, has a winter population of 10,000. In the summer this
is increased to about 35,000, for two months and a half, owing to
the racing at the Saratoga Racing Association's Park, situated
just out of the town, and also to the numerous mineral springs
and beautiful drives. Through the opposition of the Hackmen's
Associations, the company has found it impossible to obtain a very
suitable entrance into Saratoga, and it has been permitted only
on the back streets in the poorest locality and then only for short
distances. Despite these hard conditions, the road is gaining
ground with the public, and will eventually have a better entrance.

At the close of cacli season Saratoga has a Flora Fete, which
is being arranged on a larger scale each year. This season it lasted
three days and in the grand parade of the last day there were over
100 floats, which were fitted up at an expense of more than $15,000.
This feature is very popular with the summer visitors, and during
the three days it was estimated there were 60,000 tourists in the
town.

The line to Ballston Spa runs through the Geysers, where are
located several carbonic acid gas wells from which thousands of
cylinders are charged each year and shipped to all parts of the
country. There are also five mineral springs.

The road runs through a farming country from the wells to
Ballston, and is some distance from the highway. The grading has
been done in a very thorough manner and arranged on a 2 per cent
grade basis, although the land is quite rolling. The roadbed is
14 ft. wide, all fills are sloped Ij4 to i, cuts are r6 ft. at the base
and regular steam road construction practice has been followed.
There are two bridges on the Ballston line, one 384 ft. long rests
on piling, and the other, made of steel, is 240 ft. long, and was
erected by the Berlin Iron Bridge Co. The steel bridge has piers
52 ft. high, resting on concrete and crushed stone mixed in the
proportion of 1 of cement, 3 of sand and 6 of crushed rock. The
l)est of Portland cement was used. A plank form was made and the
cement and rocks poured in, in layers, and then tamped. There
are 16 of these piers from 12 to 6 ft. deep, resting on the solid

rock, which was blasted out to make even foundation. On butli
of these bridges the ties are 6x8 in., every fourth tie being 18 ft.
long and the others 10 ft. Along the ends of these are laid side
guards, 8x8 in., placed lengthwise two on each side, 3 ft. apar'
and supporting a plank sidewalk. This with a 5 ft. railing prevents
passengers or cars from being thrown from the bridge. This con-
struction makes tlie bridges as safe as any point on the line.

The road is laid with Wharton 56-lb. T-rails, 60 ft. in length, on
ties 6x7 in. x 7 ft., placed 2 ft. c. to c. The joints are bonded with
figure 8 flexible bonds of No. 0000 wire. The foundation ior the
roadbed is gravel and sand. In the city the company is compelled
to put in crushed rock in the center and for 2 ft. each side of the
track.

The overhead construction is supported upon chestnut poles,
35 ft. long, 6 ft. in the ground and set with 10 in. rake on bracket
construction and 18 in. rake on cross suspension. These poles are
100 ft. apart, and have tin tops. In the city cross suspension is
used and on all curves of the cross country work. The remainder
is bracket construction. Creaghead Engineering Go's, standard
flexible brackets being used. All poles are painted with two coats
in two colors, the upper portion of colonial yellow and the bottom
golden ocher to match the cars. The trolley wire is No. 00 B. &
S. gage. The trolley hangers and insulators were made by the
Ohio Brass Co.

The company owns 24 cars, of which four are short trailers,
eight are 14-bench open Pullman cars, three are side door double
deck Pullman ears, having capacity for 120 passengers, three are
closed Laconia cars, one of which is used for baggage and one is a
small closed car. All of these closed equipments have vestibules
and are heated with H. W. John's electric heaters. One construc-
tion car, a Taunton snow plow and two flat cars complete the
rolling stock. Brill, Bemis, Taylor and Pullman trucks are used
with 3-)4-in. and 4-in. axles; the wheels are 33-in. with zlA-'m. thread
and %-in. flange. For the closed cars "Walkover" seats are pro-
vided, finished with plush, and each car is fitted with Van Dorn
track scrapers. The company has adopted the G. E. 1,000 motor
and K 10 controller as standard, although a few W. P. 50 motors
are used.

There are two wooden car barns situated at Saratoga, but these
will be replaced soon by larger and better ones. The power sta-
tion is located at the Geysers near a small pond, suitable for con-
densing water, and is a 50 x loo-ft. building with a brick stack 90

^.CUMi.s o.\ 1 IJli LI.Ni; (Jl TUK S,\kATOl..V XK.VCT10N_C0.

ft. high with 5 ft. flue. The station contains two 125-h. p. West-
inghouse and one 250-h. p. Ball & Wood engine, with M. P. 90 and
M. P. 300 generators. The wiring is all done in a substantial
manner; the instruments are mounted on a skeleton switchboard
made of quartered oak, finished in the natural wood, and resting
on a foundation entirely separate from the building. It is so ar-
ranged as to be accessible at all points without danger.

In the boiler room there are two horizontal tubular boilers 125
h. p. each, and one 250-h. p. Stirling water tube boiler. The boil-

Feb. 15, i()o(i. I

STRl':!'/!' HAII.WAY RJ^IVIEW.

ers arc fcil iIiiiiukIi a ('nclir.ni liralcr which laisrs tlio temperature
to 210".

The seven miles ot new work helween lialUlmi ami Saratoga
was finished and in operati<jn in six weeks fruni the time it was
eonimeneed. This line will be extended to Mechanicsville in the
spring of 1900. At present the eonipany is Ijuilding a two-mile
extension to the Saratoga Lake line in the same general manner
and creating a fine park in wliieh will be a rnstic theater, casino
bnilding, pleasure boats, band stands and everything necessary
to a first-class railway park. There arc in this park 120 acres, all
of which will be laid out, under the supervision of E. A. Blaisdell,
of Brunswick, Me., an expert park designer, in walks and fiower
beds, with rustic summer bouses. Tlie grounds are located on the
slun'cs of Saratoga l.nke ami cnmniaml one ni ihe finest views in

VIEW .\LON'G THU I,.\KK LINE.

the vicinity. The population at tliis point is entirely of a summer
nature, and no attempt will l)u made to operate this branch in
the winter.

On the main system, during the summer, cars run on a 30 minute
schedule from 6 a. m. to 12:30 p. m., and in special cases each car
draws from two to four trailers. In the winter the cars run on a
40 minute headway, the motors on the closed cars being geared so
as to run the seven miles from Ballston to Saratoga in 20 minutes.
On some portions of the line a speed of 50 miles an hour is made.

The Saratoga Traction Co. was organized and the lake and race
track lines built in 1890. The capital stock of the company is
$500,000. The ofiicers are: President, E. A. Noyes; secretary, F.
H. Lang; general manager, Geo. E. Macomber; superintendent, F.
B. Lee. The construction work was all done by Geo. E. Macomber,
of Augusta, Mo., under the supervision of Superintendent Lee.

REWARDS FOR EMPLOYES AT BIRMINGHAM.

Mr. J. B. McClary, general manager of the Birmingham (Ala.)
Railway & Electric Co., advises us that the plan instituted some
time ago in Birmingham of giving rewards to employes for clean
cars and freedom from accidents has been a great success, the in-
creased cleanliness of the cars and the reduction in the number
of accidents more than balancing the cost of maintaining the prize
system. The plan finally adopted and the one found to give the best
results is as follows:

On the cars operated without conductors the motormen are given
a reward of $1,662-3 per month for clean cars, and if they have had
no accidents during the month for which the company has had to
pay out money they receive an additional reward of $3.33 1-3, mak-
ing a possible total of $5.00 a month or $60.00 a year over their
regular wages. On cars having both motormen and conductors
the motormen participate in the no accident reward and the con-
ductors in the clean car reward. Inspectors examine the cars every
day, and if a man has as many as three reports for dirty cars in
any one month he fails to receive a reward for that month. A
man who has cost the company any amount, no matter how small,
for accidents, also fails of a prize. The company keeps a book
properly 'udexcd, and every morning the reports of the inspectors
are gone over and all charges entered against the man responsi-

ble. All names against which there is nothing entered at the end
of the month arc credited with the extra reward on the pay roll.
About 90 per cent of the men secured prizes last month.

The company pays its motormen 13 cents an hour the first year
and 14 cents thereafter.

Sample pages of the record book have been sent us by Mr. Mc-
Clary. They read as follows:

JOHN DOE, MOTORMAN.

S*^!" $3-33

Oct. Killed cow at Red Bank 0.00

Nov. I'ulled down wire at liig Cut

Hit Jones' dray al jlh Ave 0.00

'^"" 3-33

RICHAKI) KOK, CONDUCTOR.

Sept $1.66

Oct. 7 D. C. (Dirty car)

II D. C

17 D. C 0.00

Nov. 12 D. C 1.66

I^c 1.66

4 ■ >

LONDON ONT. . RIOTORS PUNISHED.

We fear that our people have nmch to learn from the other
"branches of the English speaking race" when it comes to en-
forcing the laws, and particularly in punishing mob violence at-
tendant upon strikes. In our issue of August last we gave a brief
account of the riot in London, Ont., July 8, 1899, when a mob
attacked the cars of the London Street Railway Co., damaging 10 of
them and injuring a number of the non-union employes of the com-
pany. Martial law was declared and order restored by troops.

Some 20 indictments were returned against persons participating
in the riot and these cases reached trial late in January. At the
first day's session of the court four of the men pleaded guilty to
rioting or stone throwing and were sentenced to pay fines of $25 to
$50 or as an alternative undergo imprisonment in jail for from 30
to 60 days. Three others were temporarily granted bail and are
to receive sentence later. One of the defendants pleaded not guilty
and was acquitted.

January 31st, three others pleaded guilty to stone throwing, and
were fined $25 with option of serving jail sentences of two months.
A fourth man who preferred a jury trial was convicted, and was
sentenced to imprisonment for nine months. The heaviest sen-
tence imposed was two years' imprisonment in the Central prison
at Toronto, which was for assisting in the destruction of a car.

SOUTHERN OHIO TRACTION CO.

January 22d the directors of the Cincinnati & Hamilton Electric
Street Railway Co., the Cincinnati & Miami Valley Traction Co.
and the Dayton Traction Co. (whose property is leased to the Cin-
cinnati & Miami Valley) met at Cleveland and completed the
formal consolidation of those companies.

The consolidated company is to be known as the Southern Ohio
Traction Co. and have a capital stock of $2,000,000, with an author-
ized bond issue of $2,000,000. Temporary officers were chosen
as follows: President, Will Christy, .\kron; vice-president. H. C.
Ford, Cleveland; secretary and treasurer, F. T. Pomeroy, Cleve-
land. The directors are: James Christy. Jr., and Will Christy. 01
.Vkron; Peter Schwab, of Hamilton, and H. Clark Ford. M. J.
Mandelbaum. H. R. Newcomb, D. H. Kimberley. .\mos B. Mc-
Nairy, A. E. Akins, H. A. Sherwin. -R. A. Harman and R. M.
Parmely. of Cleveland.

The Cincinnati & Hamilton line is 15 miles long, the Cincinnati &
Miami Valley 26 miles, and the Dayton Traction 15 miles long.
This gives a 56-mile road connecting Dayton with the urban
system of Cincinnati.

Superintendent H. A. Xicholl. of the Rochester (N. Y.) Railway
Co.. and the Rochester & Sodus Bay Electric Ry.. has moved his
oflice from the office building of the Rochester Ry., on State St..
to the station on Main St.. East, formerly used by the Glen Haven
road.

STREET RAILWAY REVIEW.

[Vol.. X, No. 2.

THE UNION TRACTION CO. OF INDIANA.

The forerunner of the extensive electric railway sjstem centering
at Anderson, Ind., was a one-mile mule line built in ."Anderson in
September, 1888, the charter for which was granted to Seldon R.
Williams and D. C. Williams, of Lebanon, Tenn., on Aug. 19, 1887,
for 12 years. Branches were subsequently constructed from this
line and m 1892 the Anderson Electric Street Railway Co. was
organized by Chas. L. Henry, of Anderson, and Philip Matter,
of Marion, for the purpose of purchasing the stock of the old street
railway company and reconstructing the system for electric trac-
tion. This was done, heavier rails were laid, the old lines were
extended and the best electrical equipment known at the time was

purchased. On Sept. 3, 1897, the property and franchises were ac-
quired by the Union Traction Co., of Anderson, which in turn,
on June 28, 1899, was consolidated with the Muncie, Anderson &
Indianapolis Street Railway Co., of Muncie, under the name of
the Union Traction Co., of Indiana, which now owns and
operates the city lines of Anderson, Alexandria and Marion, the
interurban roads connecting Anderson with Marion and Elwood,
and the new line under construction from Muncie via Anderson
to Indianapolis, with branches to Middletown and Frankton, The
latter branch will connect with the Indianapolis Street Ry. lines
at the State Fair Grounds, north of Indianapolis, and cars will run
into the city over the lines of that company. It is estimated when

this branch is in operation the Union Traction Co. will serve a
population of nearly 200,000 people.

The completed system will comprise 165 miles of track, and there
is now in process of erection at Anderson, a central station from
which power will be furnished on the three-phase distributing sys-
tem to all lines owned by the company. This station will be 164 ft.
,3 in. long X 1 16 ft. 3 in. wide, and 59 ft. high, front elevation. The
structure will be fireproof, with brick walls and steel trusses sup-
porting the roof. In the engine room, which will be 160 ft. 9 in.
long X 70 ft. wide x 30 ft. high, will be erected three r.5oo-li. ji.
horizontal cross-compound Rice & Sargent engines, built by tin-
Providence Engineering Works, direct connected to three 1,000-
k\v. Westinghouse generators built to carry 50 per cent overload.

Babcock & Wilcox boilers
of 400 h. p. each will be placed
in the boiler room, which will
be 160 ft. 9 in. long x 42 ft.
wide X 60 ft, high. Stillwell-
Bierce & Smith Vaile feed-
water heaters and Blake-
Knowles condensers have been
contracted for.

The furnaces will be ar-
ranged for natural gas fuel, but
to meet the contingency of a
shortage in the gas supply,
coal bins, with John A. Mead
coal conveyers and stokers will
be provided. The smokestack
will stand a few feet from the
boiler room to the south of the
main building. It will have a
diameter of 19^2 ft. at the base
and will be 180 ft. high.

Current will be generated
at 370 volts, alternating, and by
means of 15 Westinghouse
static transformers of 250-kw.
each, will be raised to 15,000
volts for transmission. At
sub-stations, of which there
will be eight, located at suita-
ble places along the line, cur-
rent will be stepped down to
370 volts and changed to 550-
volt direct current through ro-
tary converters. For this work
twelve 175-kw. and twenty 87.5
static transformers and twelve
250-kw. converters will be in-
stalled. Nine storage batteries,
supplied by the Electric Stor-
age Battery Co., aggregating
1,100 kw. h. capacity, will regu-
late the voltage, one battery
being placed at each sub-sta-
tion and one at the central sta-
tion.

The main switchboard will
consist of three generator
panels, one storage battery,
three alternating current syn-
chronous converter, three di-
rect current converter, and five
direct current feeder panels.
A switch will be laid from the P., C C. & St. L. R. R. direct to
the power house, to be used for hauling coal, building supplies
and heavy machinery, for which service an electric locomotive will
probably be used.

Work on the new road from Muncie to Indianapolis is being
pushed with vigor. The abutments and piers are nearly completed
for four bridges, one across White River at Anderson, one across
the same river at Chesterfield, near the famous Indiana mounds,
one across Fall Creek at Pendleton, and one across Lick Creek
at Ingalls. All culverts, piers and abutments of these bridges are
being constructed of heavy stone masonry laid in hydraulic ce-
ment.

Frii. 15, iQfK), '

STRKirr RAILWAY REVIEW.

... ^'7

'I'lk- roadbed conslriiclion 011 lliis branch will follow slcam ro;id
praclici', the tracks being 70-lb. steel rails, in 60-ft. lengths, laid on
6 in. X 8 in. X 8 ft. tics. Rails arc being rolled by the Cambria Iron
Co., (if Johnstown, Pa. A niaxinunn speed of 4-' miles per hoiw
will Ijc n-ai'lu-cl in the rini lo Inrlianapolis.

The Union Traction Co. car-
ries on an extensive express
business. Two express cans
are at present employed, one
maUing three trips per day
from Anderson lo Alexandria,
thence two trips to Summit-
ville and one trip to Orestes.
I lie express cars have regular
tune schedules for collecting
merchandise from the local
merchants, commission houses
and wholesale houses and car-
rying lo destination. All of
I he passengers coaches have
liaggage compartments and
take trunks, bicycles, parcels,
etc., at the ame rate as the
special express cars.

The officers of the company are: President, Philip Matter; first
vice-president, Jas. A. Van Osdal; second vice-president, Frank M.
Ritcr; secretary and general manager, Chas. L. Henry; treasurer,
Geo. F. McCnllough; superintendent, Chas. Berry, The general
ol'lices are in the Masonic Temple, .'\nderson.

STREET RAILWAY BENEFIT ASSOCIATIONS.

C. h. HENKV.

MILWAUKEE STREET RAILWAY REPORTS.

The reports of the Milwaukee street railway companies exhibit
the business of the year iSyo, and extracts show the following:

The Milwaukee Electric Railway & Light Co. operates 140.29
miles of track (63.45 double and ij-.w single) in the city, and gives
this data.

.•\niount of preferred stock $3,500,000.00

.■\mount of common stock 3.500.000.OO

Bonded indebtedness 8,000,000.00

Indebtedness of the company 932,074.07

Receipts from railway business 1,668,962.87

Disbursements 1.095.445.63

Construction 701,981.17

General expense operating railway system 75.378.62

Legal expense operating railway system 25,034.38

Injury claims and damages 50,068.88

Rentals 2,462.42

Conducting transportation 527,174.47

Maintenance of ways and structure 92,300.48

Maintenance of rolling stock 73,943.05

For producing power 324,000.00

The Milwaukee Light, Heat & Traction Co., which is controlled
by the Milwaukee Electric Railway & Light Co., and has the same
ofliccrs, controls the companies owning the interurban lines to
Waukesha, North Milwaukee. Wauwatosa, Racine and Kenosha,
and the Belle City road in Racine. It operates 73.18 miles of track,
and makes the following statement:

Common stock $ 500.000.00

Bonded indebtedness 1.500.000.00

Other indebtedness 244,o84.,!o

Total receipts 170.545.03

Total disbursements, exclusive of interest 124,274.65

Charged to construction 1,028.984.00

Charged to operating expenses 120.261. 13

■•—*■

FREIGHT SERVICE ON INDIANAPOLIS INTER-
URBANS.

The three interurban electric roads reaching Indianapolis arc
now negotiating with the authorities of that city for franchises al-
lowing a freight and express traffic. Arrangements will be made
with the Indianapolis Street Ry. lo use its lines within the city.
The three roads are the Union Traction Co., with headquarters at
Andcrsori, the Indianapolis, Greenwood & Franklin, and the In-
dianapolis S: Greenfield.

An inquiry recently received from the manager of a street rail-
way who wished lo organize a mutual benefit association among the
employes of his company, led us to send letter!, to the benefit
associations of which wc have any record in our files, asking for
the latest data concerning them. The replies so far received are
given herewith and will be found of interest by all those interested
in such organizations.

It is our wish to secure similar information concerning all such
associations among street railway men, and it is earnestly requested
that the secretaries or other rjflicers will send us data for their re-
spective associations covering the following points: Name of as-
sociation. Date of organization. Number of members when organ-
ized. How the management is chosen. Initiation fees and dues.
Sick benefits allowed. Death benefits. Total sick benefits paid
since organization. Total death benefits paid since organization.
Sick benefits paid in 1899. Death benefits paid in 1899. Number
of members at the present time. Officers. Interesting facts as
10 the growth of the association.

The employes of the Cincinnati Street Railway Co. organized
(he Street Railway Employes' Mutual Protective Association, Nov.
14, 1887, having at that lime 57 members. Any employe of the
company between the ages of 21 and 45 is eligible for membership,
after being in the company's service for three months. The initia-
tion fee is $r. Formerly dues of 25 cents per week were paid, but
on Sept. 5, 1899, the Cincinnati Street Ry. appropriated ?S,ooo for
the Protective Association, so that the monthly dues might be re-
mitted; it is expected that a similar appropriation will be made"
each year. On the death of a member there is an assessment of
$1 per capita. The sick benefit is $7.50 per week. Since the organi-
zation the association has paid $6,572.87 in sick benefits and $6,081
in death benefits. In 1899 the totals were $2,622.87 for sick and $781
for death benefits.

The present membership is 762. Officers are chosen by ballot
of the membership, and are: President, two vice-presidents, treas-
urer, financial secretary and corresponding secretary. George At-
ti,g is president, and C. C. King, corresponding secretary.

The Columbus (O.) Street Railway Employes' Beneficial Asso-
ciation was organized in October, 1893, with about 200 members,
and now has 325 members. The management is chosen by a vote
of the membership; besides the president, vice-president and secre-
tary and treasurer, there is a trustee for each division of the road
and shops. The dues are $2 initiation, 50 cents per month and $1
death assessment. The sick benefits allowed arc $3 for the first
week and $5 thereafter; the death benefit is the result of an assess-
ment of $1 on each member. Since the organization, the total
death benefits paid have amounted lo $2,652, while the sick benefits
paid aggregated $9,017. For 1899 tlic sick benefits paid were $1,458,
and the death benefits $303.

The following statement is sent us by Mr. H. R. Beeson, sec-
retary of the association: "The association has been helped finan-
cially by the Columbus Street Railway Co., by donations, and
today we have a cash balance of $1,200. The men are all greatly
interested in it and the membership continues to grow. One of
ihe best features is the payment of $50 immediately upon the death
of a member, this amount to be deducted from a later settlement
with the beneficiary, thus afTording relief when it is most needed.
The cish collections are made through the division foreman, and
turned over to the secretary and treasurer. Sick benefits are paid
upon a certificate of the attending physician and trustee of the
division to w-hich the member may belong. There is no doubt it
has benefited both employer and employe by bringing them closer
together in a friendly manner."

The employes of the Chicago City Railway Co. organized the
Chicago City Railway Employes' Mutual Aid Association, Sept.
26, 1894, with a membership of about t.ooo. Sept. 20, 1898, the as-
sociation was reorganized and incorporated under the laws of
Illinois. The objects of the association is "to establish and main-
tain a benefit fund out of which shall be paid on the death of a
member in good standing a sum not exceeding $500," to the per-
sons .designated by the deceased. It pays no sick benefits.

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

All employes of the Chicago City Ry. of good moral character,
not over 50 years of age, are eligible for membership upon passing
the requisite medical examination.

The initiation fee is $1, the annual dues 50 cents, and the assess-
ments 50 cents per capita, levied as often as may be necessary to
pay death claims. Membership in the association is not forfeited
upon leaving the employ of the company unless one engage in the
manufacture or sale of into.\icating liquors; non-employes who are
suspended for non-payment of dues are not eligible to reinstate-
ment, however.

The death benefit is the amount produced by a 50-cent assess-
ment providing it shall not exceed $500. Since organization the
association lias paid $3j.ooo in death claims, and during the year
ending Oct. i. 1899, paid $8,500. The present membership is 2,600.

The nine directors, the secretary and the treasurer are chosen
by the members, and the president and vice-president by the di-
rectors. The present olViccrs are: President, A. Christ, jr.; vice-
president, M. P. McDonald; treasurer. T. C. Penington; secretary,
C. R. Penington.

The Metropolitan Street Railway Association (New York) was
organized among the employes of that company, Feb. i, 1897, with
100 members. Dues were $1 initiation and 50 cents per month,
and the benefits $1 per day in sickness (limited to 90 days in any
one year) and $150 on death. Membership is voluntary, all male
employes of the company being eligible. Since its organization the
association has paid $21,791 in sick benefits and $7,650 on account
of deaths. In 1899 the sick benefits paid were $10,870 and the
death benefits, $3,600. The association now has a membership of
3,014. H. H. Vreeland, general manager of the Metropolitan Street
Ry., is ex-officio president of the association; H. S. Beattie, treas-
urer of the company, is ex-officio treasurer; the other officers are
chosen by ballot, E. J. O'Connell being vice-president, and D. J.
Purfield, secretary.

Feb. 18, 1897, the Middletown (Conn.) Street Railway Co. ar-
ranged for a benefit association among its employes, membership
being compulsory. The dues were 25 cents per week, and the sick
benefit 50 cents per day for employes who had been in the service
three months. The superintendent of the street railway is e.x-
officio president of the relief association, and the clerk to the su-
perintendent is ex-officio secretary and treasurer of the association.
Three members are chosen by ballot, and with the officers con-
stitute the executive committee.

The organization is known as the Street Railway Employes'
Benefit Association, and had originally 21 members. Since its or-
ganization it has paid out $381.50 in sick benefits (it has no death
benefits) ; last year the sick benefits were $195.50. The present
membership is 24.

The secretary, Mr. C. H, Chapman, has sent us a copy of the
by-laws, from which we learn that the weekly dues are 15 cents
and the sick benefit $r per day (limited to 5 weeks in every 12 con-
secutive months) the dues having been reduced from 25 cents and
the benefit increased from 50 cents. As a safeguard against tem-
porary insolvency, the by-laws provide for an assessment of 25
cents per member in event of sickness at a time when there is
no money in the treasury.

The history of this association, which is now three years old.
shows that it is not necessary that the company be a large one
in order to make an employes' mutual benefit association a success,
and for this reason the Middletown association is of particular in-
terest to small roads. The superintendent of the company and e.x-
officio president of the association, is E. W. Goss, who efifected the
original organization in 1897.

The Third Avenue Railroad Employes' Relief Association, New
York, was organized Mar. i, 1890, with a membership of 650. All
employes of the Third Avenue R. R., in good health, are eligible
to membership. The dues are $1 initiation, 50 cents per month,
and a special assessment of 25 cents for the death fund levied on
new members when joining the association. The sick benefit al-
lowed is $1 per day beginning on the eighth day, and the total
for one year is limited to $84. The death benefit is $130.

Since the organization the total sum paid out for sick benefits
is $32,593, and for death benefits. $18,670. In 1899, the sick bene-

fits amounted to $3,407, and the death benefits to $2,150. The mem-
bership at present is 1,000.

The officers of the association arc a president, a vice-president,
a secretary, a treasurer, a sergeant-at-arms and a physician. The
president is the superintendent of the company, and the treasurer,
the treasurer of the company; other officers are chosen by ballot.

Mr. C. C. Swertfager, secretary, writes us as follows: "Our as-
sociation was started by Pres. Louis Lyons, of the Third Avenue
R. R., who is now deceased. He presented the men with $100,
which, together with $200 more realized from a "chowder party,"
given by the employes on Oct. 9, 1889, formed the financial nucleus
of the organization. The good done in the last 10 years can best
be judged by the total of benefits paid. At this time we have
$9,000 in the treasury.

"During the first two years we had an assessment of 25 cents
upon the death of a member, but for the last eight years there has
been no assessment. We give an entertainment sometime during
the winter, and a picnic in the summer, and all sums realized from
this source, over expenses, are placed in the Death Fund, also all
assessments from new members, who pay 25 cents assessment
when they become members. Our dues are 50 cents per month;
this sum pays sick benefits and other expenses.

"All of the officers of the road are members of the association,
from Pres. A. J. Elias down. Supt. J. H. Robertson is the presi-
dent. Mr. John Beaver, treasurer of the road, is our treasurer.

"A strict account of all money received and disbursed is ren-
dered at every monthly meeting. There are eleven trustees and an
advisory board (consisting of the president, vice-president and
treasurer), to whom are referred all bills, and no money can be
paid out without their orders, except sick benefits, which are paid
on the order of the association physician.

"The secretary devotes his whole time to the association, and is
paid a salary. ."Vmong his duties is that of visiting the sick at least
twice a week."

Mr, A. A. Anderson, general manager of the Mahoning Valley
Railway Co., of Youngstown, O., in answer to our inquiry, says:
"Our employes have no organization or association. I believe a
nuitual benefit association of street railway employes is a good
feature, and we have discussed the matter a number of times. At
one time the employes among themselves attempted to perfect
such an organization, but for some reason they failed to carry out
their plans. I have delayed giving the matter my personal attention
for the reason that in starting it of? I desired to furnish them
with good quarters for their meetings, entertainment during hours
when oflf duly, etc., provision for which I expect to make in the
near future."

The Montreal Street Railway Co., Montreal, Can., has no bene-
fit association among its employes, but all permanent employes are
insured under contract with the Ocean Accident & Guarantee
Corporation. In answering our inquiry, Mr. F. L. Wanklyn, the
general manager of the company, did not enter into the details of
this arrangement, but we quote the following from a general order
of the management, announcing an increase in wages, issued in
June last and published in the "Review" for July, 1899, page 475:
"On and after July l6th, all permanent employes in the operating
department and workshops will be insured in an accident insurance
company of good standing, and the premium will be paid by the
Montreal Street Railway Co. The insurance will amount to $1,000
in event of death from accident either on or off duty, one-half of
this amount for total disablement, and $5 per week indemnity for
loss of time through injuries or diseases specified in the policy."

According to press reports, flat cars running over the tracks of
the Brooklyn Rapid Transit Co. are to be used for removing all
the snow from streets in the down-town districts. These cars
will be run in the night only, when they will not interfere with
the regular service. Wagons will collect the snow in the side streets
during the day and will deposit it at convenient dumps along the
line, from which it will be removed at night by the flat cars drawn
by motor cars. The city contractor receives 21 J^ cents per cu. yd.
for removing snow.

l''];ii. IS, lyrx).)

.S'IKI'.I'/I' RAIIAVAY RF':V1EW.

PLANS MADE FOR NEXT CONVENTION.

The executive commitlcc of ihc American Street Railway Asso-
ciation met in Kansas City on Feliruary stii and 6lli, accepted the
liiiildings offered for exhibits and set the dale for the next conven-
tion, which will be held on October i6th, 17th, i8th and lylh of
this year. Members present included President John M. Koach;
t'hicaKo; Secretary T. C. Penington, Chicago; Frank G. Jones,
Menipliis; Nicholas S. Hill, Charleston; Chas. W. VVason, Cleve-
land; and John R. Grahani, Quincy, Mass. Mrs. Jones and Mrs.
Hill accompanied their husbands.

The business transacted included the report of the secretary and
treasurer, which showed financial conditions to be better than at
any time since organization; the selection of subjects and the ap-
pointment of committees to prepare the papers; confirming the
^election of Kansas City as the meeting place; and fixing ibe dates
for the convention.

The building to accomiiKiilaif the sessions .-iiul e.\liil)its is always
a point of vital importance, and the conimillec wire delighted with
what they fcniiid. The convention hall is a new and mammoth
structure erected by the public spirited citizens of Kansas City
more for the credit of the city than with a special view to being a
money nial<ing institution. It has, however, proved to be both.
The building is convcnit^ntly situated relative to the leading hotels,
and seats 25,000 people. Our illustrations of exterior and interior
will convey a very intelligent idea of the structure, which is roomy
and attractive and ccpiipped with every modern convenience re-
quired in such a place. The lighting and heating arrangements
are perfect.

The building is 314 ft. long by 198 ft. wide. In addition to the
main floor, there is a row of small stalls extending from entrance
to the stage, oti the main floor, which will make ideaf space for
the smaller exhibitors who will have no carpenter work to do. The
land and the building cost $225,000, two years ago. It is altogether
the best suited to the requirements of the association of any ever
occupied for convention purposes. Tiers of galleries rise one above
another until the roof garden is reached by gentle inclines with-

Gorc, of Boston, and II. II. Windsor, of the "Street Railway Re-
view." On Tuesday afternoon the party made a trip over some
of the city lines and visited the new power house, which is being
largely increased in capacity with very large units, and which
presents one of the best examples of the modern station to be
found in this country. Fire Chief While also entertained the parly
at his headquarters wilh fire drill and a demonstration of his re-
cent invention by which the phonograph is utili7.cd to instantly an-

riii:-j tiliuniii

*ID

EXTERIOR OF CO.WEXTION HALL.

nounce to telephone exchanges the breaking out of a fire in any
rMcim of buildings containing a city telephone. This invention,
by the way, has just been sold for $50,000, and is destined to revo-
lutionize the present system of private watchmen.

The selection of the headquarters hotel will be announced later.
In the question of hotels, the committee were very agreeably sur-
prised at the number and quality of good hotels, all convenient to
the Convention Hall, and if the entertainment tendered the visit-
ing party is any indication of what is in store next October, — an<I
President Holmes savs it was only the index to the book — the Asso-

THE CONVENTION H.VLL IX K.VNS.^S CITY.

out a single stair. The acoustic properties are remarkable. For the
sessions there are abundant meeting rooms, well lighted and ven-
tilated.

On Monday evening. President Holmes, of the Metropolitan
Street Railway, gave a theater party to the visiting guests, followed
by a banquet at the Midland Hotel. In addition to the members
of the committee named above, there were present Gen. Mgr. C.
F. Holmes, Secretary Kirkpatrick. Superintendent Satterly, and
Purchasing .^Xgent H. C. Schwitzgcbel, all of the Metropolitan; F.
J. Taggcrt and John Brown, of Kansas City; Latham Karnes, of
the legal department of the Metropolitan Street Railway Co.; Mr.

ciation will not only have a highly delightful and instructive time,
but an occasion in no degree less memorable than any conventions
which have preceded the one lor 1000.

A check for $69,150 has been sent to the comptroller of Balti-
more by the United Railways & Electric Co.. in payment of the
park tax for the quarter ending Dec. 31, 1899. This is 9 per cent
of the gross earnings of the system within the city limits. The
amount for the same period of the previous year, which was be-
fore the consolidation, was $68,265.

STREET RAILWAY REVIEW.

[Vol. X, No.

TOLEDO TRACTION CENTENNIAL BAND.

In the "Review" for February, 1899, was published an announce-
ment of the formation of the Traction Company Centennial Band
among the employes of the Toledo Traction Co., and a half-tone
engraving of the members. Through the courtesy of Mr. Thomas
H. McLean, general manager of the company, we have received
a copy of the constitution of the band association, which is repro-
duced below for the information of managers who may wish to
encourage the formation of similar organizations among the em-
ployes of their roads.

Eighteen months ago Mr. McLean learned that a number of the
Traction company's men had at various times been members of
band organizations, and with his customary energy soon had the
Toledo Traction band an accomplished fact.

From the very first the idea was enthusiastically received by
its members, by the other employes of the Traction company,
who regard it with growing pride, by the officers and sharehold-
ers of the company, and by the citizens of the city, and today it is
the most popular musical organization in Toledo. Under its
constitution, the band can accept no paid commissions; it re-
ceives no outside compensation for its services, playing only for
philanthropic movements, municipal affairs, social mass meetings,
and entertainment functions of employes, and company matters.

as shall be hereinafter stipulated; and all members of the band
either individually or collectively agree not to play for any enter-
tainment, function, parade or gathering of any kind whatsoever,
without first obtaining the permission and approval of the secretary
and manager.

in. The officers of this society or band shall be a president,
a vice-president, a secretary and manager, a treasurer, a librarian.
and an executive committee of three, of which the president sliall
be a member e.\-ol'ficio.

IV. The president, vice-president, secretary and manager and
treasurer shall be elected annually by ballot and shall hold their
respective offices until successors are elected and installed.

The librarian shall be appointed by the manager, and shall serve
lor such a period as he shall elect.

The executive committee (of which the president sliall be chair-
man ex-oliicio) shall be appointed by the president and shall serve
at his discretion.

V. It shall be the duty of the president or vice-president to pre-
side at all meetings.

The treasurer shall take charge of all funds of the band and shall
render an accounting of same to the executive committee when-
ever required so to do.

The secretary, who shall also be the inanagcr, shall take the
minutes of each meeting, spreading same upon a minute book pro-

^Vs^^^^ ^V *^l 't^^

^^^^B^^

I^^Bh

B'l

TOLEDO TRACTION CENTENNIAL BAND.

At this writing the band numbers 36 members. Twelve months
ago the Traction company presented them with full uniforms of
the Gilmore pattern, and equipped them with a complete set of
the C. G. Conn & Besson silver instruments. Two rehearsals are
held each week in comfortable club rooms, also furnished by the
company.

The officers are: President, J. F. Collins, superintendent of the
Traction company; vice-president, F. D. Brooks; treasurer, C. L.
Wight, auditor of the company; secretary and manager, A. A. At-
kinson, contracting agent of the lighting department of the com-
pany.

The accompanying illustration shows the band in its new uni-
forms. The face of Mr. McLean, who forms the center of the
group, is well known to most of our readers; seated at his right
is President Collins, of the band, and standing immediately behind
them is Manager Atkinson.

CONSTITUTION.

I. The title and name of this .organization or body shall be "The
Traction Company Centennial Band."

II. The object of this organization shall be the formation of a
selected number into an association for the purpose of study and
practice in the use of brass band instruments for the purpose of
furnishing music for such occasions and under such arrangements

vided for such purpose; shall collect all accounts, including money
due for professional services rendered, membership fees, dues,
fines, assessments and all other accounts receivable, and shall turn
the same over to the treasurer, taking his receipt therefor upon
blanks provided, and shall give attention to all correspondence and
other duties pertaining to his oflice. He shall also be the manager
of the band, and all matters of business, of finances, and the making
of all contracts shall be attended to by him.

IIY-LAWS.

The regular meetings of the band shall be held at 7:30 o'clock
each Thursday evening. The business meeting to precede the
practice or rehearsal.

The director or teacher shall be hired by the secretary, after first
being voted upon by the band in business meeting, and shall be
hired for no specified time, and can be retired at any time by a
vote of the. band.

.'\n admission fee of one dollar shall be assessed each member at
the time he is enrolled.

Monthly dues of 50 cents per capita shall be assessed each nionlh,
payable the first of each month, in advance.

.\ fine of 25 cents shall be charged for tardiness' or absence of
a member at rehearsals.

Each member shall be held responsible lor uniforms, instru-

15, I'joo.]

STREET RMIAVAY REVIEW.

mciUs nr music lu'lougiiig to llic orgaiiiz.-ilinii. nml shall take pniper
care of the same.

The regular order ol Inisim-ss of each uiccliiiK ■■liall he as fol-
lows: Call to order; roll call; reading (j1 niiiuiles; report of com-
mittee; new business; good of the order; adjotniinient; rehearsal.

'I'his constitution and hy-laws may he amendec) or changi-cl hy
a two-thirds vote of the hand in business session.

IN THE OHIO LEGISLATURE.

The i|Uestion of mban track riglits for inlerurb,-in lines is one that
promises to be <inile important in Ohio. A bill has been intro-
duced in the Legislature which provides that iiuernrban ro.ads
shall have power to condemn rights of way over urban lines, which
is as f(-)llo\vs:

Section I. Any railway company incorporated and organized
under tlie laws of this state for the purpose of building, acquiring,
owning, leasing, operating and maintaining a railroad or railroads,
to be operated by electricity or other motive power, otlier than
steam, from one iiuinicipal corporation or point in this state to
any other municipal corporation, municipal corporations, point
or points, may appropriate, by proceedings in the probate court
of the proper county, which shall be governed by the provisions
of chapter eight of part third, title two, of the Revised Statutes,
for its joint and equal use and occupancy with any existing street
railway, the tracks and property of such existing street railway in
any such municipal corporation or corporations, and the right of
way of any such existing street railway upon streets upon which
its tracks have not been laid and its road constructed, for not more
than the entire distance between the termini of the route as actually
constructed, operated and run over of the appropriating company
at the time appropriation proceedings are commenced, not to ex-
ceed five miles, whether such termini be wholly without or partly
within and partly without such municipal corporation or corpora-
tions; but no such right to use and occupy such tracks or property
shall be exercised until the owner thereof shall have been first com-
pensated therefor in money. Such appropriation proceedings and
jjayments shall vest in such appropriating company all the rights
and privileges, subject to the same regulations, as to those streets
jointly occupied, for the unexpired term of the franchise that may
have been granted to the company whose tracks and property or
right of way have been so appropriated, and for the term of any
renewals or extensions of such franchise, without the previous
consent of any of the owners of property abutting upon such
streets, and without the right to use the same having been granted
to such appropriating company by council or other municipal au-
thority; provided, that when there is a difference in the gage in
the tracks of the existing company and the appropriating company,
the latter may also appropriate the right to lay and construct
along the line so appropriated an additional rail to conform to its
gage.

Sec. 2. That in ascertaining the measure of compensation to be
paid in a proceeding under this act, there shall be taken into con-
sideration the value of so much of the railway structure and mate-
rials in place as is sought to be appropriated, including the cost
of any paving constructed in conformity witli city ordinance; also
the damages which such structure will sustain in adapting it to
the uses of the appropriating company, and the reasonable cost
of keeping the structure in repair; but the amount of compensation
to be awarded for such use shall be limited to the value of such
use during the unexpired term of the franchise of the company
whose tracks are sought to be appropriated, and no compensation
shall be allowed for any depreciation in the value of any franchise,
nor for any loss of fares, nor for any inconvenience or interruption
to business, nor for any consequential diminution in the value of
other portions of the line forming part of such street railway sys-
tem, caused by the joint use and occupancy of its tracks and prop-
erty or right of way.

To enact this bill would be to innovate a policy almost cer-
tain to work grave injustice to the city roads. The matter can
much better be left to various companies concerned to be arranged
by contract, as has been done in various cities.

Other bills now pending in the Ohio Legislature are on the
following stibjccts:

Requiring conductors on all cars in Dayton.

Rt.'quirinK all grants, renewal and extensions in municipalities to
be ai)|iroved by vole of people before becoming operative, and
preventing renewals more than eighteen months prirjr lo expiration.

Requiring all interurban railways securing right of way over
highways to pay one-fourth cost of macadam roads, pikes, etc., in
cash, before construction, and to keep in repair twenty inches on
outside of rail.

I'ermitting trustees al slate institutions to grant consent (or
franchise.

Granting use of hemic bank Ohio Canal, Newark to Buckeye
I-akc, to C, B. L. & N. Traction Co.

I'roviding that electric railways shall not charge a passenger
rate exceeding 2 cents per mile, single (arcs s cents.

Bills being prepared for introduction prohibit county commis-
sioners from granting franchise on the public highways; to estab-
lish a standard gage, and to require electric roads to report to
state department and pay per cent to maintenance of commissioner
of railroads.

THE COPPER KING.

By the courtesy of Mr. John K. Akarman, superintendent of the
Worcester (Mass.) Consolidated Street Railway Co., we have re-
ceived a photograph of William Londrigan, whom the police have
named the Copper King. He was caught in the act of stealing
bonds from the track of the Worcester Consolidated, and has been
bound over to the grand jury. I.ondrigan had been operating

W.M. LONl)RIG,\.N. THE COPl'EK KING.

for some time, stealing from 25 to 100 lb. of bonds each night
He used an axe for removing the bonds and when detected turned
his weapon on the police.

The man's description is as follows: Age, 39 years; shoemaker;
married; stout build; 6 ft. tall; weight, 190 lb.; brown hair; hazel
eyes; dark complexion; can read and write.

HE EXPERIMENTED AT THE COST OF THE
COMPANY.

The Chicago Consolidated Traction Co. lor several days last
month unwittingly supplied an ambitious inventor with power free
of cost for carrying on his experiments with a new electric sys-
tem. The would-be revolutionist of existing methods selected an
infrequently used section of track in a secluded suburb, and after
familiarizing himself with the running schedule, took possession
of the tracks for the purpose of trying a small motor car. running
on the rails and taking current from the line. When one of the
company's cars hove in sight he would remove his vehicle and wait
imtil the car had passed, when he would resume his trips. A mo-
torman running oflf of schedule discovered the inventor and his
machine.

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

This departr.cnt is devoted to the construction and operation of electric railway
power houses. Correspondence from practical men is specially invited. Both the
users and makers of power house appliances are expected to give their views and
experiences on subjects within the range of the department.

ARNOLD MAGNETIC CLUTCH.

In connection with the "Arnold system" of power station con-
struction, its inventor, Mr. Bion J. Arnold, developed magnet
clutches designed to meet the requirement for a ready means of
connecting or disconnecting the electrical generating units with
their prime movers. While the clutches are friction clutches, the
friction between the contact surfaces is due to magnetic attraction.

The energizing circuit is controlled by means of a switch placed
at a convenient point, which is quite a decided advantage over the
ordinary friction clutch. It is thus possible in throwing a genera-
tor in or out of service to control it entirely from the switch-
board, where all the regulating devices and measuring instruments
arc within the reach of one attendant. These magnetic clutches are
neat in appearance and compact in design. Even in the larger
sizes the amount of space occupied upon the shaft is not much
more than twice the diameter of the shaft, and by using a flange
forged solid on the end of the shaft, they can be made to occupy
even less space when used as cut-ofT couplings. Having no pro-
jecting surface or parts to catch the air when in operation, the
windage resistance is negligablc. The greatest advantage claimed
of this form of clutch over others is that it is self contained — the
"action and reaction" being within the clutch itself, and conse-
quently there is no resulting end thrust upon the shaft bearings
and no additional friction load due to the operation of the clutch.

It has been suggested that in many instances a clutch of this de-
sign could be substituted for the fly-wheel," thus permitting the use
of magnetic clutches without great increase in the cost or weight
of the engine units.

Fig. I shows what is believed to be the largest magnetic clutch
ever built. It is 100 in. in diameter, and is designed to transmit

The current is carried to the clutch coils through coiUact rings
upon the side of the clutch, and carbon brushes held by insulated
brush holders, the electrical connections being simple and easily

Fir,. 1— 100-IX. MAGNETIC CLI:TCH.

3,000 h. p. at 150 r. p. m. This is one of three clutches now in
use connecting the engines and generators in the central station
of the Imperial Electric Light, Heat & Power Co., at St. Louis, a
view of the equipment of which is shown in Fig. 2. The experience
with this plant demonstrates that this form of clutch is applicable
to the large size units now being installed for power station pur-
poses, whereas the ordinary friction clutch becomes unwieldy and
unsightly after passing the 500-h. p. size.

I'K;. 2-PL.\NT of IMl'ERIAI^ EI,ECTRIC LIGHT HEAT & POWER CO.,
ST. LOUIS.

accessible for inspection. The loss in the clutch, due to the con-
tinuous use of current while the clutch is in operation, is given as
one-ten thousandth of its power transmitting capacity.

CONTINUOUS MEAN PRESSURE INDICATOR
FOR STEAM ENGINES.

A paper on this subject was presented before the Institute of Me-
chanical Engineers (England) by Prof. William Ripper, in
which the author described the construction and operation of in-
struments by which the mean pressures in an engine cylinder can
be read directly from steam gages.

Originally the mean pressure gage was designed for engines of
high rotative speeds, but it was found possible to use it for engines
running at any speed. The apparatus consists of a valve chest
with a valve of the four-way-cock type driven from the moving
parts of the engine so that steam from the driving or working
end of the cylinder is directed to one steam gage and steam from
the exhaust or back pressure end of the cylinder is carried to an-
other steam gage. The valves are of various designs; on long
stroke engines there are two valves, one close to each end of the
cylinder to avoid long connecting pipes; for very high rotative
speeds a rotary valve is used.

The effect of the arrangement is that a series of impulses is
directed to each of the two steam gages employed, and by throttling
the flow the vibrations of the gage pointers are reduced to any
desired reasonable range without, it is stated, affecting the accuracy
of the indications; the difference between the readings of the two
gages is the difference between the mean forward pressure and
the mean back pressure measured on a time basis.

The ordinary indicator diagram is measured on a distance basis,
so that its area is proportional to the work done in the cylinder.
By reason of the reciprocating motion of the piston and the uni-

Feb. is, lyoo.]

STREET RAILWAY REVIEW.

foriii speed (if riil^ilinii of the eriKiiie llii- |)isli)n does nut Iiiivc a
iitiifnrni speed, and llurefure llie iiieaii-liinc pressure will ill KCii-
eral lie difTereiU fidiii the iiiean-distaiice pressure as measured from
,111 hidiealor diagram.

'I'lie ilifTereiiee between llie imau lime nage reading .iiid llir
mean jiressiire from an indieatur diajjrani will vary willi eaeli
eliangc in tlie cut-ofT. l>ut Professor Ripiier stales that it is quite

SEC'I'KlNS OK l''(Hl|< W.W VAL,VK.

practicable to use an average correction factor, and gives the dif-
ference between the two nietliods in per cent of the mean absolute
forward pressure as follows;

Cut-off. Difference, per cent.

• 2 +2.9

•3 —1-4

•4 : —3-5

• 5 —3-9

.6 —3.4

.7 — 2.6

.8 —2.1

•9 —II

Below .1 cut-off the difference is niueli greater, but so early a
cut-off being quite rare this does not matter.

In using the mean-pressure indicator it is reeoniniended that
comparisons be made between it and indicator diagrams, and so
determine the proper correction ratio for the given engine or type
of engine.

The concluding sections of Professor Ripiier's paper ,ire given
below: 'I

READINTi BY PRESSURE G.VGES.

In order to obtain a reading of the mean pressure acting upon
the gage, the writer employs two throttling cocks, one close to
the instrunient and one more or less close to gage. By the use
of these regulating cocUs the oscillations of the finger of the gage
may be reduced to any desired degree of steadiness without inter-

FIG. 3-ARRAX(;E.MENT OF i;.\GES.

feriiig with the accuracy of the reading of the mean pressure.

It is not unlikely that some engineers will object ab initio to the
arrangement described in this paper, seeing that it is proposed to
obtain such an important value" as the mean effective pressure in
an engine cylinder by means of an appliance so unreliable as the
pressure gage is said to be, by some authorities, ami still more so
when it is proposed to throttle the steam supply to the gage, as
has just been described.

But in answer to these objections, llie writer desires to give the
results of bis own experience, as having himself been in doubt as
to the accuracy of gages and the effect of throttling, he has made

many hundreds of experiments in order to test the extent of (he
error to be expected, and he has conic to the conclusion that read-
ings by a pressure Kagc may be obtained which arc as accurate
as consistent and as rchablc as by any known instrument for the
measurement of pressure, not excepting the best of indicators; also
that the throttling, when properly applied, docs not endanger the
accuracy of the reading, but, on the contrary, gives the true mean
effect of the regular successions of momentary variations of pres-
sures acting on the gage.

In order to obtain accurate readings by means of a pressure gage,
such gage must Cl) be properly constructed; (2) be properly used.
That a large number of the pressure gages in ordinary use in prac-
tice are more or less unreliable is well known, but it will be ad-
milled that such gages, of the unreliable class, have not been con-
structed for the purpose of extremely accurate measurements, and
have not received that care in the process of manufacture which is
necessary to enable them to be classed as "instruments of preci-
sion." Their deficiencies are usually not due to defect in the prin-
ciple upon which they arc constructed, but arc rather a question of
ipialily of manufacture. But however perfectly constructed a gage
may be, it is of coufse necessary that it should be carefully .used, if
it is expected to give uniformly accurate readings. Probably no
instrument used by engineers receives such scant attention as the
I>ressure gage; and while some of our measuring instruments must
be carefully cleaned, oiled and set, before we may have a single
measurement, the pressure gage may be dirty or rusty, or hot or
cold, or its syphon may be empty or full, but under all these
conditions it is expected to be equally accurate.

PRESSURE GAGE SYPHONS.

The importance is admitted of maintaining a column of water in
the syphon of the pressure gage to keep the gage cool, so that
its readings may be consistent, and so as not to subject the gage to
high or variable temperatures. It is generally supposed that if the
gage has a syphon there is always water in it. and that when the
syphon is once full of water, the water is easily retained therein.
but these assumptions are not warranted by the facts of the case.
The water will disappear from the syphon from various causes: d)
If there is the smallest leak in the gage end of the syphon, then
the water is all gone in a minute or two by being blown out 1)y
the steam, though the leak may be almost imperceptible. (2) If
the pressure to which the gage is subjected is a variable one. as is
the case when the gage is attached by its syphon to the valve chest
of an engine regulated by a throttling governor, then the water will
disappear from the syphon as usually constructed in a few minutes,
especially on a sudden reduction of load and consequent fall of
pressure, in the same way that water in the engine cylinder disap-
pears during expansion and exhaust, (jf) When the gage is liable
to be subjected to a vacuum, as is the case when it is attached
anywhere on the engine side of the throttle valve, then if the throt-
tle valve is closed by the governor, or by hand, while the engine
continues running, especially if it is a condensing engine, the
engine becomes an air pump and the water in the syphon is dis-
placed by the expanding air initially contained in the spring tube
of the gage and its connections. Thus if the pressure in the
engine falls to 3 lb. absolute, the volume of water displaced in the
syphon equals 15^3=5 times the volume of air in the gage. If now
the steam is again suddenly turned on the engine, it is certain that
the gage readings will be different from what they were when the
syphons were full of water. When there is water in the s^-phon.
the syphon pipe is practically cold with a steady pressure. When
the pipe is very hot. the water has probably gone from the syphon.
unless it happens that the pipe is in contact with some hot metal.
(4) If the gage is subjected to a vacuum, and there is the smallest
leak in the fitting at the gage end of the syphon, then the wafer
in the syphon is displaced by the air which enters the syphon
through the leak.

When the cause is due to the variable nature of the pressure
acting on the gage, the water may be retained in the syphon by the
method of double throttling already mentioned. When the mean-
pressure instrument was first constructed, only a single cock was
fitted to the syphon of each pressure gage, and great difficulty
was found to keep the water in the syphon. Many devices were
tried to overcome this difficulty, hut without avail. A second cock
would have been fitted at an early period of the experiments, at
the end of the syphon farthest from the gage — which, when throt-
tled, would instantly have stopped the trouble — but for the fact that

STREET RAILWAY REVIEW.

[Vol.. X, No. 2.

the writer set out with the notion that if the throtthng o[ the
syphon cock was a throttling of water the pressure would be
transmitted to the gage undiminished, but that if the throttling
took place in the steam a loss of pressure would follow, and the
reading of the gage would be low. This erroneous notion cost
about twelve months" experimenting to try to discover how to do
without the use of water in a syphon.

Fig. 4 shows the arrangement employed for experimenting on
the effect of double throttling. A short waler-gage glass A is
secured between two plates B and C held together by bolts. The
glass is connected at the top with the engine cylinder D by the
pipe as shown, and at the bottom of the glass the gage pipe is at-
tached. There are regulating cocks at E and F. When the cock E
is opened wide and the engine is running, the change or pressure
in the cylinder between the driving and the exhaust stroke caused
a more or less violent agitation of the water in A, being the more
violent as the range of pressure was greater. When the range
of pressure was not more than about lO lb., the water in the glass
was quiet; but when the range of pressure exceeded this (by in-
creasing the load on the engine) agitation again began. The action
appeared to be due first to the heating of the water in the tube
by the rush of steam, mi.xed with globules of hot water, into the
tube; and secondly, to the re-evaporation of the heated water when
the pressure fell during expansion and exhaust in the cylinder.
It is not possible to give numerical data as to the effect of difTer-
ent ranges of pressure, because the behavior of the water was most

erratic. Sometimes, with a given range of pressure in the engine,
the water was violently agitated and would disappear from the glass
in a few minutes; in other cases it would remain quiescent in the
glass for hours, though the conditions appear to be unchanged.
Then it would suddenly commence to boil and to disappear without
any apparent cause. But in all cases of agitation of the water in
the tube A, when the cock E was throttled down the agftation
immediately ceased.

The amount of throttling of the cock E wliich was necessary to
stop the agitation still left a 4airly large movement of the gage
finger across the scale, and the final adjustment for steadying the
figure to the smallest possible movement was obtained by throttling
the cock F. Throttling the cock E had no effect on the pressure
reading by the gage unless the throttling was carried too far. It
was not necessary in order to stop the ebullition to throttle the
cock E so far as to reduce the pressure. If any doubt remained
as to whether the cock E was throttled too much, a little more
opening of E would show at once whether such was the case. But
it is only necessary to move E sufficiently to stop the ebullition and
consequent disappearance of the water, and this leaves a good
margin before the throttling of E is excessive.

With such an arrangement the effect of suitably throttling the
cock E is to automatically fill up the syphon, if partly empty from
any cause, and the water in the syphon will thus reach as far as the
cock E when the apparatus has been at work a short time. In this
way the problem of keeping the water in the syphon continuously
and free from agitation was solved, and there is now practically no
difficulty in obtaining a constant and accurate reading of the mean
pressure by gages subjected to variable pressures.

When the cause of loss of water in the syphon is due to the gage
being subjected to a vacuum, a type of gage is preferable from which
the air in the Bourdon tube has been excluded, and the tube filled
with liquid to its extremity; there is then no air to expand in the
tube to expel the water from the syphon.

To sum up: (i) The instrument here described gives a cor-
rect record of the mean-time pressure. (2) The mean-time pres-
sure bears a definite ratio to the mean pressure as given by an
ordinary indicator. (3) The correction may be made by the use
of a factor, or by a corrected scale on the gage dial. (4) Pressure
gages when projierly made and properly used may lie relied upon
to give accurate readings.

« » »

ROCKFORD RAILWAY, LIGHT & POWER CO.

Mr. T. M. Ellis, general manager of the Rockford (111.) Rail-
way, Light & Power Co., has sent us a copy of the report of the
operation of the company's electric railway for the months of De-
cember, i8gg. The company operates 22 miles of track.

In connection with the data for December, we reprint the corre-
sponding figures for July, 1899.

BALANCE SHEET.

July. Dec.

Cash from passengers $6,346.40 $5,226.07

Ticket sales 1,055.00 1,695.00

Received from carrying mail 50.00

$7,401.40 $6,971.07
Operating expenses 3715-03 3.5/8.30

Net earnings $3,686.37 $3,392.77

SUMMARY.

Passengers carried 163,222 148,225

Average earnings per day $238.75 $224.87

Average cars operated per day. . . . 11)^ 10 2-3

Earnings per car per day $20.32 $21.07

Operating expenses per day $119.84 $115.42

Operating expenses per car per day $10.20 $10.82

Total motor car-mileage 54,457-5 48,832.6

Mileage per day 1,756-7 i, 575-2

Mileage per car per day 149.5 147-7

Earnings per car-mile 13-59 cents 14.28 cents

Operating expense per car-mile... 6.82 cents 7.33 cents

Net earnings per car-mile 6.77 cents 6.95 cents

This is a particularly good showing, as, notwithstanding the de-
crease in the number of passengers, due to the season, of 9.2 per
cent, the decrease in net earnings was only 8 per cent and the net
earnings per car-mile show a gain. The operating expenses, 7.33
cents per car-mile, is a particularly good showing.

The total energy for the month, including that required for mo-
tors in the repair shops and lights in the car house, was 55, no kw.
h., or 1. 13 kw. h. per car-mile.

For the whole year the gross earnings were $71,096; the operating
expenses, $43,921; bond interest and other charges, $17,446; sur-
plus $9,729. The number of passengers carried was 1,554,058, an
increase of about one-third over the preceding year. The business
for January, igoo. shows an increase of 20 per cent over January,
1899-

The Rockford Railway, Light & Power Co. now has all of the
street railway lines in Rockford and is making numerous improve-
ments. Loops are being put in at all the terminals where practica-
ble and in the business dictriet a loop two blocks each way is to
be provided, which will greatly facilitate the handling of cars and
improve the service. A new waiting room for passengers has been
arranged at the company's offices and also a club room for em-
ployes.

This company has a beautiful park about three miles from the
city, at which is a summer theater having a seating capacity for
2.000 persons; there are also other amusement features, such as
bowling alleys, dancing pavilions, merry-go-rounds, etc.

One interesting feature of the road is that while it owns a power
plant, it has been found cheaper to keep that plant closed and buy
power, which it gets at the rate of 1.5 cents per kw. h.

Fiiii. IS, lyoo.^

STREET RAILWAY REVIEW.

ll^i^^^

MEtHANICAL

BiiirVW.'a^ii

A FOUR-MOTOR SNOW PLOW.

IIV JOSEI'II II. SMlTir.

A wc'll-kiiown railway t-lcclricinn once made llic slatenu'iil thai
if lie could put a nose on the front of one of his four-motor cars,
he could push all the snow that would come in fninl of Iiim, and
it was mainly because of this suggestion that tlie Interstate Con-
solidated Street Railway Co., of North Attleborough, Mass., deter-
mined to have a four-motor snow plow.

During the severe winter of 1898-OQ. wlu-n so many railway com-
panies met such hard storms as to completely tie up their systems,
on two different occasions the value of a first-class plow, some-
thing better than had been put out as yet, was easily seen. Though
the Interstate Consolidated had its cars in operation several hours
before any other road in the state, still the management, with cus-
tomary enterprise, was not satisfied to have its lines tied up at all.
So it was decided to spare no time or expense to place the road
in such a condition as to be equal to any emergency.

The value of a snow plow lies in the weight available for ad-
hesion and in its power; these two factors have been carefully ob-
served in the cpnstruction of this plow. The total weight of this
plow is 20 tons, distributed as follows:^ the body, 4 tons; noses,
J tons; trucks and motors, 14 tons. Adding to this 10 barrels
of salt and sand that will be carried, 3 tons more, gives a total
weight of 23 tons on the wheels. There being eight driving wheels,
the weight on each wheel will be 5.750 lb. The etiuipment consists
of four G. E. 1,000 motors with 4-turn armatures; the shaft of
each armature carries a 22-tooth pinion which meshes into a 62-
tooth gear, giving a speed reduction of 2.8r.

The plow, including the trucks, was built by Polard & Grothe,
o( VVohurn, Mass., who arc to be congratulated upon the
thoroughness of their vvtirk. The trucks were designed especially

INTERIOR OF CAB.

for this work and combine strength and durability with the mini-
mum number of parts. The body rests upon a stationary bolster
with the usual circle and recess at the center, chafing plates at the
ends of the bolster and at the corners of the trucks. There are
no springs used except those on top of the journal boxes and in the
suspension. The truck is enclosed by a steel frame which completely

envelopes (he motor wheels and brake rigKi'>K. thu^ preventing any
snow from falling back in between the wheels. The trucks have
Ik'niis wheels on a 3K-in. axle,' kcy-scated for G. K. 1,000 r)r W.
P. 50 motors.

Ice cutters or iliggers are fastened directly to the truck, en-
suring a gooil '^roniul ronl.-ul nl :dl linn- and also allowing ihcm

4-MOTOH SXOW PLOW.

to be on the rail when going around a curve, which would not be
the case if they were suspended from the body.

The digger post is of steel s'A in. square, with a changeable cast
shoe. A sleeve about 8 in. long keeps it in position, and a helical
spring acts upon the sleeve and returns it to its normal position
should it strike a high joint or any other obstruction. This pre-
vents it from getting bent or knocked out of shape in any manner.

It was a matter of great difficulty to arrange the diggers so that
tliey could be fastened to the truck and controlled inside the body
and still not interfere with the truck swinging. A clasp with a
projecting stud is fastened to the upper end of the digger-post;
this stud engages with a lever, the other end of which is moved
by a rod running horizontally to the other post; another rod is
fastened i)crpcndicularly to this one and projects about 4 in. above
the top of the truck. The lever inside presses down a plate upon

A Four Motor SaoTPtov

Sbowing Arraagemeat of Tnolu uid Kowe
FIG. 1.

the end of this rod and raises the posts and they come down by
their own weight when the lever is released. In swinging around
a curve the perpendicular rod slides on the face of the plate which
moves with the body.

Fig. I shows the arrangement of the trucks and noses. A cast
iron roller 5 in. in diameter and 18 in. long is set at each end of
each truck and opposite to these are concave plates on which the
rollers bear. At the ends these bearing plates are on the nose,
while in center they are on a centerboard which is fastened to the
body. This brings the force of both trucks directly on the for-
ward nose, so there is no stress on the body.

The nose is made of l4-m. steel and is of the moldboard type,
with a heavy cast-iron point. From this point to the end, along
the side, the nose is 10 ft. long, and 4'/i ft. high. It is raised by

STREET RAILWAY REVIEW.

[Vol. X. No. 2.

a \vln.-t.-l which turns a worm and gear. .A wing 4'/- ft. long is set
at each corner. With these set down, the plow will cut a path ij
ft. 8 in. wide through the snow.

From point to point the length is 39 ft. 8 in. Tlic body inside is
27 ft. 8 in. long and " ft. wide. Windows at each end give all the
light necessary by day, and six lamps arranged around the walls
serve at night. Each headlight contains three i6-c. p. lamps and a
red light burns in the rear as ■a danger signal.

The controller is set at the extreme end directly under one of the
windows. A little back and to the left is the brake wheel and on
the right is the wheel for raising the nose and the digger lever.
.Ml the wiring is exposed, being merely cleatcd to the ribs on
the ceiling. This prevents any water from resting around it, and

one of the features for the coming season. Arrangements have
been made with a theatrical agency for a first-class light opera
troupe of 35 members to play from May I5lh until July 1st, and
longer, if the patronage warrants it. No pains or expense will be
spared to make this a first-class up-to-date place of amusement.

PRIZES FOR TRANSFER STATION DESIGNS.

The New York Municipal Art Society has ottered prizes of
$300, $200 and $100 for the best three designs for a public transfer
station for street railway passengers at Seventh Ave. and 59th St.,
New York. The society does not promise that the building will be

To Motor No. 3

To Motor No. 1

To Motor No.4

FIG.

To Motor No. 2
DIAGRAM OF \VIRIN(;.

makes it easy to locate the cause of trouble, should any occur. Fig.
2 shows the wiring in detail; the center wires are No. 2 B. & S..
while the others are No. 6.

A 2-in. steel pipe set flush with the floor on each side opposite
the door allows enough sand and salt to strike the rail to keep
it in good condition.

On account of the length of the body, it was necessary to put
on two trolley poles. This arrangement has the advantage of hav-
ing a spare pole to fall back on in an emergency, and if there is
ice on the wire they can be run in tandem, the first one to clear
I he way for the second.

Though at the present writing the opportunity has not yet arrived
to test this land-battleship, yet every confidence is placed in her
to perform her duty to the best satisfaction.

PARK IMPROVEMENTS AT NASHVILLE.

The officials of the Nashville (Tenn.) & Suburban Railway Co.
have definitely decided upon the character of improvements to be
made at the resort known as Glendale Park, and in the line run-
ning thereto. This branch is single track, but 3V2 miles of addi-
tional track will be built from the park back to the city by an-
other route, forming a loop and making it possible to go out to
the grounds one way and return another, giving pleasure passen-
gers the advantages of varying scenery and a longer ride in the
country.

At the park a large force of men is at work improving and beau-
tifying the grounds in a number of ways. Wires have been run from
the power house for the purpose of illuminating the place at night
and a number of arc lamps have been placed at frequent internals
Ihroughont the grounds. Florists have been engaged, and at least
two acres of land will be laid out in large fiowcr beds. The casino
will be enlarged and repaired and an excellent restaurant made

erected, but agrees to submit the successful plans to the city and
to the Metropolitan Street Ry., and to use its influence to have
the best design accepted. The proposed structure is not to cost
over $5,000. The competition was to have closed February 15th.

FURNACE FOR DRYING SAND.

We are indebted to F. L. Wanklyn, manager of the Montreal
Street Railway Co., for the particulars of a sand drying oven that
has been erected by his company and which appears to answer ad-
mirably the purpose for which it was constructed. It consists of
a rectangular brick chamber, about s x 10 ft. inside, with a "V"
shaped boiler plate bottom, which is placed immediately over the
fire-grate. To prevent undue warping and buckling of this plate,
it is stiffened with T irons and protected inside by a firebrick arch,
in which there are openings at intervals to permit the heated gases
to reach the plate. The sand as it dries falls by gravity through
openings in the outside of the brick wall into screens, on which it
is sifted and prepared for use. The furnace is large enough to per-
mit old waste wood to be used as fuel.

FIRE AT FREDONIA, N. Y.

A serious fire at Fredonia, N. Y., on the morning of January
25th, destroyed, among other property, the electric power house
of the Dunkirk & Fredonia Railroad Co.. compelling a suspension
of the traffic between those points. The loss to the railroad com-
pany is estimated at $6o,000; the total loss was reported at $200,000.

A dividend of Jl4 per cent has been declared upon the common
stock of the Twin City Rapid Transit Co., of Minneapolis, payable
February isth.

Fun. IS, iyo(j.]

strI':I':t railway rI'-VIKW.

NORTHWESTERN ELECTRICAL ASSOCIATION.

Tlic ciglilli annual inc-cliiiK uf the Nurtlivvcsleni KU;clrical As-
sociatiun was livid al Milwaiikic on January I7lh and i8th. Tlic
papers iinsciiUil in .iddilioii In lln- president's address were as fol-
lows:

"Modirn Develiipnunt in Alternating-current Series Arc
Lamps," by K. I'leiniuK. GiMnral Electric Co., Lynn, Mass.

"Fundamental Ideas of Alternating Currents," by Professor Du-
gald C. Jackson, University of Wisconsin, Madison, Wis.

"Central-station Heating in Connection with Electric-lighting
Plants," by W. 11. Scholt, Chicago.

"Central-station Economics," by II. W. Fnnul, Vincennes Elec-
tric Light and Power Co., Vincennes. Ind.

"The Polyphase Induction Motor," by Ralph D. Mcrshon, West-
ingliouse Electric and Manufacturing Co., New York. ■

"Relative Elliciency and Desirability of Various Types of En-
gines in Central-station Loads," by Prof. A. W. Kichter, Univer-
sity of Wisconsin, Madison.

"A Life Test of Incandescent Lamps," by Prof. George D. Shcp-
ardson, University of Minnesota.

"A Canadian Plant," by L. G. Van Ness, Quebec.

Officers were chosen as follows: President, Pliny Norcross, Janes-
ville. Wis.; vice-presidents, H. W. Frund, Vincennes, Ind., and
H. J. Gille, St. Paul, Minn.; secretary and treasurer, Thomas R.
Merccin, Milwaukee; directors, W. H. Schott, Chicago; G D.
Westover, Cadillac, Mich.; Mr. Inncs, Eagle Grove, la.

It was decided to hold the summer meeting of the association at
Waupaca, Wis., which lovely spot one of its friends described as
"the center of the world, bounded on the east by the rising sun, on
the west l>y eternity, and on the north and south by woods."

HANDLING FREIGHT ON THE ISLE OF MAN
TRAMWAYS.

NEW JERSEY GRADE CROSSING DECISION.

In New Jersey the conditions under which a new railroad, electric
or steam, may cross the track of an older road are very largely in
the discretion of the chancellor of the state, who is charged with
the duty of protecting the public and equitably apportioning costs
between the two companies. Last month the vice-chancellor ren-
dered a descision which will require the West Jersey Traction Co.
(which is controlled by the Camden & Suburban Ry.) to tunnel
under the tracks of the Pennsylvania R. R. at Haddonfield, the
estimated cost of the crossing being nearly $13,000. The traffic of
the steam road over this crossing is 72 regular and often as many
as 30 special trains daily in the summer season. In his opinion tlu
vice-chancellor said concerning grade crossings in general:

"It cannot be denied that there is an element of danger in every
grade crossing of a steam railroad. If all persons were constantly
vigilant danger would disappear or be reduced to an infinitesimal
proportion. So long, however, as men are careless, as they always
will be, the instances of collision on grade crossings will engage the
atteijtion of courts and create the wish that grade crossings may be
abolished."

A NEW PROPOSITION.

We have had tunnel roads operating entirely underground, con-
duit systems and surface contact systems, but here is a new one.
.■\ndrew McGill, of Dunedin, New Zealand, has invented a system in
which half of the car is underground and half above. It is pro-
posed to construct a conduit of sufficient capacity to receive the
truck and running-gear of an electric or cable car. Attached to
the truck and passing up through the slot, are thin wide bars, of
sufficient cross section, to support the body of the car. Special
provision is made to facilitate passage around curves.

A committee appointed by the Franklin Institute to investigate
the invention reports that in its opinion, "the disadvantages of
inaccessibility to the truck mechanism, especially in the case of
electric railways where prompt access to the motors and their
connections is of the highest importance, would more than offset
the advantages claimed for the system." We think they would.

The Isle of .Vl.in Tramways Co., in addition to its regular pas-
senger traffic, has developed an extensive freight and heavy goods
haulage business, the receipts from which form a considerable part
of the road's net income. To handle this traffic with the least ex-
pense and with the smallest possible interruption to the ordinary
service, three Bonner rail wagons, made by the Bonner Rail Wagon

TK.M.N (Jl' liiPN.N'KR k.MI, WAI.O.Ns.

Co., of Toledo, 0., have been aciiuired and are in daily operation
with very satisfactory results. The Isle of Man Tramway is about
25 miles long, with a number of severe grades, some as steep as
I in 58, and numerous sharp curves, the conditions under which
the wagons are used being unusually hard in this respect.

The Bonner rail wagon is more or less familiar in the United
States. It is in successful operation at Toledo, C, at Detroit, Mich.,
and at other points and has satisfactorily demonstrated its useful-
ness in the hauling of heavy goods, as stone and ores, farm pro-
ducts and general merchandise. As the adaptability of the electric
railway to the carrying of this class of freight becomes more widely

The Chicago & Northwestern Ry. has reduced the fare from
Milwaukee to Waukesha to 60 cents in order to meet the competi-
tion of the electric railway running to that town.

VIEW AT DHOON GLESS STATION.

recognized, these wagons will undoubtedly come into more general
use.

In the Isle of Man, a large part of the freight business consists
of hauling granite from quarries owned by the tramway company

STREET RAILWAY REVIEW.

(Vol, X, No. 2.

to the sliii)i)ing dock. This was loriiKTly carried on by one-horse,
two-whcelcd carts of 1,700 lb. capacity, which hauled the stone
a long distance to the railway, when it was unloaded from the carts,
and loaded into the cars. On reaching the coast it had to again
be loaded into carts and taken to the docks. With the present sys-
tem the stone is loaded into Bonner wagons at the quarries, drawn
by a two-horse team to the street railway tracks, and without un-
loading, the wagons are attached to a motor car in trains, of two
or three and taken directly to the nearest point to the docks, where
horses are again hitched on. and the wagons driven to the side
of the ships. The saving in time, convenience and expense over
the old way is evident.

The wagons are very strongly built and otherwise but little
different from the ordinary road vehicles. The bodies are 13 ft.
long. 6 ft. wide and 2 ft. 6 in. deep, and are capable of carrying
from 4 to 6 tons. The four sides are hinged, and can be lowered,
so that they can be loaded with facility. The bodies are mounted
on four strong, wide-tired wheels. When it is desired to go by
rail the wagon is drawn by horses on to four specially constructed,
inclined planes, which are placed two on each side of the rails, and
which raise the wagon to the required height. These planes are

NO STRIKE AT LOUISVILLE.

The employes of the Louisville Railway Co. began the new year
w'ith threats of a strike unless certain demands should be granted.
These demands were recognition of the union, an increase in wages
from i6yi to 20 cents per hour, the right to arbitrate cases of the
removal of employes for various oflfenses, and the right to buy uni-
forms in the open market.

January 17th the company made its answer, which was a refusal
to recognize the union or make any agreement as to arbitration.
Concerning uniforms, it was pointed out that the demand was
misleading, as all the company requires is tITat all the men shall
get uniforms from the same firm, which is chosen at suitable in-
tervals by a committee of the employes. The prices now paid arc
$12.35 for winter and $9.50 for summer uniforms.

As to .wages, the company announced it could not pay the 20
cents asked, but that it would on February ist put the following
schedule in effect, having decided upon the increase before the
demands were made by the men: For motormen, 16 cents per hour
for the first 100 days, 17 cents per hour for the next 265 days, 17'/^
cents after the first year's service. For conductors, 17 cents per hour

UNLOADING TRAIN AT R.VMSEY STATION, ISLE OF MAN.

shown in one of the accompanying illustrstions. A low bogie truck
of the same gage as the tracks and consisting of a stout and well
braced frame carried upon two axles is run under the wagon, and
fastened thereto by means of cast iron stops, which are raised to
receive the axles of the wagon, by small hand levers. The bogie
truck is then coupled to the motor car and taken to any desired
point on the line. In removing the wagon from the truck, the
former operation is, of course, simply reversed. The bogie is
stopped over the inclined planes, the engaging stops lowered, and
the wagon drawn off by horses.

♦ » »

ACCIDENT AT UTICA, N. Y.

At 10 p. m. on January 19th there was a head-on collision between
a work car and a regular car of the Belt Line Street Railroad Co.,
Utica, N. Y., which resulted in the death of one person and slight
injuries to seven others. The work car was returning from Oris-
kany, where it had been summoned to extricate a horse from a
bridge, and a dense fog prevented the lights of the regular car
being seen in time to avoid the collision.

The platform of the work car being some inches higher than that
of the other and strongly built, it cut through the vestibule of the
passenger car and into the body. The motornian of the passenger
car had both legs cut off and died from the injuries received.
» ■ »

A general order issued by Superintendent W. P. Read, of the
Salt Lake City (Utah) R. R., requests all the employes of the
system to undergo vaccination.

for the first year, 17V2 cents per hour thereafter. Other employes,
an increase of s per cent.

This was considered satisfactory, and on January 24th the men
decided not to strike.

DANGER IN POLITENESS.

A returned traveler has given the public a rather amusing account
of how his ideas of courtesy towards women passengers and the
rules of the street railway company failed to mi.x satisfactorily in
Hamburg. The European street car is full when a given number
of passengers are on board and the law strictly forbids the con-
ductor from making room "for one more," as is the accepted rule
in this country.

Sometimes, while the conductor is in front collecting fares, a
lady will step on the car, which is alt-eady "occupied." As there
is no conductor on hand to prevent her, the lady steps inside, and
the gentleman who may offer her a seat comes out and takes his
stand on the platform. When the conductor, after going his rounds,
returns to his post, he promptly requests the gentleman to step off
the car, as he has forfeited his seat, and the car is fully "occupied."
Should he refuse to leave the car he is put off. The policemen on
the streets are instructed to watch the cars sharply, and if they
find a car carries even one more passenger than its proper com-
plement the conductor is fined 72 cents.

•-•-♦

The extension of the Fond du Lac (Wis.) Street Ry. to North
Fond du Lac was formally opened January 20th.

'Ml. 15. I91")-

STREET RAILWAY REVIEW.

THE STREET RAILWAYS OF PENNSYLVANIA.

That sccliim n( iln- miiiiii.iI n|i'iii .,1 the Sccrutai-y of IiUurnal
Affairs of IIil- Cuiniiuiiiwcallli nl I'Liiiisylvania for the year ending
June ,30, 1899, wliich contains the report of Maj. I. H. Brown, su-
perintendent of tlic rUire;iu of Kailroads. gives an interesting re-
sume of the sdeel railway siln.ilinn in that stale, from which we
take tlie foMowing extracts:

The street railways of Pennsylvania have been in a process of
financial change to a greater degree than perhaps any other class
of corporations that have existed under the laws of the cornnion-
wcalth. The number of charters taken out, especially since the in-
troduction of electricity as a motive power, has been remarkably
large, and yet there are comparatively few lines being operated
under these chartered rights. In many cases the charters have died
Ihrtnigh non-usage, or the powers and rights conferred by the
granting of such charters have been merged into other similar cor-
porations.

So far as the public is concerned in the growth of street railway
interests in the state, there can bo liul one opinion expressed, and
that is that Ihe means of local transportation liave been greatly im-
proved and the cost to the passenger has been greatly reduced on
account of the centralization of managements in the development
of these interests.

From the returns received it appears that of the 324 street rail-
way corporations making reports, 90 are operating companies, 71
are subsidiary companies and 163 are corporations whose lines were
not so far constructed as to be in whole or in part in operation
at the close of the fiscal year, to wit, June 30th. In addition to
these, there arc 56 street railway corporations, whose capital stock,
rights and franchises have been acquired by operating companies,
and whose reports are included in the statements made by such
operating companies.

The total capital stock outstanding of operating companies is
$103,122,319; funded debt outstanding, $31,309,425; total current lia-
bilities. $13,139,149; total capitalization and liabilities, $147,570,893.
Compared witli the year ending June 30, 1898, the capital stock
for 1899 shows an increase of $2,212,984; the funded debt a decrease
of $1,131,425.

Of the $103,122,319 capital stock outstanding, six companies, i. e.,
the Consolidated, of Pittsburg, the Pennsylvania Traction, the Union
Traction, of Philadelphia, the United Traction, of Pittsburg, the
West End Traction, of Pittsburg, and the Wilkes-Barre & Wyo-
ming Valley Traction, together have $73,909,380, or 71 per cent of
the total.

In addition to the capitalization reported by operating companies,
there is reported by subsidiary or lesser companies capital stock
outstanding of $53,407,639; funded and unfunded indebtedness of
$41,649,487; which, added to the total capitalization of operating
companies, $147,570,893. makes a total capitalization of operating
and subsidiary companies of $242,628,019. In considering this total,
however, it must be taken into account that there is some duplica-
tion, as many of the corporations have purchased the stock of sub-
sidiary companies out of the capital which has been secured by
the disposal of their own stocks.

The total cost of road and equipment as reported by all com-
panies is $197,161,214.

The operating companies report as receipts from operation, $21,-
646.808; from other sources, $922,448; total receipts, $22,569,256.
The total receipts from operating companies for the previous year
was $19,745,706. The volume of business done by street railways
in the state has. therefore, greatly increased, but not in proportion
to the increase of business in other enterprises, as, for instance, the
business done by steel and iron companies.

From the total receipts from operations, $10,519,810 was paid
in operating expenses, or substantially 46 per cent. The amount
of taxes paid was $1,314,470; interest on funded debt. $2,257,765;
rentals, $6,237,691; other expenses. $279,453; dividends paid, $1,179,-
474; total, including dividends. $21,788,663. The surplus for the
year is therefore $780,593. In 'addition to the dividends paid by
the operating companies, there has been paid as dividends by the
subsidiary companies the amount of $7,954,173. or a total, with the
dividends paid by the operating companies, of $9,133,647. This,
however, if considered as a disbursement, produces a duplication,
as tlie amount of dividends paid by subsidiary companies is largely

derived from llic $6,237,691 received by subsidiary companies in
the way of rentals from operating companies.

The total mileage of street railways operated in the stale is given
at 1,812.94; ill 1898 it was 1,708.32. The total number of cars owned
is 5,864; in 1898 Ihe number was 5,616. The total number of em-
ployes for 1899 was 12,506; the previous year Ihe number was I2,08o.
TIk' total compensation of employes in 1899 was $6,569,904; in 1898
it was $6,542,840. The number of passengers carried in 1899 was
473.313.258; in 1898 the number was 432,779.314, an increase of 40,-

533.944-

The total number of passengers killed during the year was 17;
injured, 484; the total number of employes killed was 3; injured,
1,39; the trital number of other persons than passengers and em-
ployes killed was 77; injured, 504; or a total of fatal casualties of
97, and of non-fatal, 1,127. For the previous year the number of
passengers killed was 15, injured 506; employes killed, 11; injured,
86; other persons killed, 80; injured, 409; total killed, 106; injured,
1,001.

In the report fi;r the year ending June 30, 1898, as well as that
for the year ending June ,30, 1897, an account was given of observa-
tions made on the use of bicycles, or, more particularly, of the
number of persons who passed a given point on Third St., in the
city of llarrisburg, on wheels and of those who patronized the cars
of the Harrisburg Traction Co. In the investigation for the year
1897 it was found that the number of persons passing the given
point during the given twenty-four hours, both on wheels and in
cars, was 6,078. Of this number. 1.962 were on the cars and 4.1 16
were on wheels. That is, 67.7 per cent were on bicycles and 32.3
per cent on the cars. In the report for 1898 the number of per-
sons passing the same point on a certain day was given as S.819.
Of this number. 3.449 were on wheels and 2,370 in cars, or a per-
centage of 59.3 on wheels and 40.7 on the cars. In the investigation
made for the 1899 report, during the same length of time and on
a day when the conditions for traveling were substantially the same
as on the days selected tor the observations of the two previous
years, the total number of persons passing on wheels was 3.784. in
cars, 2,941, or a total of 6,725, the percentage on wheels being 56.27,
and on cars, 43.73.

There is evidence in these figures to indicate that while the wheel
is still in constant use by a large number of people, yet the per-
centage of those who ride on wheels as compared with those who
ride in cars has considerably decreased during the period covered
by these observations. A feature of the observations made for the
1899 report is the counting of the number of pedestrians who passed
a given point during the same hours that the observations were
made of those riding on cars or on wheels. The total number of
such pedestrians was found to be 13.066, or 6.341 more than the
combined number on wheels and in cars. From the above figures
it will be seen that the total number of pedestrians, bicyclists and
passengers on cars is 19,791, of which 66.02 per cent were pedes-
trians, 19.12 per cent on wheels and 14.86 per cent in cars.

The report adds: "These observations probably are not of much
weight, and yet they present a problem for all street railway com-
panies to solve, and that is to make it advantageous for this large
number of pedestrians to ride in the cars, rather than walk."

NO PAYMENTS BY UNION LOOP, CHICAGO.

When the Chicago Union Elevated Railroad Co. was granted a
franchise to build the Union Loop, the mayor would not sign the
ordinance until the company agreed to pay the city a portion of
its gross receipts in excess of $2,500,000. increasing from 5 per cent
for the first five years to 25 per cent for the last 15 years. One
of the provisions of the original ordinance was that private passage-
ways might be built from buildings to the loop, but after a few
such passages had been erected the city refused to permit any new
ones. On this ground the company considered itself released from
the contract, and the present city administration has decided to
make no attempt to compel the payments by the company.

The Toledo (O.) Traction Co's. employes' band has tendered its
services to the Playground Association, a charitable institution of
the city. The band recently gave the sixth of a series of concerts
that have been very much appreciated by the people of Toledo.

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

GRADE CROSSINGS.

Read befttre the En^'iiiecrs' Club of Cleveland by Augustus Mordecai, and pub-
lished id the " Journal of the Association of En^'inee^in^^ Societies.''

Ill the discussion of the question of eliminating grade crossings
of liighways with railroads we must be careful to avoid prejudice.
It is hard to overcome the natural impulse to make the corporation
bear as much of the burden as possible, whether it is right or
wrong to do so. "The corporation can afford it," we say. It is
hard even for an employe to divest himself of this feeling, and still
more so for one not so employed. Often we notice an employe
throwing away as worthless a bolt, for example, that has lost a nut;
but if the bolt belongs to his bicycle, how carefully he preserves it
for future use.

Even to the most wealthy, the expenditure of millions of dollars
must be a matter of careful and judicious thought, not lightly to
be entered into.

Let us sec what are the rights of the parties, the public and the
railroads, in the highway. They are equal as far as occupancy is
concerned, and both can go their ways, provided that in so doing
neither interferes unreasonably with the other. All are obliged to
use caution in the use of the common highway. The individual
must be careful he does not take any unnecessary chances in cross-
ing the tracks of the railroad. The electric company, if there is
one, must see that its conductor knows that the way is clear before
he allows its car to cross; and the railroad company must, by
watchmen and gates, or by bell and whistle, warn the public, and
use every precaution to have the way clear before its train crosses
the highway. Neither of the parties must obstruct the crossing
for an unreasonable length of time, consequently all would be bene-
fited equally by the elimination of the grade crossing if it were
not for certain conditions not common to both. By the abolition
of the grade crossing the public saves time, annoyance due to de-
lays or to precautions necessary for the prevention of accident, and
damage caused by the accident itself. A very large proportion of
accidents (judging from the records of the Erie R. R., as high
as 60 per cent) is due to the contributory negligence of the individ-
ual. The street car company saves time — not a large item, as the
men are paid by the trip — and the liability of accident, which is a
much more important consideration with them than with the steam
railroad, as its car is weaker and the passenger much more liable
to injury. The steam railroad saves the expense incident to watch-
ing the crossing, an expense which legally, but perhaps not justly,
it is forced exclusively to bear; the time which would be lost in
taking precaution against accident (a larger item than in the case
of an electric railroad, as the steam road generally has many high-
ways to cross) and the liability of injury in case of accident, which,
as shown, is lower in the case of the steam railroad than with the
electric road or with the public. The laws of New York make it
obligatory on the part of the parties interested to abolish the cross-
ing if the Board of Railroad Commissioners says it should be
abolished; the railroad company paying one-half, the city or vil-
lage one-quarter and the state one-quarter of the cost. In Ohio,
if the railroad company and the municipal authorities agree that
the crossing may be abolished, not more than 35 per cent of the
cost is paid by the municipality, and not less than 65 per cent by
the railroad company. This is certainly not burdensome on the
municipality, especially when we remember that the railroad com-
pany, being a large ta.xpayer, eventually pays no mean proportion
of the 35 per cent charged to the municipality.

In the design for the work, if the railroad is put under the
highway, there should be not less than 18 ft. headroom and 2 ft.
for floor of bridge. In Ohio there is a statute obliging an obstruc-
tion over a railroad track to be at least 2: ft. above the top of rail,
but I think this should be amended so as to give the Railroad Com-
missioner some discretion in the matter. Out on the open road.
where trains run fast, and in the days before the nearly universal
use of air brakes had greatly diminished the brakeman's duties in
running from one car to another to set the brake, it might have
been proper to require such headroom; but in these days and in
cities, where there is slow movement and where the locomotives
and cars are equipped with air brakes, it does not seem necessary in
all cases; and in fact other cities are adopting less headroom, and
the Erie R. R. has been running for years in this city under

bridges of very much less headroom, properly protected, without
accident. I think the headroom should not be less than 18 ft.,
however; first to allow for the future probable increase in height
of locomotives and cars which are constantly growing higher and
higher, and also to allow a brakeman if he is on top of a car, to
sit down without being struck. If it were impressed on him that
he could not stand, but might sit down, on going through a city,
the liability to accident would be much reduced.

If the highway is put under the railroad there should be at least
13 ft. headroom allowed, with 2 ft. for floor of bridge at highways
where there is or may be an electric railroad, and 12 ft., with 2
ft. for floor of bridge, at highways where no electric railway is
likely to be built. This will not allow the use of a double-decked
electric car, but I think it is not unreasonable to make this re-
striction. In fact, it must be remembered that the placing of the
highway under the railroad immediately restricts materially the
height of the vehicle and its load that can pass under the bridge, a
restriction that, except for the trolley wires, which I hope are but
temporary, is not encountered in any other part of the highway.
The gorgeous band-wagon of the circus, for instance, or the floats
of an industrial parade will have to take another route, whereas the
railroad equipment is restricted just as much by other things, such
as the heights of the top bracing on bridges or the cross-section
of the tunnels, etc. This is one of the strong arguments in favor
of placing the highways above the railroad.

The width of the highway should not be restricted unless under
exceptional circumstances. It is true that London bridge, with
its enormous traffic, is but 56 ft. wide, and that Chestnut St. bridge,
in Philadelphia, is but 40 ft. wide; yet room seems to be necessary
in this bustling life of ours, and the people are entitled to it. The
grades on the highway approaches should be not more than s per
cent. This is the grade used in Chicago, and many cities have
steeper natural ones; certainly Cleveland has. I mention Chestnut
St. bridge because it is on one of the main thoroughfares between
populations nearly twice as large as in Cleveland, and carries two
street railroad tracks.

Nor should the width of the railroad be curtailed. It is hard to
foresee what conditions may arise, and allowance must be made
for future growth. If a highway becomes congested there are other
highways, but to obtain other railroad tracks is another matter;
always expensive, often impossible. The grades on the railroad
should not be changed to make them a burden at the time or
in the event of any possible future improvement to the railroad
property, and for this reason great care must be taken in raising
the elevation of the railroad tracks or in increasing their grade, as
such change might involve a very serious burden on the property.
There may be very little, if any, reserve power in a locomotive.
It is usually loaded to its capacity; whereas, in the individual and
electric car, within certain limits, there is ample reserve power, and
the same is true of most horses. The railroad is an essential and
admirable instrument in the growth and development of a city.
It is a tool not to be abused and knocked about, but, like all other
good tools, to be handled somewhat affectionately; to be kept
always neat and clean and in through working order.

Other things being equal, it is certainly lighter, pleasantcr, in
every way better, to raise the highway. This may or may not in-
volve the depression of the railroad tracks. If the tracks can re-
main as they are, well and good. In that case we have only to see
that the structure and its supports are so constructed that they
shall not interfere with the railroad and its operation; and, although
the railroad authorities are seemingly actuated by selfish motives,
it is pretty safe to conclude that they are fairly good guides to
follow in these and in similar cases. If the tracks must be raised
or lowered in order to avoid steep approaches or excessive prop-
erty damage, it may be wise to lower them, the depth depending on
circumstances. Through the residence district of a great city it
may be well to lower the tracks the full distance required. An
elevated track is an eyesore, noisy, extremely ugly and altogether
horrid. Through the manufacturing districts of the same city it is
better to elevate them, other things being equal; or, at most, to
depress them but a few feet, so that existing manufactories can
meet the changed conditions without excessive expenditure, and
that adjoining unimproved property owners may not be deprived
of the use of their property for the best purpose to which it can
be put, as might be the case if the railroad tracks were depressed

Fun. i.S, igno. ]

STREET RAILWAY REVIEW.

the lull (lisUmcc n'qiiirod. It is also true that, especially with rail-
mad tracks, it is iiuuli iasi( r .iiid rlu'apcr to raise- tliuiii than to
depress them.

The diriictillies incident to the location of sewers, water mains,
etc., in the depression o[ the tracks have no terrors for the engineer
who is familiar with the work done by llie cable car company in
New York City, or with that proposed to be done by the Rapid
Transit Co.

The question of damage to aliutling property on the liinliway is
always comparatively an important one where conditions are
changed ever so slightly, and is always very thoroughly considered
in cases of (his kind; but it should not be given undue importance.
Granted an e(|uilablc division, the cost is a secondary consideration,
as the work is for all time and should be done in the best inanncr.
Then again, the damage is only the cost of changing the buildings
and other improvements to meet the changed conditions. The
value of the land itself is rarely changed, for that depends upon the
ease of access to and from a more or less crowded thoroughfare.
For instance, the most valuable land in the world is at the intersec-
tion of F'leet St. and the Strand in T.on<lon, because of the crowds
passing it. The corner of I'.road and Wall St., in New York, is
possibly equally valuable, and es|)ocially in a raised highway this
condition is not changed. Wlial, llien, is the damage to the im-
provements? If, for instance, all the buildings at the corner of
F.uclid and Willson Aves. and 200 ft. each side were wiped out by
fire in a night, the most sensational report would not put the loss
on the buildings alone at any enormous figure. The insurance com-
panies would certainly pay much less, and I do not doubt that the
owners' sworn estimates of their value made to the tax assessor
would show a very much further reduction from the amount the
insurance companies would be called upon to pay; and again, the
buildings in the aggregate would be damaged much less than half
their value. Looked at in this way, the damage is reduced to a
less formidable proposition. The trouble consists in arousing the
antagonism of the owners themselves, who generally, and by the
very nature of things, are men of influence and standing, and of
much more power in the community than is the intangible stock-
holder of the railroad company, for instance; so that it is easy for
them to obtain excessive judgments, especially when municipalities
and corporations are to pay them. The process of awarding dam-
ages is human, therefore fallible. It might be better to appoint one
or a few good men as commissioners to award them in place of the
ordinary jury, as has been done in New York; but this may seem
arbitrary to many accustomed to the old way.

In the actual performance of the work, that party who is in posi-
tion to do any part of it best and most cheaply should do it. The
municipality should settle the damages with abutting owners; and.
as it can borrow money more cheaply than can the railroad com-
panies, it might, if desired, lend its credit to the latter under well-
considered conditions. The railroad companies might build part
or the whole of the structure. The general principles being agreed
upon, the details can easily be arranged.

As far as the maintenance is concerned, each party should main-
tain that part worn or used by it exclusively, and those parts where
failure would render it liable in damages to others; where several
parties use the same part, or where several would be liable, the ex-
pense should be divided proportionately.

EWING SINGLE. RAIL TRAMWAY.

This paper is of interest at this time by reason of the fact that
the city of Cleveland is desirous of abolishing railroad grade cross-
ings over the streets used by street railways, but seeks to have the
street railways bear the city's share of the cost, 35 per cent.

Storage battery automobile 'busses may make regular trips in
Denver, Col., in competition with the street railway lines, as it is
announced that a company is soon to be incorporated for that
purpose.

It is said the first Bessemer rails ever made were rolled in 1856,
and analysis shows they contained the following: Carbon. 0.08 per
cent; silicon, traces; sulphur, 0.162 per cent; phosphorus. 0.428 per
cent; arsenic, traces; manganese, traces; iron, 99.33 per cent. Owing
to the effects of the sulphur and phosphorus, the rails were not
satisfactory and their manufacture was .ibandoncd and not re-
sumed till 1864.

The accompanying illuslrations are reproduced from an article
in the Electrical Review, of London, descriptive of a single-rail
tramway invented by Charles Kwing, C. E., ot Adyar, Madras.
This system was the subject of a paper before the United Service
Institution of India by Ll.-Col. F. F. R. Uiirgess, who sairl in part:

"On a level road one pair of bullocks can, on a single line, draw
a train of trucks, carrying a net load of from six to seven Ions, a
distance of 15 miles in a day with case; it rcfjuircs from 16 lo 18

TRUCKS TO CARRY 3% TONS EACH.

l)airs of bullocks to draw this load in ordinary carts carrying the
military regulation 800 lb. load.

"The trucks run on a single line of rail laid on the ground or
roadway and arc mounted on two or three double-flanged wheels
placed under their center. These wheels arc of small diameter,
varying from 15 to 30 in., according to the size and weight of the
trucks and rails, the flanges being twice as far apart as the width
of the rail on which the wheels run.

"The whole weight of the truck is thus borne on two or three
double flanged wheels which run on the single rail, so that, unless
it were supported in some way, it must fall over. The necessary
support is afforded by a lightly constructed iron 'balance' wheel
of comparatively large diameter, from 4 to 5 ft., with a 4-in. wide
tire, placed at the ;ide of the truck.

"This balance wheel runs on the surface of the- ground or road-
way about 4^/2 or 5 ft. away from the rail. It runs on an axle

TR.\IN LOADED.

which is pivoted at right angles to the center of the truck and is
kept in position by a horn plate fixed to the frame of the truck. The
axle is also furnished with a double helical spring which eases the
jolting of the balance wheel when going over any inequalities. The
platform of the truck, which carries the load, extends to an equal
distance on each side of the central line of the truck over the rail
and flanged wheels, and the load would usually be evenly distrib-
uted on it, but should it not be so. there would be no risk of the

STREET RAILWAY REVIEW.

[Vol. X. No.

truck upsetting, as the balance wheel provides for an excess of
several hundredweight."

The rails used \ary with the loads it is desired to haul. Colonel
Burgess mentions one with 22 miles of track which has rails weigh-
ing 14 lb. per yd., it being designed for loads of three-quarter ton
per wheel. The rails may be laid along the edge of the roadway
except at bridges, where they would have to be carried out far
enough to permit the carts to clear the sides.

Our contemporary suggests that electricity could readily be
adapted as the motive power for such a system, and furnish a cheap
equipment lor light work.

In a letter to the Electrical Review the inventor states that pat-
ents were secured on the system in many countries in 1895. He also
states that as early as 1881 he exhibited a single-rail tramway
worked on the same principle as that of the system patented by M.
Cailletet (sec St. Ry. Rev., Mar. 1897, p. 169). In this system the
draft animal was harnessed at the side of the car and it was
abandoned by Mr. Ewing because of the width of road occupied,
the fact that the animal was necessary to balance the car, and that
one team could not draw a train of cars. The cheapest motive
power suggested by Mr. Ewing is that of a traction engine running
on the roadway and drawing a train of these cars.

ON MUNICIPAL OWNERSHIP.

From the address of Presidcm Duherty before llie Northwestern Electrical
Association.

REPORT OF CHICAGO CITY RY.

The annual meeting of tlie Chicago City Railway Co. was held
on January X5th, when the following directors were elected: S. W.
Allerton, D. G. Hamilton, Joseph Leiter, Arthur Orr, G. T. Smith.
\V. B. Walker. Otto Young.

The president's report showed the passenger receipts for the year
to be $5,162,665. an increase of $363,059.27; receipts from other
sources were $31,774.40, making the total $5,194,439.40 an increase
of $361,633.59.

Operating expenses were $3,325,677.27, an increase of $399,186.90.
The operating expenses were 64.42 per cent of the passenger re-
ceipts and 64.02 per cent of the gross earnings; for 1898 the corre-
sponding figures w-ere 60.97 and 60.55 P^r cent.

Interest on bonds was $207,877.50, leavmg the net income $r,66o,-
884.63, which was 13.287 per cent on the capital. Dividends of 12
per cent were declared, leaving a surplus of $160,887.63.

The car-miles during the year were: Electric (55.1 per cent of
the total), 14,517,690, an increase of 1,954,310. Cable (44.5 per cent
of the total), 11,741,840, an increase of 63,820. Horse (0.4 per cent
of the total), 11,470, a decrease of 32,430. Total, 26,371,000, an in-
crease of 1,985.700, or 8.1 per cent more than last year.

The company now has 169,005 miles of electric track, 34.75 miles
of cable and 1,731 miles of horse track. During the year 9.63s miles
of new track were built and 21,158 miles rebuilt. It has 195 horses
and 1,946 passenger cars.

During the year paving was done as follows;

Sq. Yd.

Granite 58,671

Cedar blocks 38.573

Brick and asphalt 1.113

Granite and asph.ilt 496

Brick 3,192

Total 102,045

The otificers elected by the board were: President D. G. Hamil-
ton; vice-presidents, Joseph. Leiter and VV. B. Walker; secretary,
Frank R. Greene; treasurer, T. C. Penington; auditor, C. N. Duffy;
general manager, Robert McCulloch.

At the annual meeting the following resigned from the operating
stal?: George O. Nagle, assistant general manager and superin-
tendent; A. C. Heidelberg, assistant superintendent; C. E. Moore,
master mechanic; Frederick Stevens, track master; J. J. O'Keefe,
chief supervisor.

Michael O'Brien was appointed master mechanic and H. B.
Fleming, track master. Both of these gentlemen were formerly
with the National lines of St. Louis.

< « »

The city fathers of Kansas City, Mo., are said to be much dis-
satisfied with the action of the Metropolitan Street Railway Co. in
withdrawing annual passes and issuing books of tickets, as an-
noMuccd in our last issue.

The agitation about "municipal ownership" seems to be as active
as ever; and, to be frank, I think it is increasing rather than di-
minishing. Without commenting on the motives of many of the
leaders, it nuist be admitted that others of them are sincere and
honest in their advocacy of this cause. If this craze is allowed to
run its course, popular opinion will, in time, desert it; but, in the
meantime, many of our properties will be injured, and the cities
adopting it will reap a harvest of disappointment fi>r their failure
to give the matter proper consideration.

One of my political friends once wrote me as follows: "They
(the people) want it, and I am on recortTas favoring it. I am no
longer so sure I am right, but there are other reforms that I
know I am right about. Were I to experience a change of heart
on this question, it would remove all chances for my election and
would elect my opponent, who knows less about this subject than I,
and who has but this one plan in mind. Even should our electrical
venture not prove thoroughly successful, I can manipulate other
reforms that will more than compensate for this. No matter what
my personal views may be, my election will make me their servant,
and I can but do as 90 per cent of the people want me to do. Even
if I admit that most municipal electrical plants have been failures,
it does not follow that ours will also be a failure. J think you will
grant that it will be honestly run during my administration." There
is a lesson for all of us in this letter. Here is a man that, to my
personal knowledge, is as honest as the average man; in fact,
even more so. To his mind 90 per cent of the people want a mu-
nicipal plant; and no sane man would express opposite views to
go per cent of the people and expect to receive an election at their
hands. I fear we are wasting our breath in trying to educate the
municipal officers. A majority of them already know tliat munici-
pal ownership is a rank fallacy, but they are too wise to express
views contrary to the people they must look to for re-election. By
championing the views of the people — even though they know
them to be wrong — ofTers an easy road to office. We must educate
the people.

"You can't fool all the people all the time," and more than one
community has awakened to the fact that municipal ownership did
not yield what was promised. I challenge any one to cite a single
instance where a municipal plant cost no more than was antici-
pated and yielded all that was promised.

I attended the convention of the League of American Munici-
palities by invitation from them, as the representative of the North-
western Electrical Association and the National Electric Light
Association. Other representatives and myself contended that mu-
nicipal ownership had not been a success in the past, and we could
not see how they could expect to make it a success in tlie future.
We offered, on behalf of the National Electric Light Association,
to bear half the cost of an investigation of 20 municipal electric
plants, selected by the president of the league, to determine the
true cost of service, for comparison with the rates charged by
private plants.

We made this offer in good faith, believing that an investigation
would vindicate our position. I regret to state that the league
failed to accept our proposition in a manner insuring its execution.
Their acceptance on any terms was only secured by a great effort,
and their final acceptance was promised conditional upon their
ability to provide funds, and, as far as I know, they are making
no effort to raise them. I would recommend, if they cannot other-
wise be induced to make this effort, that our association solicit sub-
scriptions and notify them that if they will make an earnest effort
to solicit funds among the advocates of municipal ownership, wc
will guarantee them enough more to make the necessary amount
of $2,500. I promise $100 toward this subscription, and recommend
that this matter be placed in the hands of a suitable committee.

Governmental and municipal ownership, if carried to their rea-
sonable ultimatum, would include every form of industry, and the
undesirable result of this is too apparent to call for comment. Un-
consciously, or otherwise, the advocates of municipal ownership
seek to thrust upon us a bad foreign policy, and the best examples
they can cite are among those nations that are "traveling toward
the night." We have enough municipally operated plants in this

Ff.I1. 15, IQOO-l

STREET RAILWAY REVIEW.

country frnni wliii'li l<i seek our cxaniplrs; but llifsc t-xamplcs fail
to strcUKllien tlic llioory of these people, and they, therefore, seek
examples in countries where workmen are jiractically serfs and their
rate of pay is such as to maintain ihem in an ignorant and depend-
ent slate.

America's greatness is not due to imitation or adaptations of
foreign policies. Let us think and act for ourselves. Individual-
ism has made us a great and prosperous nation; and even if indi
vidualism is open to criticism, let us be sure that paternalism is bel-
ter before it is adopted, even in the slightest degree.

SWITCH TOWER IN CLEVELAND.

REMOVING SNOW IN WORCESTER, MASS.

A new agreement has been made between the Worcester (Mass.)
Consolidated Street Railway Co. and the Worcester city oftieials
as to the pcirtion of the cost of removing snow each party should
pay. b'nr the purpose of having a definite basis upon which to

The Cleveland hllectric Railway Co. has a very complicated cross-
ing at Euclid and Willson Aves., the nature of which is shown in
the accompanying diagram. At this point the Kuclid and Willson
Ave. lines intersect and three diflferent sets of crossovers arc laid
connecting the luiclid line with the Willson line. In addition the
Cleveland & I'ittslnirg R. R., which is a part of the Pennsylvania
system, diagonally intersects both of these lines a few feet away
from the crossing of the two avenues. To more fully protect this
point there has rcceiuly been erected at the spot marked "tower"
in the diagram a three-story switching tower which is shown in the
accompanying half-lone illustration.

Up to the middle of last summer the safety devices at this place
consisted of the regulation gates operated by a gateman in a small
tower near the site of the new one. l-'rom this were operated the
gates on Euclid Ave. alone and another tower and gateman oper-
ated the gates on Willson Ave. In addition there was a flagman

MAP OF CROSSING AT WILLSON AND KUCLin AVES., CLEVELAND.

work, the city eitginccr had prepared a table containing the area
of every street in which a street railway track is laid, and also
the areas included between the tracks in those streets. From this
it was found the area covered by the tracks was about 40 per cent
of the total, and an agreement was immediately signed by which
the company is to pay 40 per cent and the city the remainder of
the cost of removing snow from all streets occupied by rails. In
making up the table the width of the adjoining sidewalks was also
included as well as the space between curbs, as snow that falls on
sidewalks is thrown into the streets and enters largely into the
question of snow removal. This method of settling this vexatious
question seems entirely fair to both sides.

Orders have been issued by the Board of Railroad Commission-
ers to the Manhattan Elevated Ry., of New York, directing the lat-
ter to e.\lcnd its structure from 177th St. and Third Ave. to Bed-
ford Park, and from 145th St. to West Farms, a distance of 4^>
miles, or forfeit franchises granted for these extensions several
years ago.

on the ground to look out for the safety of teams and pedestrians
on Euclid Ave. These men were in the employ of the Pennsyl-
vania R. R., and the same policy will be continued, the top story
of the tower being for the Pennsylvania's gateman and the lower
one for its flagman.

The Cleveland Electric Railway Co. formerlj' had derails on each
side of the track on both streets operated by a lever on a pole set
in a position to control a view of the steam railroad in both direc-
tions. The street cars were obliged to come to a full stop at the
derailing switch and stand while the conductor ran ahead to the
pole and set the switch in position by pulling the lever. This not
only took valuable time, but it was noticed the people took advant-
age of the conductor's absence from the car and would get on and
crowd in among the other passengers, where it would be next to
impossible to find them and get their fare, even if they were ob-
served getting on.

To overcome these difficulties a change was made in the oper-
ating device on Euclid .\ve. and both levers were put on one pole
and a man stationed there to operate them, thus allowing the

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

conductor to remain on his car. This plan worked so well that
it was decided to adopt it permanently and also connect up the
derails on Willson Ave. and let one man look after both crossings.
To protect him from rain and cold some kind of a shelter was
needed, and an arrangement was entered into with the Pennsyl-
vania company for the present tower. After some investigation
it was found that the pneumatic derailing switches could be put in
cheaper than the change could be made on the old ones, and, as
they were considered better, were adopted. These switches are
to be operated from a compressor located in the second story of the
lower, except from 11 p. m. to S a. m., while the night cars are
running, at which time the der.iil will be thrown by the conductor,

SWITCH ToWl.R .\r U ILL.SON .\XLi ULCLU' ,\V !>., CI.IC VELAND.

by means of an auxiliary compressor Ijocated on the ground on
each street.

It will be noticed that the route of the Belt line cars takes them
around the southwest corner of Euclid and Willson Aves., the
right hand Belt switching ofi Euclid and the left hand off Willson.
Should it be found that one man can manage it, these switches will
also be attached to the main compressor and operated from the
tower. These various derails operate for 1,340 cars each day.

It will be seen that this improvement saves both time and reve-
nue and also insures greater safety. The arrangement was con-
ceived and put into effect by Mr. R. M. Douglass, the general
superintendent of the Cleveland Electric Ry.

DOUBLE SIGNAL GONG FOR CARS.

There is a certain class of accidents whose frequency could un-
doubtedly be greatly reduced if the conductor had some simple yet
positive way of signaling the motorman to stop instantly, and it
is a little surprising that some device for this purpose has not
been forthcoming before this. As it now is the best way for giving
the motorman an emergency signal is by means of three taps of
the bell, this method being recommended in the report made in
October, 1898, by the Committee on Standard Rules and Regu-
lations for the Guidance and Government of Employes appointed
by the American Street Railway Association. In this report under
rules for bell signals from conductor to moterman, Rule 4 reads,
"Three quick taps of the bell, when car is running, is the signal
to stop immediately. This signal should be used to prevent acci-
dents or when trolley is off the wire." But this rule is not en-
tirely satisfactory. It is too complicated for an emergency signal
and takes too long to give, especially as the conductor is apt to be
laboring under excitement at the moment the signal is most re-
quired. Furthermore the code is not usually known to the pas-
sengers who may be aware of the impending accident before the
conductor, and had they some means of communication at once
with the motorman the mishap in a number of cases could be
avoided.

The double action signal gong shown herewith is designed to
provide a simple and unmistakable signal for an immediate stop

and one that can be operated by the same cord or strap used for
the ordinary starting and stopping signal. Fig. I is a side view
of a gong fitted with the improvement and Fig. 2 is an elevation of
the same with the cap of the bell removed. The bell cord is bifur-
cated at its one end, one of the branches connecting with tlic regu-
lar bell-clapper for producing the usual starting and stopping
signal. an<l the iither, which does not come into action until a

FIG. 1.

FIG. 2.

greatly increased tension is put on the cord, controlling the emer-
gency signal, which in the case shown in Fig. 2 is the well-known
ratchet-lever mechai\ism with meshes and small revolving knock-
ers, that fly out 'against the bell by centrifugal force and produce
a continuous ring. Almost any form of bell-ringing mechanism
may be utilized, but the gong should be in two sections, the regu-
larly used clapper acting on the cap and tlie emergency knocker
on the base section.

It will be seen that an ordinary pull on the cord will operate the
usual signal only, while an extra hard pull will cause both mechan-
isms to come into action, giving a combination signal that cannot
possibly be misunderstood by the man at the controller. As shown
in Fig. I a small spiral spring is interposed in the cord to the ordi-
narily used knocker, necessitating an abnormal pull before the
other cord will become taut enough to actuate the ratchet signal.
The device is the invention of H. S. Rodgers of 190 E. Second St..
Covington, Ky.

■» « »

SOUTH SIDE ELEVATED, CHICAGO.

In our issue for January, page 49, we gave the average daily
traffic by months of the South Side Elevated Ry. for the year 1899.
The president's annual report was presented to the stockholders
on January 25th and from it we take the following additional data:

EARNINGS.

Passenger $1,131,403.70

Other earnings 34,985.42

Miscellaneous 3,991-56

$1,170,380.68
EXPENSES.

Maintenance of way~and structure $ 50,754.53

Maintenance of equipment 79,489.50

Conducting transportation 297,489.93

General expenses 88.471.29

Loop rental and expenses 153,727.12

$669,932.37

Net earnings $500,448.31

Deduct interest on bonds $33.75o.oo

Deduct dividends on capital stock.. 306.672.00 340,422.00

Surplus for year 1899 160,026.31

The ratio of operating expenses to gross earnings by months

varied from .499 in October to .599 in June, the average of the

figures for the 12 months being .572.
The board of directors was unchanged.

Steam was admitted for the first time to the engines in the
power station of the Dayton (O.), Springfield & Urbana Ry. on
January 14th, with appropriate ceremonies. Mrs. J. S. Harshman,
wife of the president of the company, opened the throttle valve.

I'-jcii. IS. if)0().

STREET RAILWAY REVIEW.

RECENT STREET RAILWAY DECISIONS.

ICDiriCJ) IIV J. r,. KOSUNIJERGER, ATTORNEY AT I,AW, CHICAGO.

I'KOTF.CrrON OWI'D PERSONS LEARNIN(; 'lO KIUIC
BICVCr.KS ON STREETS.

W.MTING ROOM

OBSTRUCTING
SANCE.

VIEW NOT A NUI-

I.oiiisvillc Railway Co. v. I'.hiydos (Ky.), 52 S. \V. Rep. '/lo. Oct. 7,

The cvkleiicc .showed lliat the phiintilT in the coiiit Indow was on
a street, trying to ride a wheel, and beinK unaccustomed to riding,
and liy reason of a grade in the street, she lost control of the wheel,
and ran into another street, and, in trying to turn, the wheels of her
vehicle were caught in a street railway track, between the rails ami
rocks. While in this condition, and without warning of any kind,
a car ran over, and seriously injured, her. She sued the street rail-
way company, and obtained a judgment for $^,500. The company
appealed, seeking to obtain a reversal on the ground that it was
error to refuse a peremptory instruction to find for it, and that the
verdict was llagraiUly against the evidence. But the court of appeals
of Kentucky allirms the judgment of the lower court.

The street railway company insisted that the plaintiff in the court
below was shown, by her own testimony, to have been guilty of
such contributory negligence as precluded a recovery of damages.
It cannot, however, be held, as a matter of law, the court of appeals
maintains, that she was so guilty in being on the streets of the
city trying to ride a wheel. But, if it might be said that she was
guilty of negligence on this occasion, the court holds, it was the
duty of the company to keep a lookout for persons on the track,
and to avoid injury to them.

The proof, the court goes on to state, conduced to show that the
motornian could have seen this plaintiff in ample time, after she
was caught on the track, to have avoided the injury. At least, there
was sufficient proof to that effect to go To the jury. The place of
injury was a public street. It was the duty of the operator to use
the highest degree of care in avoiding injury, after discovering the
perilous position of the plaintifTf. So the court holds that, if her
testimony as to Iiow the accident occurred was true, the company
was liable.

CONSTRUCTION OF LIMITATION OF USE OF LAND
AND STIPULATION FOR DAMAGES.

Atlanta Consolidated Street Railway Co. v. Jackson (Ga.), 34 S. E.
Rep. 184. Aug. 2, iSgg.

A deed conveying to a street railroad company the title to the
right of way over the land of the grantor contained a recital that
the grantee was to run its cars over the right of way a specified
number of times during the day, perpetually, and the habendum
clause, as it is called, was as follows: "To hold and to have so
long as the party of the second part * * * uses the said right
of way * * * for all legitimate railroad purposes as herein set
forth, and no other." The successor to this company abandoned
the right of way, and an action was brought against it for breach
of the alleged covenant. Taken to the supreme court of Georgia,
the latter, however, holds that the above does not constitute a
covenant, but is a conditional limitation, and that the land reverted
to the grantor at the same instant when the company abandoned
the right of way.

To constitute a covenant running with the land, the supreme
court goes on to say, the covenant must have relation to the inter-
est or estate granted, and the act to be done must concern the
interest or estate created or conveyed." Hence, when such an
habendum clause further provides, as it did in this instance, that
"in case the party of the second part or their assigns default in com-
plying with the covenants herein set forth, in whole or in part, all
the rights and perquisites thereof shall revert to the party of the
first part and his assigns, together with lawful damages as shall be
awarded by due process or otherwise," the court holds that the
stipulation for damages is not such a covenant running with the
land, under the above definition, as would render the successor to
the grantee, who purchased at judicial sale, liable for a breach of
covenant, although it abandoned the land after its purchase.

Cummins v. Sunimimduwot Lodge (Kan.), 58 Pac. Rep. 4X6. Oct 6,
i«99.

Where a wailing room is erected in the streets of a city by the
.Hiihorily of the council thereof, the court of afipcals of Kansas
liolrls, it cannot be abated as a nuisance, on the complaint of an
.ibutting lot owner, for the rca'son that said buildini; partially
obstructs the view of his business house by persons passing over a
liarticular portion of the street.

The plaintiff in the court below was the lodge. The defendant
was a party who had entered into an arrangement with a strcel
railway company for the erection of the building complained of,
whereby he was to erect said building and maintain a portion thereof
as a waiting rorjm for passengers on said railway; sai<l defendant
in consideration of the erection and maintenance of said building
to also use and occupy the same for the sale of cigars, fruit, news-
papers, periodicals, and other similar articles.

In consideration of this case, the court of appeals ignores the
fact that a part of the uses for which the building in controversy
was erected was of a private nature, and considers it from the stand-
point of a waiting room alone. It does this, it says, for the reason
that, if the defendant had a right to erect and maintain the building
as a waiting room, its erection could not be enjoined, or its removal
as a nuisance ordered, although a portion of it was used for other
purposes.

That a waiting room at or near the point where this building was
located was a public convenience was apparent, and the court of
appeals quotes the supreme court of the state as holding that "the
city corporation may make every use of a street which reasonably
conduces to the public convenience and enjoyment." So the court
of appeals thinks that the city had the right to authorize the erection
of the building, and did so authorize it by the franchise ordinance
providing that "said grantees may construct and maintain at such
points along the line of said railway such depots and waiting rooms,
with stairways leading thereto, as may be necessary and requisite for
the accommodation of the public."

Then, on the nuisance question, it holds as first stated, reversing
the judgment of the district court.

NO RIGHT TO RELY UPON' PEOPLE GETTING OUT OF
WAY AT CROSSINGS.

Towner v. Brooklyn Heights Railroad Co. (N. Y.), 60 N. Y. Supp.
289. Oct. 17, 1899.

The second appellate division of the supreme court of New York
declares here that the Hickman case, reported on page 467 of the
'Street Railway Review" for July, 1899. 56 N. Y. Supp. 751.
was not intended to lay down any new rule of law in negligence
cases, and that that decision is not to be extended to cases in which
the same circumstances are not present.

This case was similar to that one only in that the plaintiff in this
case testified that he looked in both directions before leaving the
curb, and that he saw no car or other vehicle approaching, and that
he then stepped down, and started across the street, and that he was
just leaving the track when he heard the gong of an approaching
car, and simultaneously he was struck and thrown a distance of 20
feet, the car running 50 to 75 feet before it was stopped. Then,
the court goes on to point out that in the Hickman case the streets
did not cross the avenue on which the cars ran, and that the cars
had the paramount right to the use of the tracks, while in this case
the accident occurred at a street crossing, where the rights of the
parties were equal, and where the defendant owed the plaintifif the
duty of having its car in control, or at least of giving warning of
its approach.

The defendant, in this case, the court goes on to say, had no right
to rely upon people getting out of the way of its cars at crossings.
It was charged with the duty of operating them with reasonable
care, and the plaintiff had a right to rely, in some degree, upon the

STREET RAILWAY REVIEW.

[Vol.. X, No.

discharge of this duty on the part of the defendant. The plaintift',
having looked in both directions before starting to cross, and seeing
no car, the court here holds, was justified in walking across the
street at a point where the rights of both parties were equal, and
in assuming that a car running at a rate of speed calculated to make
the crossing dangerous would give some notice of its approach, or
that it would be in the control of the motorman sulliciently to pre-
vent his being run down.

And, declaring that there was certainly nothing in the Hickman
case which justified the conclusion that the plaintiff in this case
was guilty of contributory negligence as a matter of law, the court
holds that it was error to dismiss the complaint, and grants a new
trial, after also stating that there was evidence in the case from
which the jury might reach the conclusion that the defendant was
guilty of negligence, and that the plaintiff was free from negligence
contributing to the accident.

C.-XSE OF CAR STARTING AND COLLIDING WITH TRAIN

REVERSED FOR INADEQUATE CHARGE AS TO

DAMAGES OF PERSON INJURED.

Todd V. Second Avenue Traction Co. (Pa.), 44 Atl. Rep. 337.
Oct. 6, 1899.

The plaintiff alleged that while standing in the rear car of a
railroad train he was injured by being thrown against the radiator
or stove through a street car which had been standing about 20 feet
from the railroad crossing starting suddenly forward, breaking
through the safety gate, and colliding with said rear car.

Of course, says the supreme court of Pennsylvania, it devolved
on the plaintiff to establish by competent evidence the negligence
he imputed to the street railway company, and, failing in this, he
could not maintain an action against it for damages. He obtained
a judgment in the court of common pleas. But it was difficult to
determine from the evidence whether the starting of the car was
caused by improper management of the company's employes in
charge of it, or by defects in the machinery discoverable by them,
or, if discoverable, not within their power to remedy or control.
However, it was too clear for argument that the employes charged
with the operation of the car did not intend to start it while the
safety gates were down and a train- was on the crossing, and that
they exercised their best skill and judgment in the discharge of their
duty as they understood it.

Under these circumstances, the supreme court discovers no sub
stantial ground for complaint or criticism in a charge to the jury
that it was the duty of the street railway company "to furnish
reasonably skilled and competent men to operate the cars and the
machinery and appliances," and in the judge saying, in immediate
connection therewith," That is just where the plaintiff claims the
defendant failed in its duty." And it holds that certainly the instruc-
tion that it was for the jury to determine whether the defendant
exercised proper care under the circumstances was unobjectionable.

But the court reverses the judgment rendered in the plaintiff's
favor, because, in view of the evidence, and the circumstances sur-
rounding it, it considers inadequate, and especially so in that part
of it relating to the plaintiff's loss of earning power, a charge
relating to the measure of damages which was exceedingly brief
and nothing more than a perfunctory specification of the items
constituting the damage claimed as the result of the negligence
attributed to the defendant. These items consisted of expenses
incurred as a consequence of the injury received, the inconvenience
and suffering naturally resulting from it, and the abridgement or
loss of earning power, whether temporary or permanent, consequent
upon the character of the injury. No reference to or explanation
of the evidence or law applicable to either item was made. Thus,
the jury was left without such aid or guidance to a conclusion, the
supreme court thinks, as it was fairly entitled to.

LEASING OF ROADS TO MOTOR POWER COMPANIES.

Pinkerton v. Pennsylvania Traction Co. (Pa.), 44 .\tl. Rep. 284.
Oct. 6, 1899.
By a clause in the Pennsylvania act of March 22, 1887, motor
power companies are authoriEed "to lease the property and fran-
chises of passenger railway companies which they may desire to
operate, and to operate such railways." The title of the act is "An

act to provide for the incorporation and regulation of motor power
companies for operating passenger railways by cables, electrical or
other means." It was argued that the clause mentioned was uncon-
stitutional, because it contained a subject not indicated in the title,
to wit, the lease of their roads by passenger railway companies.
But this objection to the constitutionality of the clause in question
the supreme court of Pennsylvania pronounces wholly untenable.

The supreme court says that as the very object of the incorpora-
tion of the motor power companies indicated by this title was to
operate passenger railways, they must have some means of obtain-
ing such railways to operate. It was clearly not intended that they
should build, nor necessarily to buy, for in either case they would
become not merely operators, but passenger railway companies
themselves. The most obvious, if not the only other, way in which
they could operate roads was to lease them. The title of the act
gave notice that they were incorporated with power to operate
passenger railways, and an obvious way to do so was by lease of
already existing roads.

Nor does the court consider tliat there was any weight in the
objection that the passenger railways had no power to lease their
roads. The power to take leases is expressly given to the motor
companies, and the corresponding power in the passenger rail-
way companies, as owners, to give leases, is necessarily implied.
Without it the grant in the act would be nugatory.

The objection that the powers of passenger railways cannot be
indirectly enlarged, the court holds, is answered by the established
principle that the constitutional mandate as to revival, amendment,
extension, etc., of acts by re-enactment at length applies only to
express amendments, etc., and does not affect those which are
merely incidental to the passage of other acts, complete and valid
in themselves.

The Pennsylvania act of May 14, 1889, contains no express pro-
hibition of the power to lease, and as such power was already
granted by necessary implication, so far as concerns motor power
companies as lessees, under the act of 1B87, the court holds that
the later act cannot be construed as an implied repeal of a power
already existing, and not necessarily inconsistent with the act's own
purpose.

Last of all, the court declares itself of the opinion that the settled
principles of law and the decided weight of authority are in favor of
the rule that, where a lease is duly authorized by law, as under the
act of 1887, there is no further liability of the lessor for negligence
of the lessee in the operation of the road.

WHEN MANDAMUS CANNOT BE USED TO GET CROSS-
ING BEFORE APPEAL IS HEARD IN CONDEM-
NATION CASE.

State ex rel. Oshkosh, Algoma & Black Wolf Railroad Co. v. Bur-
nell, circuit judge (Wis.), 80 N. W. Rep. 460. Oct. 20, 1899.

This was a mandamus action brought in the supreme court of
Wisconsin to compel a judge of the circuit court to enter an order
directing a writ of assistance to be issued to put the relator, a
railway company incorporated for the purpose of carrying persons
only, and endeavoring to condemn a right of way for a trolley elec-
tric line across the right of way of the Chicago & Northwestern
Railway Company, in possession of a crossing 16 feet wide across
said latter company's right of way. The condemnation proceedings
had been carried successfully through the circuit court, the amount
awarded by the commissioners had been deposited in court, and
judgment entered dismissing the appeal of the Chicago & North-
western Railway Company from the award, to the circuit court.
From this judgment an appeal had been taken to the supreme court.
.\nd thereupon the street railway company instituted this action,
contending that it had then an absolute right to a writ of assistance,
under the Wisconsin statute.

The Chicago & Northwestern Railway Company opposed these
mandamus proceedings on the ground that if they were of any
validity at all, they were proceedings by one railway company to
condemn lands of another, and that, under section 1854 of the
Revised Statutes, in such cases the question of the necessity of
taking the land is open for retrial in the circuit court, and no cross-
ing should be forced, by means of which a street railway will cross
a steam railway on grade, until the question of the right to cross it
is finally settled. In this view, the supreme court seems to concur.

FjCJI. 15, 10')'). I

STREET RAILWAY REVIEW.

111 uiikr lu jiislil'y m.iiul.iiiiiis in siifli a case as lliis, the court says
that it must appear that the duly of the court below was plain, the
refusal to perform such tluty clear, the result of the refusal prejudi-
cial, and the remedy by writ of error or appeal utterly inadequate.
The Chicago & Northwestern Railway Company having given a suf-
ficient undertaking to protect the street railway company from loss
in case it should be finally determined that it was eiililled to a cross-
ing, it not appearing plain that it was the ihily nf ilie court to award
a writ of assistance, nor that there was any emergency calling for
iinniediate action, nor that the remedy by appeal or writ of error
was not entirely sufficient, and the questions involved being deemed
very important and deserving of that careful consideration which
they are promised to receive upon the hearing of the appeal upon the
merits, the supreme court denies the peremptory writ sought, adding
that, if it were to taUe up the questions and decide ihcm in this
action, it would be causing the writ of mandamus to serve the pur-
pose of a wril nt error or appeal.

R1G1-IT.S UNDER WRONGLY PUNCMICI) TR.XN.SI-l'.k
TICKETS.

O'Rourke v. Citizens' Street Railway Co. CTenn.), 52 .S. W. Rep.
872. Sept. 6, 1899.

As to the conclusiveness of the face of a ticket, the authorities
are in irreconcilable conflict. Many of them treat the face of the
ticket as the sole criterion of the holder's right of passage, justify
Ills ejection in case of detective ticket and refusal to pay fare, and
allow him, as his only remedy therefor, an action of damages for
the negligent mistake of the agent, or tor breach of contract, and
not for expulsion. Others, on the contrary, deny the ticket such
conclusive force and dignity, and rule that the passenger has the
right to rely upon the acts and statements of the ticket agent or
conductor, and that, if he be expelled on account of a defective
ticket when he has acted in good faith and is without fault, the
carrier is liable in damages for such expulsion.

The supreme court of Tennessee takes the latter view, and holds
here, where a conductor, through mistake, punched a transfer
ticket to indicate its i.ssuance at i :40 p. m., when, as a matter of
tact, it was issued nearly an hour later, that a person who makes
a valid contract is entitled to passage according to its terms, though
the face of the ticket furnished him may not in any true sense
express the contract. It is the contract, it says, and not the ticket,
that gives the right to transportation. The ticket is but an evidence
of the contract, made out and furnished by the carrier; and, if it
fail to disclose the true contract, the fault is with the carrier, and
it is responsible tor the natural consequences of the variance.

The passenger, the court goes on to say. is not required in law,
nor allowed in fact, to print or write or stamp the ticket. The
carrier alone has that right, and the passenger is authorized to
believe and presume that it will be properly exercised, and that
the ticket, when delivered, is a faithful expression of the contract
as made. The ticket, whether tor transfer, as in the present case,
or for original passage, may well be called the carrier's written
direction by one agent to another concerning the particular trans-
portation in hand; and it the direction be contrary to the contract,
and expulsion follow as a consequence, the carrier must be answer-
able for all proximate damages ensuing therefrom, just as any prin-
cipal is liable for the injurious result of misdirection to his agent.
The legal result, in such a case, cannot be influenced by the fact
that the carrier has conducted the transaction through two agents
instead of one; for the combined acts of the two agents constitute
but one continuous act of the carrier. Each agent is the alter ego
(another self) of the carrier. The issuance of the void ticket is
the fault of the first agent, the expulsion is the fault of the second
agent, and both faults are those of the principal, which stands
before the court as if it had made'the contract, issued the ticket, and
expelled the passenger through one and the same agent.

Beyond question, continues the court, carriers have the legal
right to require passengers to procure and present tickets; but that
does not imply that passengers who have done their part in the mat-
ter may be rightfully expelled from the car because the tickets
they offer chance to be defective or void. Before the rule of
expulsion for want of proper tickets can be made absolute and
universal in its application, the carriers must discharge the recipro-
cal duty of absolute and universal accuracy in the issuance of

the tickets. The latter would be impossible; the former harsh ami
unreasonable. To require a passenger who has made a valid con-
tract for transportation and paid the requisite (arc, as did the
plainlilT, to retire trnin the car, ami suspend his journey, because of
an original defect in the ticket furnished him by the company's
agent, is to visit the wrong of the offender upon the offended. It
is to make the rightful passenger suffer for the fault of the carrier,
and that, too, in the lalter's interest. The court will not yield its
assent to a result so unjust and oppressive.

The plainlifT, the court holds, had a right to believe the transfer
ticket all that it should be. With it He diligently sought and
Ijromplly entered the first transfer car, and, upon being challenged
by the conductor of that car as too late to use the ticket, he made
a fair and reasonable statement, showing that he had just left the
first car. and that th<- first conductor must have wrongfully indicated
the hour ot issuance on the face of the ticket. On that stalemcnl,
the court maintains, the plaintilT should have been allowed to pursue
his own journey to its end. He, the court adds, owed the company
no other duty, and his expulsion, under such circumstances, was a
tortious breach of the contract, for which he became entitled lo
recover all proximately resulting damages, including those for
humiliation and mortification, if they were in fact sustained.

Nor does the court consider it an answer to the legal right of the
bona fide passenger lo say that the carrier's general interest is
better subserved by his expulsion than by his carriage; by the
violation ot his contract than by its observance. His right is not lo
be afTected by the mistakes of ticket agents, or the attempted frauds
of impostors. These are to be met, if met at all, otherwise than
through a rule that excludes innocent as well as fraudulent passen-
gers. It is not allowable to punish the innocent with the guilty, to
prevent the escape of the guilty.

Every expulsion of a rightful passenger is wrongful.

Over against the testimony of the conductor that he was respect-
ful, and used no more force than was necessary, the court holds
that testimony of the plaintilT, who was accompanied by his little
boy and little girl, that both cried and he thought that the little
girl would go into spasms, was admissible, as possibly shedding
some light on the real demeanor of the conductor.

Again, the court says that no explanation the conductor might
make could affect the plaintiff's legal right as a passenger. Th.it
right depended upon the contract, and not upon the face of the
ticket; and it was incumbent on the conductor to heed the plaintiff's
explanation, and observe the contract, rather than upon the plaintiff
to accept the conductor's explanation as final, and abandon his
contract. The disclosure of the fault ot one agent by another agent
could not absolve their principal from the obligation of the contract,
and render the plaintiff a trespasser. Such a result cannot be justi-
fied in law, whatever the rule of the company may be.

On the face of the transfer check were printed the following
words: "Transfer. Passenger, in accepting this transfer, agrees
to read and be governed by the conditions on the back hereof,
subject to the rules of the company. F. G. Jones, V. P. & G. M."
Among the conditions printed on the back of the transfer check
was one in this language: "Part of the conditions upon which this
transfer is given and accepted are that the passenger examine date,
time, and direction, and sees that the same are correct, and complies
with all its conditions." This condition, the supreme court holds,
is unreasonable, because no passenger can be bound to verity the
act ot the conductor in issuing a transfer check; and also because
no inexperienced passenger, however intelligent, could, in the lime
at his command on so brief a trip, "examine date. time, and direc-
tion" indicated by the punch marks, and. without an explanation,
see "that the same are correct."

Another condition on the back ot the check was expressed thus:
"In accepting this transfer, passenger agrees that in case of contro-
versy with conductor about this ticket, and its refusal, to pay regular
fare charged, and apply at the office of the company for refund of
same within three days." This condition, the court holds, is un-
reasonable, in that it makes the conductor, for the time, the sole
judge of the sufficiency of the ticket, and requires the passenger to
pay additional fare, though his ticket may be refused without suffi-
cient cause; and. further, in that it requires the wronged passenger,
who so pays, to apply for refund at the office of the company,
which must be remote from the houses and business places of most
passengers, and then limits the amount to be received by such

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

person to that wrongtuUy exacted. It puts, declares the court, all
of the burden of the "controversy" upon the wronged passenger,
and none upon the wrongdoing company, and thereby makes the
just .'iufTcr for the unjust.

FAILURE OF DRIVER TO SEE CAR PREVENTS INFER
ENCE THAT HIS WAGON WAS SEEN.

.McFarland v. Third .Vvenue Railroad Co. (N. Y.), 60 N. Y. Supp.
273. Oct. 4. 1899-
In reversing a judgment for damages to a wagon from a collision
at about 11:30 p. m., the appellate term of the supreme court of
New York holds that, if the plaintilT, who was driving, looked and
did not observe the approach of the car, no inference could lie
drawn that the servants of the defendant in charge of the car
observed the plaintiflf in time, and neglected to stop the car before
it struck the wagon. No greater duty in that respect, the court
insists, was imposed upon the defendant than was required of the
plaintiff, especially in view of the fact that the collision occurred
at 3 point where the defendant had a paramount right to the use
of that portion of the roadway upon which its tracks were located.

STREET RAILWAY COMPANY IS BOTH A "RAILROAD"
AND A "TRANSPORTATION" COMPANY.

Old Colony Trust Co. v. Allentown & Bethlehem Rapid Transit Co.
(Pa.), 44 Atl. Rep. 319. Oct. 6, 1899.
Under statutes respectively conferring upon courts of common
pleas general power to entertain bills for the foreclosure of mort-
gages given by railroad companies and in cases of mortgages of
the property and franchises of transportation companies, the supreme
court of Pennsylvania declares itself very clearly of the opinion
that jurisdiction can be maintained under both acts to foreclose a
mortgage given by a street railway company, for the plain reason
that the mortgagor company is both a railroad and a transportation
company, within the plain meaning of both acts. The attempted
distinction between "railroad" and "railway" companies, the court
insists, has long since been exploded, and, indeed, it adds, never
received its sanction in this class of cases.

NOTICE FROM AUTHORITIES NOT NEEDED TO IM^
POSE DUTY TO REPAIR STREET.

Simon v. Metropolitan Street Railway Co. (N. Y.), 60 N. Y. Supp.
251. Oct. 4, 1899.
This action was brought to recover damages for an injury to a
horse that stepped into a hole contiguous to one of the rails of a
street railway track. The defendant contended that it was not
liable because section 98 of the New York railroad law only makes
it the duty of a street surface railroad company to keep in perma-
nent repair the street between and two feet in width outside of its
tracks "under the supervision of the proper local authorities and
whenever required by them to do," whereas there was no evidence
in this case that any local authority had given the company notice
of the condition of the pavement. But the appellate term of the
supreme court of New York holds that such notice is not a condi-
tion precedent to the performance by the company of the duty
assumed by it of keeping the public thoroughfare in repair, neglect
of which renders it liable in a civil action to any one of the public
sustaining special damage from such neglect. And it calls attention
to the fact that the defendant was aware anyhow, through its
oflRcers, of the bad condition of the street, as further settling the
question of the necessity of notice.

GROSS CARELESSNESS TO LEAVE MILK WAGON
STANDING ON TRACK.

New York Condensed Milk Co. v. Nassau Electric Railroad Co.
(N. Y.), 60 N. Y. Supp. 234. Oct. 4, 1899.
A milk wagon was left standing upon a street railway track a little
before sunrise, while the driver went down a side street to deliver
milk to three customers, h.alfway down the block. As stated by the
driver, the wagon was painted white, and without lights. The snow
was piled up on cither side of the railway track, and there had been
a fall of snow during the preceding night, so that the side street

was covered to the depth of 12 or 14 inches — so deep that he thought
he could not drive through it. The superintendent of the company
admitted that, though difficult, it was possible to drive through the
snow upon the side street, and a truckman, called as a witness by
the plaintiff, testified that he had driven just before the accident
through the next side street, which was in the same condition as
the one upon which the customers lived. As the driver knew, cars
were constantly passing and to be expected, yet he left his wagon
upon the track, where it was not likely to be seen; for, although
there may have been bright moonlight that morning, the place of
the collision was dark, because it was covered over by the structure
of an elevated railway. This, the appellate term of the supreme
court of New York holds, was gross carelessness, contributing to
the accident, and, therefore, a judgment for damages for the injury
done by an electric car to the wagon and its contents should be
reversed.

CONSENT OF CITY MADE SUFFICIENT BY COMPANY'S
CHARTER AND COUNTY CONSENT NOT NEEDED.

Almand v. Atlanta Consolidated Street Railway Co. (Ga.), 34 S. E.
Rep. 6. July 25, 1899.

The authorities, the supreme court of Georgia says, are conflict-
ing as to whether the powers over streets usually granted to munici-
pal corporaticms are sufficient to authorize them to permit street
railways to use the streets longitudinally, but, without deeming it
necessary in this case for it definitely to decide whether or not such
powers are sufficient, the court states that the weight of authority
seems to be that they are not.

However, when a street railway company has power, under its
charter, to lay its track along the streets of a city, the court holds
that the city authorities may consent to such use of its streets by
the street railway company, although there may be no express
power in the charter of the city authorizing it to grant such a
privilege. It says that if the street railway company had no charter
authority to use the streets of the town, consent by the authorities
of the town would be ineffectual to confer such power; but the
railway company having such charter power, and the constitution
impliedly recognizing that any city may consent to such use of its
streets, it has the power to do so. The authority to construct a
railway along a street may therefore, it declares, be derived either
from the charter of the city or from the charter of the railway
company that is applying for the use of the city's streets.

Moreover, the court holds that the general rule is that, when a
municipal corporation is created, it becomes vested with jurisdic-
tion over the territory embraced within its corporate limits, and the
mere fact that there has been a valuable improvement made by the
county authorities on one of the streets of an incorporated city
does not oust the municipality of its jurisdiction over such street.
.And the above, it holds, is true, notwithstanding the street improved
was before the incorporation of the city a part of an established
public road of the county.

The court says that if the authorities of a municipal corporation
see fit to permit individuals, private corporations, or even the
authorities of the county in whiclT such municipality is located, to
expend money in improving one of the streets of the municipality,
this will not have the effect of relinquishing control over such
street, and placing the same under the jurisdiction of those who
have made the improvements upon it. When the improvement
is completed, although the street may be radically changed, it is
still a street of the city, and under its control. It goes almost with-
out saying, adds the court, that any municipality would grant per-
mission to any person or corporation so disposed to voluntarily
and gratuitously pave and improve one of the streets of the munici-
pality; and the mere fact that the authorities take advantage of an
offer of this character, and allow the improvement to be made,
would not amount to a relinquishment of control over the street
thus improved.

Then, it was contended, in this case, that an injunction should
have been granted because it did not appear that the county author-
ities had given their consent for the railway company to appropriate
that part of the public road of the county between the city in ques-
tion and a certain other city, and that therefore it would be impossi-
ble for the railway company to construct and operate a continuous
line as contemplated, and the city street ought not to be disturbed

Fkh. is, 1900.)

STREET RAILWAY REVIEW.

when il could never be used for the purpose (or whieli it was
intended by tlie company. But this contenlicjii, the court holds, was
disposed of Ijy evidence, properly admitted, to the elTect that, if
there should be any difficulty in obtaining the consent of the county
authorities to use that part of the road necessary to make the line
continuous, the railway company could and would acquire the neces-
sary property contiguous to the road in question.

EXPOSURi': Oh' l'.\.SSENGEK.S TO DANtJlCR f'KOM
OVI'RCROWDING CARS IS NEGLIGEK'CE.

Rceni V. St. Paul City Railway Co. (Minn,), «o N, \V. Kep. 638.
Oct. 26, i8yy.
The exposure of a passenger to danger which the exercise of
reasonable foresight would have anlicipiiled, and due care have
avoided, the supreme court of Minnesota holds, is negligence on
the part of the carrier. And more particularly does it insist here
that, when a street railway company undertakes to carry large
numbers of people, vastly in excess of the seating and standing
capacity of its cars, apd permits passengers to ride on the plat-
forms, stops its cars when in such crowded condition that other
persons may get upon them, and. because of the crowd, a passenger
who has boarded a car before it was crowded is pushed off a plat-
form and injured, the company is guilty of negligence.

ASSUMPTION BY NEW COMPANIES OF AGREEMENTS
FOR PASSES.

Wallace v. Ann Arbiu- & Ypsilanti Electric Railway Co. (Mich.),
80 N. W. Rep. 572. Oct. 24, 1899.
It is undoubtedly the rule, says the supreme court of Michigan,
that such an agreement as one to give a land owner and members
of his family passes until the premises arc transferred in consider-
ation of an encroachment thereon docs not run with the land, and is
not binding upon the purchaser of the rights, franchises, etc., of
the old company, in the absence of a statute or contract making
such purchaser liable. But where the bill of sale contained nothing
inconsistent with the assumption by the new company of contracts
for the right of way, and the vice-president of the old company
testified that the purchase was subject to all the conditions attached
to the old company as well as told the landowner that the trans-
action was nothing more than a consolidation of the old and new
companies, the supreme court thinks that this made out a prima
facie case of consolidation, under which the consolidated company
succeeded to all the rights and obligations of the old company.
Yet the fact that a connecting line had also for several years hon-
ored the old company's pass would not bind the new company to
furnish transportation beyond its line extending only to city limits.

LIABILITY FOR INJURY DONE BY MOTORMAN
THROWING STONE TO FRIGHTEN BOYS AWAY.

Dolan V. Hnbingcr and others (la.), 80 N. W. Rep. 514. Oct. 19,
1899.

The petition in this case contained allegations that a certain
motorman on being employed had been instructed to use special
diligence to prevent the further mischief of boys who had for a
long time been placing obstructions on the tracks at a point where
there was a steep grade; that, one day, observing some boys run-
ning away from the track and finding at the place obstructions left
there by them, he stopped his car, got off to remove the obstruc-
tions, discovered the boys biding about fifteen feet away, and,
believing them to be in waiting to do more mischief, sought to
frighten and drive them away as he believed it to be his duty to his
employer to do; that, to do this, he picked up a small stone, and
threw it violently at the walk, near the boys, but not intending to
hit them; that the stone struck the plaintiff in and over his right
eye, severely injuring him, etc.

The question was raised by demurrer whether this petition stated
a cause of action. The lower court sustained the demurrer. But
its judgment is reversed by the supreme court of Iowa.

First, however, the supreme court says that the facts stated did
not show that the motorman had authority to bind the street rail-
way company by the act of which complaint was made; that is,
it did not appear that in throwing the stone he was acting within
the scope of his employment. Nor was it shown that the motor-

nran was authorized to resist trespassers. What was anirmalivcly
charged in the pclitifjn was that a trespass had been committed,
and those engaged in it had retreated, when the stone was thrown
that caused the injury to the plaintifT. In such an event, declares
the court, it cannot be said that the act done was within the scope
of the servant's employment.

The reversal is explained to be because of the error of the trial
court in sustaining the demurrer when the latter necessitated it to
thereby hold that the act, as done, constituted a crime, and there-
fore could not be ratified. The supreme court says that it will he
noticed that the petitiiin aflirmatively alleged that the motorman,
when he threw the stone, had no intention of hitting either of the
boys. As charged, the act was a tort, but not a crime. Any act
of the motorman which might have been previously authorized
by the company could be ratified by it so far as to incur civil liabil-
ity therefor. Surely, adds the supreme courf^ the corporatism might
have made itself responsible in this case by authorizing the motor-
man to use force against trespassers.

The test applied in order to determine whether the master is
liable is not the character of the servant's act, but whether it was
done within the scope of his duty. When it is said that the master
is not responsible for the willful wrong of the servant, the state-
ment must be understood as referring to an act done outside the
line of employment. The general rule is that, if the act done is
in the execution of the authority given by the master, the master
will be liable, whether the wrong be occasioned by negligence or
by a wanton, reckless purpose to accomplish the master's business
in an unlawful manner.

NO INJUNCTION AGAINST ERECTION OF SUBWAY
PREVENTING USE OF PORTION OF EQUIPMENT.

Chicago General Railway Co. v. Chicago, Burlington & Quincy
Railroad Co. (III.), 54 N. E. Rep. 1026. Oct. 19, 1899.
Neither a city alone, nor a city in conjunction with a railroad
company, has a right, the supreme court of Illinois holds, to build
or erect over a public highway any permanent obstruction which
will interfere with the passage of such persons and vehicles, in-
cluding street cars, as have the right to use such highway. But,
the court goes on to say, when the tracks of a steam railroad com-
jiany are raised, the city is not obliged to make the subway there-
under high enough for the passage of vehicles of an extraordinary
and unnecessarily great height. It is only obliged to make such
a subway as will permit the passage of such cars, or cars of such
height, as are customarily run upon street railway tracks. And
an injunction, it holds, will not be granted at the instance of a
street railway company, to prevent the construction of a subway
of say less than 16 feet headroom where the allegations of the
injury it will suffer if the subway is built as proposed are indefi-
nite and do not show that such injury will be irreparable, as that
it will thereby be prevented from using "a portion of its equip-
ment," damages for which there is nothing to indicate could not
be recovered in an action at law.

RIGHT OF CAR FIRST HAVING MADE REQUIRED STOP
AT CROSSING TO PROCEED.

Becker v. Detroit Citizens' Street Railway Co. (Mich.), 80 N. W.
Rep. 581. Oct. 24, 1899.
The supreme court of Michigan states that it does not think
that it can be said, as a matter of law, that a motorman. who has
already made the stop required at a crossing of street railways by
a city ordinance, is guilty of contributory negligence in attempting
to cross with his car when the approaching car on the other railway
is 150 or 200 feet away, and is also yet required, by the ordinance,
to stop before reaching the crossing. The reason given is that
if he must wait before he goes forward until he knows that the
approaching car will stop, he will fail to meet the demands of mod-
ern street railway traffic. Nor does the court consider that this
ruling is changed by a state statute which provides that, at all
crossings of the tracks of two street railways, when a car on each
road approaches such crossing at substantially the same time, the
car on the track first laid shall have precedence and be entitled
to the right of way, even if this would under other circumstances
give the approaching car the right of way. The statute, the court
holds, does not authorize a street railway company in a city to

STREET RAILWAY REVIEW.

I Vol.. X. N<

iyiKTc the provisions of an ordinance rciiniring a car to cunie to a
lull stop before making a street railway crossing, and so it main-
tains that the second car here referred to did not have the right
of way until it made the stoji

ILLliGAL E\ ASION OF PAYMENT OF FAKE IN TRYING
TO FORCE TRANSFER AGAINST A REASON-
ABLE REGULATION.

Commonwealth v. Jones (Mass.), 54 N. E. Rep. 86g. Oct. 19, iSyg.

A street railway company owning electric railway lines over differ-
ent streets and required by law to give transfers from one line to
another in such a way as to make the rale of fare not more than
five cents for a continuous ride over one or more of its lines made
a rule than transfers would be given from a certain one of its lines
to another which ran parallel with it for a short distance in the
heart of the city only at the point where they diverged. The de-
fendant took a car on the "first mentioned line and on tendering
his fare demanded a transfer right away, his purpose apparently
being to thereby be able to take a car on the other line sooner
than he otherwise could. The conductor refused to give the trans-
fer then, and the man refused to pay his fare without he got it.
At the earliest possible transfer point he got out, took the other
car, and paid the usual fare of five cents for riding on tliat. Sub-
sequently he was prosecuted for, and convicted of, evading payment
of fare on a street railway, in which the supreme judicial court oi
Massachusetts finds no error.

The court says that there was nothing to show that the rule uf
the corporation was not a reasonable one, and holds that the
defendant was bound by it. He argued that the statute did not
contemplate a conviction unless there was moral turpitude in the
evasion or attempt to evade. The court thinks that it goes further,
specifying acts, the commission of either of which shall constitute
an offense, and that one is guilty who evades or attempts to evade
"either by giving a false answer to the collector of the toll or fares,
or by traveling beyond the point to which he has paid the same,
or by leaving the train or car without having paid the toll or fare
established for the distance traveled or otherwise." One who will-
fully or intentionally does either of these things, it maintains, is
within the meaning as well as the language of the statute. That
the defendant, after he left the car, entered another car, and paid
the fare prescribed for his ride upon that, and that if he had con-'
formed to the rules of the corporation he could have obtained a
continuous ride over the route covered by both cars on payment of
a single fare, the court pronounces facts which were immaterial.
■» » »

EXTENSION OF JEWETT CO. PLANT.

Wc take pleasure in showing herewith the ground plan of the
new shops of the Jewctt Car Co., at Newark, O. This company
was formerly located at Jewett, O., and under the old management
met with very little success. The company was reorganized in
i<Sg4. and then went into a receiver's hands, the shop being closed,
but in the fall of 1895 it was opened and business was conducted
by the receiver. In 1897 it was sold by the receiver to Howard
Hazzlett, of Wheeling, W. Va., and immediately purchased by Sis-
son & Krebs, general contractors and builders, of Wheeling. The
factory then was opened and business was solicited under the name
of the Jewett Car & Planing Mill Co., with the following acting
officers. A. H. Sisson, manager; C. E. Krebs, secretary and treas-
urer, and N. Paulson, superintendent. Under this management
business rapidly increased and it was only a short time before it
was found that the company was handicapped on account of loca-
tion and poor shipping facilities, and would be obliged to either
build a larger shop at Jewett or seek new quarters.

In December, 1899. the company was incorporated under the
old name of the Jewett Car Co., and located at Newark, O., in the
new shops. Part of the plant was built and at the time of the re-
moval in December, 1899, it was thought that more shop room
would not be needed, but during the month of January the company
received a great many orders and found it would be obliged to build
large additions. It now has one of the most complete shops in
the country, and has taken orders from some of the largest roads.
It makes a specialty of interurban cars, and now in 'this particular

line is filling a great many orders. The simps and hnnber slieds
cover about five acres.

The shops are adjacent to the tracks of tiie ijalliniorc & Ohio
and the Pennsylvania railroads, with switches to all the buildings.
The main erecting shops, three in number, are of pressed brick
with slate roof. Two of them arc 50 x 200 ft. and the other 50 x
150 ft. The wood working shop and the paint shop is 200 x
100 ft., and is separated from the erecting shop by a 70-ft. yard,
in which there is a transfer table for handling the cars in moving
them from one shop to another. Back of the wood working shop
is a dry kiln with a capacity of 50,000 ft. The company have built
several lumber sheds so that all of its lumber will be kept under
cover.

PLAN OF JEWETT CAR CO'S. NEW PLANT.

The present officers are; W. S. Wright, Wheeling, W. Va., presi-
dent; H. S. Hands, Wheeling, W. Va., vice-president; A. H. Sisson,
Newark, O., general manager and treasurer; N. Paulson, general
superintendent. Mr. Sisson will also act as general sales agent.
Mr. Paulson was for many years connected with the sleeping car
department of the Pullman company, and is thoroughly acquainted
with car construction, and is giving special attention to the con-
struction of heavy cars.

ORLEANS TERMINAL, PARIS.

In the '"Review" for June, 1898, we gave tlio preliminary plans of
the Orleans Railroad of France for building an underground ex-
tension of 2j4 miles in order to secure a more central terminus in
Paris, and in February, 1899, announced that a three-phase trans-
mission line with transformer substations wovild be used.

Considerable progress has been made in the construction of this
line which follows the River Siene. partly in tunnels
proper and partly as a covered subway with arched open-
ings in the wall towards the river. The new station
on the Quai d'Orsay is to be a large building with 15 tracks,
all of which connect with the double track underground road. Elec-
tric locomotives similar to those of the Hobokcn Shore road will
be used for handling the trains between the old and the new ter-
minals. These locomotives will have four axles to each motor
driven. Current will be taken from a third rail laid on the same
ties as the track rail; the plans contemplate placing the third rail
in different positions relative to the track rails and therefore the
locomotives will have three contact shoes at each end. The locomo-
tives are to have two controllers and will not be turned at the
termini.

l'"]cii. 15, lycK). I

STREET RAILWAY REVIEW.

<J1

ELECTRIC TRAMWAY AT BATAVIA, JAVA.

One (j( llic lirst electric railways to be Ijuilt in the ICast linlies
is now nearing conii>Iction at Balavia, a city of al)ont ifKi.ooo inliab-
ilants, sitnated on tlie norlli coast of the island o( Java, This sys-
tem may properly be called a suburban road, as it is constructed for
a considerable distance throuKh ripen stretches of country and
for a portion of the route on private riKlit of way. The construc-
tion work would do credit to an American town and the service is
e.Ncelleut, a five minute schedule being (d)served on market days

I'-Kl. 1 Al^RANGlCMENT Ot' lUIILDINdS.

and a ten-minute headway on other days. The cars often reach
a speed of 15K' niiles an hour and average from 7 to 10 miles.

Owing to the climatic and social conditions the work of install-
ing the system was necessarily slow and attended with exceptional
difllculties. Native Malay labor was relied upon almost exclu-
sively and most of the foremen were educated natives. The trans-
portation of heavy boiler and engine sections was particularly
difficult and at times even dangerous. As an example of the pecu-
liarities of the help employed it is stated that before each trolley

FIi;. 1— BOILERS IN COURSE OF ERECTION.

pole was placed in position it was necessary to offer up a prayer for
the safety of the erection gang.

At present three lines are in operation, aggregating 8.6 miles
of track. The gage is 3 ft. 11 in., and grooved rails laid on wooden
ties are employed. The ties are cut from the Djatti tree or Indian
oak, as it has been found this material successfully resists the cli-
matic conditions and the attacks of tropical boring insects. The

lines at present are single track with turn out-,, but 11 is expecleil
that eventually dfiuble tracks will be built throughout, and this fact
has been kept in mind while completing the road. The trolley
poles were designed to facilitate double tracking when this should
become necessary, and a double lrr>IUy wire has been erected the
entire distance, this latter feature making unnecessary the use of
overhead crossovers and also cfTecling a saving in feeder cables.
Hard drawn copper wire of .082 sq. in. sectional area was adopted
for the trolley wire. The overhead construction is divided into
sections, 550 yd. long, in order to localize disturbances of the sys-
tem, each switch serving as a feeding point, and each section being
protected by a lightning arrester. The rails arc bonded with cop-
per bonds of .166 sq. in. sectional area and in addition arc con-
nected every 55 yards with wire of the same capacity.

The arrangement of the various buildings belonging to the com-
pany is shown in Fig. i. In the engine room arc three generating
units, each consisting o( an horizontal tandem compouiul en-
gine rated at 150 h. p. at 2.35 r. p. m., belted to a six-pole con-
tinuous current soo-volt generator. The generators were supplied
by the Union I^lektricitats-Gesellschaft. of Berlin. Each engine
has two fly-wheels, one carrying the generator belt, and the other
the governor belt, and the machines are arranged to run con-
densing or non-condensing as desired. A surface condenser of the
Worthington type has been installed. The pumping system is in
a separate room adjoining the boiler room as shown in Fig. i.
There arc two Worthington feed pumps each having a capacity
of 2,500 gallons per hour, two injectors having a capacity of 800

FIG. J~TK.\CK SHOWI.NI, LINE COXSTRL'CTION.

gallons per hour, with a lift of 20 ft., and a storage tank, into
which condenser pumps discharge fresh condensing water in addi-
tion to the water returned by the surface condenser. The boiler
feed pumps draw directly from this tank, forcing the water through
a Green economizer before it reaches the boilers.

In the boiler room are three boilers as shown in Fig. 2. These
arc of the double drum type, and have a heating surface of 1,030
sq. ft., and a normal evaporating capacity of 3.300 lb. per hour.
The drums are 6 ft. 11 in. in diameter, the upper drum being 20
ft. long and the lower one 23 ft. long. The two water and steam
spaces arc directly connected by enclosed tubes. Both drums may
be separately fed, and any section of the feed pipes between the
boilers and pumps may be cut off. The fuel employed is .•^ustralian
coal, although it is proposed to utilize petroleum waste for this
purpose at an early date, as this material can be secured on the
grounds at low cost.

file furnaces are so arranged as to enable the hot waste gases to
be passed either through the economizer or through an unob-
structed flue direct to the chimney, which is 150 ft. high and built
of iron plates riveted together. The chimney stands isolated from
the power house building, the flue connections being underground.

The Colorado Springs (Colo.) City Council has passed an or-
dinance requiring all cars in the city to be vestibuled during the
winter months.

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

CREOSOTED WOOD BLOCK PAVEMENTS IN
INDIANAPOLIS.

Koad bcfure Ihc Aiiicricaii Society for Municipal Improveuieuts Itv M. .\. I>t>\vn-
ine, President BuartI of Public Works, nf Indianapolis, Ind.

Before, and when, I became a member of the Board of Public
works a nnmber of years ago we often had property owners say,
"Why can't we have such wood pavements as we see in Paris, Lon-
don and other European cities? They seem to be so much cleaner
and quieter than asphalt or stone." They insisted that there was a
fine dust, a glare, a noise and heat that were positive discomforts,
which they could escape to a great extent if they could have a
wood pavement, and if we could give them a durable wood pave-
ment they wanted it, and many wanted the wood without condi-
tions, and many petitions for it were presented.

A careful study of wood pavements in this country and Europe
followed. There can be no doubt that the consensus of opinion in
this country is that the wood block pavement as commonly known
has not been a success. It seems strange that the glaring defects —
one might almost say the kindergarten defects — of those pavements
had not been noted and eliminated, but they were not, and millions
of square yards of wooden block pavement have been laid and are
yet being laid, the only foundation for which is plank laid on sand.
The blocks were cut from round, green cedar posts, with the sap-
wood left on, and in some instances the bark. These blocks, with-
out further preparation, were laid on boards, some gravel tamped
into the joints and covered with coal tar. It would seem almost
absurd to call such a structure a pavement. In saying this, I am
not forgetting the Nicholson pavement, the principal defect of
which was the lack of suitable wood. It seems to me that all the
ingenuity and inventive genius of that time was exercised along the
line of discovering some odd or novel way to cut and lay the
blocks, or to bind and lock them together. As far as I have been
able to discover, these things were of little avail. The cardinal de-
tects were:

First. Failure to select wood with sufficient strength and tough-
ness to withstand the loads and abrasion, and

Second. The total absence of any attempt to create conditions to
prevent the rotting of the blocks.

Just why it was considered necessary to select white pine and
cedar when the country abounded in the harder and stronger
woods it would be difficult to conjecture, but the fact remains.

And why no adequate eflfort was made to properly season and
treat the wood I leave to engineers to answer. It may have been
because it was a new field and explorers are scarce. Certain it is
that if any architect had attempted to build a house of such material
treated in the same way he would have been severely criticized by
his professional brethren, to say the least.

As a result of our studies of wood pavements, we decided to re-
quire the concrete foundation in every instance. We first laid
Washington red cedar, reatangular blocks without treatment of any
kind. This wood was very soft and porous. It was practically the
Nicholson pavement. The blocks were laid close together on a
i-in. cushion of sand over the concrete. Two heavy traffic resident
streets were laid in this way and they are now in their fifth year;
both are considerably vv'Orn on account of the softness of the blocks.
while here and there rotted blocks are visible. Washington red
cedar was still in the specifications when I became a member of the
Board of Public Works. A provision was inserted providing for
creosoting, but the specifications were indefinite. The following
spring and summer, 1896, four streets were paved with creosoted
(about three pounds of oil to the cubic foot of wood) Washington
red cedar. These blocks were 4 in. wide and S in. with the
grain of the wood. The blocks were lajd in rows at^n angle of 45''
with the curb. All of these pavements are in excellent conditional
this time, and on parts of them the traffic is heavy. No provision
was made for expansion, the blocks were driven as close togeth«r as
could be with a sledge and the joints filled as far as could be
with *paving pitch. We have had some trouble caused
by the blocks bulging. Most of this was where the blocks
were not creosoted; in a few cases blocks bulged on other
streets, but nothing serious. The specifications were then
changed, providing for the heartwood of the long leaf southern
yellov pine, -vith the blocks 4 in. wide, 4 in. deep with the grain
of the wood, and impregnated with ten pounds of the best quality
of creosote oil. These blocks were laid in the manner above de-

scribed, except that a space of from 1 to 2 in. (according to the
width of the streets) was 1-eft between the curb and the blocks for
expansion. This space was filled with dry sand and covered over
with heated paving pitch. The interstices were partly filled with
fine, dry sand and the street surface rolled to a smooth surface be-
fore covering with heated paving pitch and top dressing with fine
gravel ov screenings. In no instance have we had any trouble on
any of these streets from the blocks bulging. The surface of these
streets is as smooth as a floor, and has a soft brown color that is
restful to the eye. Under the heaviest traffic no wear is as yet
noticeable and the streets are in perfect condition. The oldest is
aboJt three years old. It appears that the dirt on these pavements
docs not grind into such fine dust as it does on the asphalt and
consequently is not as unsanitary nor annoying. The cost of
cleaning is less than brick or asphalt, tor the reason that we do not
have to clean as often. We often hear complaints of the heat that
comes from the asphalt on hot days. This does not seem to be
common to the wood, but the one quality that seems to be pre-
eminent is noiselessncss. I think that people pay more attention
to this quality, of late years, than they used to; in fact, they now
often demand it, whereas, when I was a younger man, people would
speak of it as desirable, but were not willing to be assessed anything
extra on that account. We feel that the creosoted wood block
pavement is a success from every point of view. We believe that,
constructed of the material we are using (or other strong woods,
like beech, tamarack, red or yellow fir), properly creosoted, using
first-class quality of creosote without adulteration, that the pave-
ment is more durable than asphalt and brick and nearly as durable
as granite. It certainly has met with an enthusiastic reception in
this city, as is testified to by the great demand for it. We have
contracted for about three times as much of it this year as we have
for asphalt. There is practically no demand for stone or brick in
this city except for alleys.

We have not adopted the European method of spacing the blocks
from a quarter to a half inch apart and filling them with portland ce-
ment grout, but I am not sure that their practice is not preferable.
We have found up to this time that our present practice is good,
and our engineer hesitates to depart from it, although I must say
that when the blocks are driven so close together it is next to im-
possible to get any filled in the joints. This may cause swelling
later, although I hardly think so.

We have thus far not followed the common European practice of
making the surface of the concrete perfectly smooth and laying the
blocks directly thereon, but have introduced the i-in. cushion of
sand. But if we are called upon to pave heavy traffic streets we will
probably do so, as experience in both London and Paris has shown
that the practice has been successful, as the Rue de Rivoli, over
which passes 42,000 vehicles per day and King William St., the
heaviest in London, are both paved with wood in that way. Few
people understand the efficacy of creosoting; why the wood seems
harder, tougher and more durable. It is simple. Wood dried to 10
per cent moisture has about double the power to resist crushing
and abrasion that it has if very wet. In creosoting, the sap and
moisture are removed and the heavy oil (creosote) which repels
moisture becomes encysted in the fiber of the wood. When snow
and rain lie on the pavement, they may get to some extent into the
cells, but not to any great extent into the fiber, because they cannot
displace the oil; hence the fiber remains dry, and, of course, retains
its strength. The uncreosoted wood pavements wear doubly as
much in wet weather as they do in dry weather. This is not true of
the creosoted wood pavements for the reasons above given.

I might say a word in regard to cost. This would probably vary
according to the distance the blocks would have to be freighted.
The pavement laid with long leaf yellow pine blocks, 4 in. deep,
treated with 10 lb. of the best quality of creosote oil per
cubic foot of wood, laid on a concrete foundation complete, and
guaranteed for from five to nine years, has cost us from $2.10 to
$2.50 per square yard.

The Greenwich & Schuylerville (N. Y.) Electric R. R. is open
for traffic. The company is having several electric locomotives
built for hauling freight cars.

A system of electric haulage for canals, employing two over-
head wires, will be tested on the canal at Tonowanda, N. Y. Philip
Perew, of North Tonowanda, is the inventor of the system.

Feu. is, 1900.]

STREET RAILWAY REVIEW.

Power Plant Piping and Accessories.

IIV WILLIAM D. ENNIS, M. E.

I'ART II.

EXHAUST PIPES.

AiKJllar .'ij'.sUiii (if piping with which Ihc sloaiii engineer is con-
eerned is llial comprising the exhaust mains and 1)ranches rnnning
from the exhaust outlets of engines, condensers and pumps to the
hrators and condensers and by-passing tlie latter through a relief
valve to the atmosphere. This system is of equal importance with
that first considered; it is often fully as prolific of trouble and
olTers even greater facilities for economizing ste.ini production
through iutelliReiU arrangement.

It is beyond the province of this paper to discuss the theories
and eflieiencies of condensing and heating apjjaratus; but, whatever
system or systems may bo selected, there is always opportunity for

To Main Exhaust

♦■Copper Flange ■ Removable

combining it and the piping so as to increase the productiveness,
so to spcaU-, of that part of the plant.

With a non-condensing engine, heating the feed water from its
own exhaust, the combination is simple, a tubular or open heater
being placed in the horizontal or vertical portions of the exhaust
pipe. It is best that this should be by-passed, as shown in Fig. 14.

When two or more such engines arc used the exhaust from one is

Main Exhaust

usually snl'licii-nt to heat all the feed water the boiler requires to
or near the boiling point. If the boilers require more than this
an)ount of feed, all the engines may supply exhaust steam for heat-
ing it. either separately or in a single heater. (~)ne way of arrang-
ing the latter is shown in Fig. 15.

With this construction, one or both of the exhausts can by-pass
the healer, and in case it becomes necessary to remove it, this can
be (|uicl<ly done by taking apart the flanges at A and B, after which
the engines can go on rnnning.

With condensing engines, the exhaust pipe system increases in
interest. Again the engine exhausts may pass through a feed water
heater l)efore complete condensation, or the exhausts from pumps
and condenser alone may be suflicient for heating purpose. The
latter is seldom the case. If the engine exhausts are used for heat-
ing a building it is advisable to place an oil separator between the
engines and the heating pipes. Usually separate heaters arc pro-
vided for main and auxiliary exhausts, and the latter arc carried to
the main free exhaust after passing through the heater. All valves
on exhaust systems should be placed so as to be operated from the
engine room floor. This necessitates their being set with vertical
spindles, when the bodies are below the floor line. A cast iron stand

Opre« Exhaust !Ui««r

:H K

QEngir

EnglneQ

()-'

Auxiliary BuUr

S h

■O 1=^

ib:

Fewl Pomp

is bolted to the floor, and the valve spinale extended through it is
operated from the top. It is best to use stands of the indicator
pattern, in which a marker rises and falls along a scale fastened to
the side of the stand, showing at all times the position of tne gate.
It is absolutely necessary to have a free passage for the exhaust,
independent of the condenser, and for this purpose an automatic
relief valve should be placed on a by-pass around the condenser.
This valve consists essentially of a disk bearing on a flat surface, the
latter having in it an opening the size of the exhaust pipe. When
the condenser is in operation, the vacuum under the disk holds it
down, and the e-xhaust steam is condensed continuously. If for
any reason, as a failure of water supply in the condenser, the pres-
sure on the exhaust pipe increases, the relief valve opens, and the
engine runs non-condensing. Upon starting condensation again,
the disk falls and holds the vacuum. As pumps and condensers are
not ordinarily planned to operate as condensing engines, their ex-
hausts should be piped into the main exhaust, if at all, on the free
side of the relief valve. Condenser pumps are sometimes connected
with their own condensing chambers.

■ Fig. 16 shows diagrammatically an arrangement of exhaust con-
nections in accordance with the foregoing principles.

The exhaust pipe .\ is from a 350-h. p. compound condensing
engine. B and C connect to engines, which are planned to run
either condensing or non-condensing. In laying out this plant, the
data given were, first, the size and location of the three engines,
with the diameters of their steam and exhaust pipes. The
crowded condition of the basement made the arrangement of
heater and condenser shown imperative. The main exhaust valves
of the three engines are above the floor line. A 5-in. pipe runs
downward from the low pressure cylinder of the right hand en-
gine, turning at right angles to rest upon the floor level. This
terminates in a 5 x 7 x 5-in. tee to which the exhaust from the
middle engine is brought. From the 7-in. exhaust line thus created,
connections arc made with both the exhaust from the large en-
,gine and with the outboard free line. Both of these connections
have valves, but as these valves will be only occasionally used,
ihey are not arranged to be operated from above.

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

The lo-in. exhaust from tlie main engine, into which the smaller
exhausts are carried, runs to the 10 x 12 x 7-in. tee to the heater,
thence 12 in. to the condenser, with a side outlet through a rehef
valve to the atmosphere. The spindle on the exhaust inlet valve to
the condenser extends through the floor. The injection and dis-
charge pipes to and from the condenser both have valves, and the
valve on the former is also operated from the floor above.

When a condenser of the injector type is used, it is placed
vertically near the wall of the engine or pump room, and guyed
to the walls or roof. The exhaust pipe from the engine runs up-
ward to the condenser inlet, which is usually at the top, and the
relief valve opens from the upper flange of the condenser. The
injection pipe from the pump also enters near the top of the
condenser, and the discharge pipe is led from the hot well at the
foot.

Wrought iron pipe used for exhaust or low pressure steam may
be made with either flanged or screwed joints, composition gaskets
being used in the former case. Cast iron pipe for this purpose
should be flanged.

Fig. 17 shows the arrangement of injector condensers for the
electric power plant of the Boston Navy Yard.

The sizes of exhaust pipes are determined in the same way as
explained for steam pipes, the permissible velocity being assumed
at 4,000 ft. per minute instead of 6,000.

From a standpoint of economy, the only covering necessary
on exhaust piping is from the engines and auxiliary apparatus to
the heaters. Heaters also should be covered and all exhaust cov-
ering should be of good quality, put on by experienced mechanics.
The entire exhaust system is frequently covered, to add to the
workmanlike appearance of the plant.

The noise of an escaping exhaust, at least in cities, is a decided
nuisance, and to obviate this and also to prevent the deposit of
condensed steam on roofs and neighboring buildings, an exhaust
head is usually placed on top of the vertical free exhaust. This
muffles and partially condenses the escaping steam.

WATER PIPING.

The water piping in a power plant consists of injection and
discharge connections for the condenser, pump suction, hot and
cold feed water lines, individual boiler feed pipes, cold and hot
water fire and washing service, etc.

Water piping for the condenser is of cast iron. The injection
pipe is usually flanged, the joints being made with some
form of rubber or composition gasket. As this line of
pipe must hold a vacuum, it should be carefully made tight
and tested at a hydrostatic pressure of not less than 30 lb.
The injection inlet to the condenser should always have a
valve, and it is preferable to have this valve arranged so that it
can be operated from the engine room floor. It is well, also, to put
a check valve on the discharge pipe. To protect the condenser from
debris, floating billets, etc., which may be contained in the con-
densing water, a strainer should be placed on the injection pipe
at its inlet, and it is preferable also to use a foot valve at this
point. These are made in various forms, plain disk, multiple, shaft,
and spring. Whatever form is used, the bearing parts should be
of brass.

Should the condenser be stopped suddenly, it often happens that
the foot valve closes, holding a column of water above it, and in
case of a prolonged shut down, the pressure of this water is ob-
jectionable. A simple method of providing for its removal is to
tap the injection pipe just above the foot valve and to run a small
pipe from the opening thus made. The overflow valve on this pipe
should have a long stem so as to be readily operated from the
ground. If the suction well is very deep this long stem can be
braced at the top of the uptake by iron straps bolted to the main
pipe.

Injection pipes should have a vertical length for their inlets, and
the foot valve should be placed within a foot or two of the bottom
of the well.

Condenser discharge lines, which are subject to no pressure, are
made up of bell and spigot pipe, caulked with hemp and lead. This
construction admits of a slight variation in direction, and is there-
fore convenient where the pipe is placed underground. If the dis-
charge is carried into a running stream, the outlet may be a hori-
zontal pipe; but if into a well, the outlet should be vertical.

A hot well is sometimes placed in the discharge, so that hot feed
water may be taken independently from this source before passing

to the heaters. A simple way of arranging this is shown in Fig. 18.

Hither cold or hot water may be taken, respectively, from the
hot well or main suction, by the pump or injector. The heater
can be by-passed if desired. Where there is danger from high
water, a check valve should be placed on the discharge pipe of the
condenser.

The suction lines to the feed pumps and injectors are usu.illy
of galvanized iron, sometimes of cast iron. In the former case,
they are put together with ordinary screwed joints, galvanized fit-
tings also being used. They should run underground, outside the
building, and they, as should all water and drip pipes, arc pre-
ferably run in a trench inside the building. Trenches for pipe are
built with 8-in, brick walls, and are covered with cast iron plates,
projierly drilled to allow connections to be made. The inside of

Jltiiff fa/yf

fiehefya/ye ,

Engine

\fioomFloor-^ ii^':^

PIG. 17.

the trench sliould be smeared with portland cement on the sides
and bottom. Avoid placing valves in trenches.

From the feed pump, wrought iron pipe carries the feed water
to the heater — or, it cold water is used, direct to the boiler. It is
customary in large plants to use both systems, so that the heater
can be cut out of service, if necessary. Feed pipes for hot water
should always be of brass, with brass valves and fittings. Very long
runs are sometimes made of cast iron, as far as the economizers,

but this is only commendable in extreme cases. Brass pipe should
be made up with screwed joints for all ordinary sizes: if larger
than 4 in. in size, however, special brass flanges and brass
flanged fittings should be used. A relief valve should be placed
on the main feed line to guard against excessive pressure. It is
of importance to make the feed system as direct and simple as
possible, avoiding sharp bends, and in fact all bends that can be
avoided, as every one adds to the work of the pump and increases

Feb. 15, lyoo, ]

STREET RAILWAY REVIEW.

llic aniouiU of steam rcqiiircil by it. It is always bad practice to
have brass and iron in contact with each other when conncclion.1
may require breaking.

The main feed lines, running across the boiler fronts, branch
out into the individual feed pipes. If an injector is used as an
anxiliavy to the pumps, it may be connected to the feed either on
the nuiin line or at each boiler feed. The cold water feed line, if
any, can be connected in the latter way, or can branch o(T into
individual cold feed pipes, entering the boiler independently. This
practice seems to be an unjustifiable expense.

Individual branches to Ihc boilers should be each provided willi
a check valve and stop valve, the latter arrani,'ed so as to oi)erate
from the boiler room floor.

In certain localities kerosene is used as a resolvent in boilers, and
where this is the case, the boiler lubricators should be attached to
the individual feed pipes. Internal feed pipes, when used, arc always
furnished by the boiler maker.

Other water piping about the power plant consists of connec-
tions to faucets and fire hose. Hose should be mounted on racks,
out 01 harm's way, and should be provided with quick opening
valves.

Rules for determining the sizes of water pi])es are plentiful, and
recourse should be had to some good handl)0ok in planning such
parts of a plant. The injection and discharge inlets on the con-
denser will usually be found right for its rated capacity, but the
length of pipe, number of bends, etc., should always be given careful
consideration.

'To be continued.

BRITISH METHODS OF TRAMWAY PROMO-
TION.

iFroni Our London Correspondent.}

It is iiuite probable that American street railway men have often
dilificulty in grasping the meaning of news items concerning the
promotion of tramways in Great Britain because the procedure to
secure charters and franchises is so different in the two countries.

In England and Scotland the main statute on the subject is the
Tramways Act of i8"o, which contained a clause empowering the
municipality or other local authority to purchase the road after
21 years at a price to be found by deducting from the original cost
an allowance for depreciation. This is the so-called "old iron"
purchase clause, and its application practically paralyzed tramway
building for years after this meaning of the act had been decided
upon by the courts. Ireland has its own Tramway Act, with a less
stringent purchase clause.

The second important statiUe is the Light Railways Act of 1896,
which originally contemplated the building of light railways in
agricultural and fishing districts where the traffic would not be
sulticicnt to render a steam railway profitable. This act has been
taken advantage of for the building of tramways in streets and
roads.

It will be well to premise the description of the methods of pro-
motion by a few words concerning the Board of Trade. The Brit-
ish Board of Trade is a permanent department of the government,
entrusted with the powers to regulate shipping, railroads, tram-
ways, electric lighting, etc., and has an army of officials. Its stat-
utory powers are practically absolute, though if its acts are attacked
the president of the Board, who is always a member of Parliament,
and one of the Government of the day, must defend its action in
Parliament.

When a company or a municipality wishes to build a tramway
three methods are open:

I. It may promote a private bill in Parliament. Under the
parliamentary standing orders thi's involves much work and ex-
pense. Elaborate plans and books of reference must be prepared
long before the session of Parliament begins; notices must be
served on all parties interested, including land owners whose prop-
erty may be desired; long detailed notices must be advertised in the
official gazettes and in local newspapers; the bill must be prepared
and lodged in the private bill offices of both houses of Parliament;
estimates of cost and copies of the documents must be filed with
the Board of Trade and other departments concerned.

Next follows a preliminary inquiry to determine wdiether all

the parliamentary standing orders have been complied with, and a
bill may be thrown out at this stage before receiving any considera-
tion on its merits.

Passing this inquiry safely Ihc bill is introduced in one house
and read a first time; a few days later it is read a second time;
occasionally there. is opposition at the second reading and bills
are sometimes, though rarely, thrown out at this stage. On scc-
f)nd reading the bill is referred to a select committee of four or
five members, which hears all evidence for and against the bill;
promoters and objectors arc represented by counsel and the fight
may last for weeks. If the committee rejects the bill it is prac-
tically a final decision, as the house will not readily overturn a
conmiittce's findings. If the committee's report is favorable the
bill is read a third time and sent to the other house, where it
must run the same gauntlet. Bills sometimes fail of passage in the
second house. After passing both houses the assent of the crown
makes the bill an act.

All this, it can be readily seen, involves great expense, as the
parliamentary fees are heavy, besides the engineering and legal
expense incurred.

2. It may proceed by provisional order, a cheaper method, but
seldoin resorted to for large schemes. In this case the promoters
apply to the Board of Trade for an order to construct the lines.
The Board holds an inquiry, hears all parlies, and if it thinks proper
grants an order, which is provisional until confirmed by Parlia-
ment. This order is similar in form to a private bill. The Board
groups a number of these orders and then introduces a bill to
confirm them.

3. It may apply for a Light Railway order. The Light Railways
Act provides for three commissioners to whom application must
be made for the construction of proposed light railways. The
proposal is accompanied with plans and estimates and after notices
are given to the parties affected the commissioners hold an in-
quiry and if, after hearing the evidence, they approve of the scheme.
an order is issued and sent to the Board of Trade for confirmation
Objectors may be again heard before the Board, which cither
confirms or rejects the order. When confirmed by the Board the
order has the effect of an act of Parliament.

One main ground of rejection is that the proposed line will com-
pete with an existing steam railway. It is especially provided in
the Light Railways Act that if a proposed light railway will ma-
terially affect an existing railroad the Board shall not confirm the
order, but refer the promoters to Parliament. Such 3 case is hard
upon the promoters, as they must then incur all the expense of
promoting a private bill.

It is now clearly determined that \vhen proposed tramway lines
lie in the jurisdiction of more than one local authority they may
be sanctioned as light railways, but if all in one jurisdiction the
promoters must proceed by private bill.

A number of light railways are now under construction under
orders which provide for longer tenures than would be the case
under the Tramways Act and with a provision that if the local
authorities buy the lines, the price shall not be the "old iron"
value, but the value as a going concern.

In any case a company can scearcely hope to get a bill or order
which is strongly opposed by the local authorities.

PULLMAN CO. WITHDRAWS FROM STREET
RAILWAY FIELD.

It was last month announced that Pullinan's Palace Car Co. had
decided to abandon its street car shops. It is understood that this
department has not been profitable during the last five years, and
the company considered that the space and equipment could be
used to best advantage by increasing the capacity of the other
departments, which are now overtaxed. A new building. 140 x 192
ft., is in course of erection, and it, with the old street car shops,
will be used exclusively for the repair of railroad coaches.

The Report of the Board of Directors of the American Society
of Civil Engineers for the year 1899 shows a substantial growth in
the society's membership, and a very satisfactory condition in its
financial affairs. The net increase in membership during the year
was 103. The total number of applications received was 259.

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

BOSTON TRANSIT COMMISSION.

The Boston Transit Commission on January 25th made its fifth
annual report, covering the year ending Aug. 15, 1899, and from
it we take some interesting data. Up to that date the net
cost of the subway was $4,141,900, and the total ct)st was estimated
at not to exceed $4,200,000. The net cost lias since been reduced
$616,000 by a credit given by the city for certain property taken
by the Commission and released to the city, it not having been
needed in the construction of the subway.

In 1897 the utmost limit of capacity of tlie Tremont St. surface
iracks was 200 cars each way per hour, and the rate of progress
was often not more than two miles per hour. In October, 1898,
the number of cars passing in the subway at the hours of greatest
traffic was 282 per hour, the speed, including stops, being from
seven to eight miles per hour.

At the date of this report the subway as a whole has been in
use a little over 11 months. Statistics for the full year cannot, there-
fore, be given. It is, however, believed to be .a safe estimate that
the use of the subway for the first 11 months has been at the rate
of at least 50.000.000 passengers per year. The Boston Elevated
and the Lynn & Boston together operate in Boston and vicinity
over 400 miles of track, reckoned as single track, and in the year
1897 to 1898 carried in round numbers 200,000,000 passengers. The
trackage in the subway is one-eightieth of this total trackage (5
miles out of 400), and yet it appears as above that of the total num-
ber of passengers carried on all the 400 miles of track of these two
great roads, about one out of four passes through some portion
of the subway.

The traffic at the Park St. Station was expected to be, and is,
greater than that at any other station within the subway. The
number of people who pass up and down the stairways to this sta-
tion is about twice as great as that using the ScoUay Sq. Station,
which is the next largest in point of traffic. The Park St. Station,
moreover, is used as the general transfer station for the subway.
This transfer traffic does not use the stairways, but it increases the
use of the platforms by about 42 per cent. From statistics fur-
nished by the elevated railway company, it appears that during the
first II months of the operation of the subway as a whole the pas-
senger traffic on the two island platfor.ms at this station, which
platforms have together an area of IS. 197 sq. ft., a little over
one-third of an acre, has been at the rate of 27,400,000 per year. In
amount of passenger traffic the Park St. Station ranks among the
largest in the world.

St. Louis Union Station 8,000,000

Grand Central Station, New York 14,000,000

South Union Station, Boston 21,000,000

North Union Station, Boston 23.108,384

Broad St. Station, North London R. R 27,000,000

Park St. Station, Boston Subway 27,400,000

Waterloo Station, London 28,659,118

St. Lazare Station, Western Ry., Paris 43,062,688

Liverpool St. Station, Great Eastern R. R., Lon-
don 44,377,000

At first there was well-grounded complaint as to crowding,
hustling and confusion on the easterly side of the westerly plat-
form between 4:30 and 6 p. m. This side of the platform at the

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CAR INI1ICAT0R AT PARK ST. .STATION.

time of ma.xinnim traffic was served by about 108 cars per hour.
They ran on more than 20 different routes, and came to the station
platform without fixed order. The passengers did not know what
cars were coming nor where they were to stop. They crowded to
the edge of the platform in order to get the first view of the in-
coming car, and those whose car had not arrived blocked the way
ol those attempting to get on board. The conclusion was reached,
that the only satisfactory remedy lay in the use of indicators show-
ing before the arrival of each car to what line it belonged, and the
point in the platform opposite to which it would stop. Electrically

ELEVATEIi sTKrcTURE ON CHARLESTOWN BRIDGE.

TURNTABLE OF DRAW SPAN.

Had it been permissible to lay out the station without limitations
as to its size and shape, it could have been so planned as to ac-
commodate the traffic more conveniently; but in spite of the enor-
mous amount of traffic and the limited space available for handling
it, the business is now being conducted without serious crowding
or discomfort. The limit of capacity has not been reached. There
has never been any complaint of crowding on the easterly plat-
form, nor on the westerly side of the westerly platform.

Other great stations with the total number of passengers per
annum are:

illuminated indicators were, at the request of the commission, in-
stalled by the Elevated Railway Co., and have been operated during
the hours of largest outgoing trafiic, namely, from 3 to 6 o'clock
in the afternoon.

When they are in operation, a passenger can wait in the central
part of the platform till his car is announced, and he then has
half a minute to walk to the berth. As shown in the illustration,
the indicators have the names of the routes on which the cars run
arranged in parallel columns. At one side of the name of each route
is a set of five pigeon holes, each with an incandescent lamp, which,

I'"nii. IS, ri)i«i.

S'I'Kl'.l'

AILWAY KEVJEW.

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wlicn liglilccl, ilisplays a fiKuri' fnnii i to 5, inrlii-.iliii^; llic l)crlli al
wliicli llic car will arrive.

Counts of traffic taken in 'frenicmt St. in I)eccnil)cr, li^M, ami
in Deccm])cr, 1898, the l.itlir date being three months after llic
surface tracks had been removed showed tliat the vehicle traffic,
exclusive of cars, had incrca.scd 29.4 per cent, the number of per-
sons in vehielos, exclusive of cars, had increased 36.2 per cent, the
number of peileslrians had increased ia.6 per cent, and the total
of persons in vehicles and on foot had increased 12.2 per cent.

Analyses of the air in various parts of the subway show from
7.8 to 9.5 parts (if carbonic acid k'is in 10.000 volumes. On the

DRAWSPAN 01' CU.VRLESTOWN BRIDOE.

street in the central part of the city at about the same time of the
year the proportion of carbon dioxide was from 4.5 to 5.9 parts in
10,000; while in various public halls and theaters it was found to
be from 10 to 49 parts in 10,000.

During the year the engineering department has been engaged
in making borings and preparing plans and drawings for the tun-
nel under Boston Harbor, which is to connect East Boston and the
subway.

The act providing for the Boston Subway required the Transit
Commission to build a new bridge over the Charles River and in
1897 the Boston Elevated Ry. was authorized to construct its tracks
over this bridge. The permit from the secretary of war authorizing
the new bridge required the removal of the old Charles River
bridge, which work has been contracted for.

Work on the Charlestown bridge was begun in .\ugust, 1896,
and was under way for a little more than three years. The draw-
span was first moved by band July 6. 1899; on .\ug. 8, 1899, it was
operated by electric motors.

The bridge with its approaches has a total length of 1,920 ft., 1,090
ft. being over water. It is of steel on stone piers. The width is

llic grades tor the approaches of tlii.s bridge do not exceed 3
per cent.

The Boston Transit Commission consists o( George G. Crocker,
chairman; Cliarles S. IJallon, Thomas J. Gargan, George F. Swain,
Horace G. Allen. R. I.cighton Hell is secretary, and Howard A.
Carson, chief CTigincer. William Jackson is chief engineer (or the
Charlestown Bridge.

ECONOMIC RAILWAYS FOR COUNTRY
DISTRICTS.

I-'rom a [aiKir t»y K. K. KiisspII Tr.itman, awHociali^ wlilor *»( Knt(inc<:riii|f Ncwb,
read before the lnini>iN Society of Eiiifincertt and Survcyom.

Where cheap railways for light IrafTic are to be built, and es
pecially when they are to be operated as independent enterprises,
it is important that good engineering skill, good business judgment
and good executive ability should be combined in their promotion.
Great pains must be taken to adopt the most advantageous location
for securing traflic and for operation, while in construction the
lowest possible cost must be aimed at. Care must be exercised,
however, that the construction is not of such a cheap and flimsy
character as to impair the operating capacity of the road at mod-
crate speeds (with due regard to the expected train loads), or to
impose heavy maintenance expenses.

About ten years ago, an interesting paper on "The Cheapest
Railway in the World" was presented to the American Society of
Civil Engineers, by Mr. Arthur Pew. The conditions were to
build the very cheapest road that could be built, very little money
being available. The line was Dublin to Wrightsvillc, Ga., 19
miles, passing through moderately rough country and crossing two
rivers and several smaller streams. Convict labor was employed,
clearing the forest for a width sufficient for the roadbed, then
doing the grading, and then clearing the right of way and making
ties froiTi the trees. The contract price for this labor was $1 per
day per man. The grading was light, averaging about 4.000 cu. yd.
per mile, and cost about 9 cents per cu. yd. The tics cost about 10
cents each. The cost for the first 11^ miles, all ready for the rails.
was$i,oos per mile for clearing, grubbing, grading.ditching.ties and
trestles. Adding the expenses for right of way and for engineering,
the average cost was $1,164 per mile. With the 19 miles all built
and ready for traffic, with track, stations, water tanks, etc., the cost
was $3,441 per mile. It is to be noted that the company did not
make the mistake of trying to economize in the engineering, and
Mr. Pew stated it was generally considered that the care with which
the location was made was an important clement in assuring the
construction of the road. Another reason for the low cost was that
there were no middlemen to divide the profit. The management
did not pride themselves so much on building a cheap road as on
doing so much good work at such small expense.

Mr. Pew informs me that he has since built other roads even more
cheaply, owing to the following conditions: (i) A smoother coun-
try: f2l the lower price of rails; and (3) the use of lichter rails. The

ONE OF THE PROPOSED ROUTES \\s
FOR j=^ —

East Boston Tunnel

100 ft., which is divided into two footways lo ft. wide, two roadways
29 ft. wide, and a central space for street car tracks 22 ft. wide.
The central space may be used by teams except so far as the posts
of the elevated railway structure act as a barrier. The fi.xed spans
are 85 ft. each, and the draw span 240 ft. The draw has a clear
height of 23 ft. above mean high water; it rests on a central pier.
The circular track on which the span turns is S4 f'- in diameter.
The weight of the draw span is 1,200 tons. The A. & P. Roberts
Co. furnish the steel for eight of the fixed spans, and the Pennsyl-
vania Steel Co. that for the other two fixed spans and for the draw.

very cheapest road that has come under his observation (and which
was built under his supervision), cost about $2,300 per mile, all
ready for the rolling stock.

Railways of this character have been built in the South Atlantic
states, in broken and undulating country, at a cost of $2,500 to
$3,000 per inile, the cheaper ones being mainly for hauling lumber.
The maximum grades are from 2 to 2.6 per cent in the direction of
the heaviest traffic, and 2.75 to 3.25 per cent in the opposite direc-
tion, while the curves are from 6 to 10 degrees. Earthwork is kept
as light as possible, and rock cuts are avoided when practicable by

STREET RAILWAY REVIEW.

[Vol. X, No.

shifting llie location. The width at sub-grade is usually 12 ft. in
cuts and 10 ft. on banks. The grading is done by small local con-
tractors or by men employed by the railway company and directed
by a good foreman. State convicts are also employed. The con-
tractors usually bid on the work at about 6 to 9 cents per cu. yd.
for aggregate excavation and filling, without taking haul, waste or
barrow into account. The grading on the lighter lines costs about
$100 to $200. On a heavier line, with elevations of 200 ft. in Ij4
miles, and 300 ft. in 3 miles, with some extensive cuts and fills, and
some rock work, the cost was $650 per mile for grading, with a
total of $goo per mile for grading, pipe drainage, trestles, etc.
Wooden box culverts are used in light fills, and pipe culverts in
larger fills, while for creeks and small streams the grade is kept
as low as possible and low trestles are put in. For spans of 30 to 45
ft., the abutments consist of double trestle bents on cribs, these
cribs having sheet piling inside and outside.

The- engineers for such railways are usually employed by the week
or month to locate the line, establish grades;, furnish plans for
trestles, etc. They sometimes set the center stakes only, but on
heavy work or on work done by contract they usually stake out the
work in the ordinary way.

For lines of this character the ordinary standard gage should be
adopted, although there are some cases where narrow-gage lines
have been used with fair success, though they involve break of bulk
for all freight. As a rule, little is to be gained by the adoption of a
narrow gage, but if it is adopted, then the gage should be really
narrow, say 24 in., and in no case exceeding 36 in. In Maine there
arc seven lines of 24-in. gage, aggregating 150 miles in length, the
longest being 44 miles and the shortest 4 miles in length.

This paper would not be complete without some reference to the
electric railways for country districts, although these are built
mainly for passenger traflRc, and accommodate freight traffic as a
side issue. The Philadelphia & Westchester Electric Ry. is 20 miles
long, and passes from the city's suburbs through a rich farming
country. The grades are 4 to 6 per cent, some of them 3,500 ft. long.
The track consists of 58-lb. T-rails on ties 7 ft. long, 5x7 in.,
spaced 2 ft. c. to c. For carrying milk and farm produce, there are
double-truck cars 36 ft. long in the body and 46 ft. over the vesti-
liuled platforms. This road cost about $23,000 per mile, exclusive of
buildings and power plant.

The Dayton & Western Traction Co., extending 25 miles from
Dayton, O., to Eaton, passes through a number of small villages
and towns in a farming district, in which carriages and wagons
were the only means of transportation until this line was built. The
track is laid at the side of the National Turnpike Road, and in 22
miles there is but one curve. The maximum grade is 4 per cent,
and there are also grades of 3.85 per cent for 2,600 ft., and 3.5 per
cent for 1,700 ft. on a long grade six miles in length. There are 19
steel bridges of 10 to 154 ft. span; all built alongside the county
highway bridges on independent abutments. One is a through truss
bridge, all the others are deck plate girder bridges. The track is
laid with 70-lb. T-rails, with girder rails in the streets of Dayton
and Eaton, all rails being 60 ft. long. The ties are 7 ft. 6 in. long,
5 X 7 in. section, about 80 per cent being white oak and 20 per cent
chestnut. The gravel ballast is 6 in. deep under the ties. The pass-
ing sidings are 200 ft. long, and there are two railway grade cross-
ings, both fitted with derailing devices. The power plant comprises
two Buckeye tandem compound engines of 250 h. p. each coupled
directly to a Siemens & Halske dynamo of 250 kw. There are also
two Babcock & Wilcox water tube boilers of 250 h. p. Double
truck cars are used, and the traffic includes passengers, packages,
light freight and general freight.

These electric railways are- usually built wholly or mainly along
existing roads, and the earthworks are therefore very light. Wood-
en trestles, occasional steel or stone bridges (when highway bridges
are of insufficient strength), subways under steam railways, and the
necessary power houses, are the principal structures. These electric
railways, however, represent a considerably higher cost than the
cheap style of railways above noted, for while they have usually
but little earthwork, yet the poles and wires represent a consider-
able expense, and a power plant is a necessity and its first cost is
large. Such a plant, too. is often worked uneconomically under the
conditions of service, although the economy may be greater in cases
where the plant can be utilized for lighting and for general power
purposes, as well as for railway service. A low estimate for a line
of this character is $12,000 per mile. The cost of the Dayton &

Western Electric Ry., already mentioned, was about $16,000 per
mile, all complete. This includes the grading, track, overhead
work, power plant, buildings, etc., in fact for the road complete
and ready for traflfic, but exclusive of rolling stock.

For purposes of comparison, it may be noted that a double track
electric line substantially built for fast traffic and having its own
right of way, masonry culverts, and a third of a mile of trestle, cost
about $31,500 per mile.

Where conditions are such th.it il is essential to reach the very
lowest point of first cost, the steam railway has a more favorable
show-ing, and this is especially the case where the line is built
across country. There is, however, a third and intermediate char-
acter of railway that may be adopted to advantage where the exist-
ing highway affords an ea.'iy route with a small amount of grading,
bridging and trestling. In this case the line could be built practi-
cally the same as the light electric railways, but without poles,
wires, or power plant. The power would be furnished by gasoline,
oil or other engines, with suitable gearing and connections,
mounted in a car and driving one of the trucks or axles. In such a
line, probably the very lowest figure for construction could be
reached, while the cost of rolling stock and its operation would be
materially less than for ordinary steam locomotives and cars.

.Appended to this paper is a general estimate of cost per mile for
a light country electric railway five miles in length, with a limited
amount of traffic:

80 tons of so-lb. rails, at $35 $2,800

.360 angle bar joints, at 85 cents 306

2,640 ties, at 35 cents 924

30 kegs of spikes, at $5.10 153

360 rail joint bonds 144

Miscellaneous material 150

(trading : . . . . 300

Tracklaying. surfacing and bonding 1,320

Teaming and incidental expenses and labor 300

45 cedar poles, at $2.40 108

45 pole arms, at $2.00 90

Overhead wire and material 445

Labor 200

Special work 300

Total cost of construction per mile $7,540

Power plant, at $10,000 2,000

Power station and car house, at $5.000 1,000

Total cost per mile $10,540

* < »

AUTOMOBILES VS. STREET RAILWAYS.

In a paper on the advantages of automobiles, read before the
English Automobile Club, Mr. R. E. Crompton, a prominent elec-
trical engineer of unquestionabU standing in the profession, makes
the startling statement "that a line of motor omnibuses running
at an average rate of 10 miles an hour, following each other in the
same direction at intervals of 100 ft., would be able to transport
past a given point no less than 14,080 passengers per hour, whereas
the maximum capacity of an electric tramway is stated by experi-
enced tramway managers not to exceed 3,000 passengers per hour;
and the Metropolitan Ry. of London, worked to its maximum
capacity, cannot carry more than ro.ooo passengers per hour in one
direction."

We cannot tell where the gentleman obtained his figures, but can
see no very good reason — and the paper does not enlighten us upon
the subject — why street cars of the same carrying capacity as the
above mentioned motor omnibuses could not be run at an average
speed of 10 miles an hour and 100 ft. apart, if the possible traffic in
any particular locality would warrant such a service, and if in addi-
tion, as is pointed out in another column of this issue, the tram
cars could be operated much more cheaply, we cannot conceive
just where the advantage of the automobile 'busses comes in.

A conductor on the Toronto (Otit.) Ry. has been granted $1,200
damages in a suit against the company for injuries received by
being struck by a wagon as he was standing on the running board
of an open car while in the discharge of his duties.

i,s, io™">-

STREF/r RAIT^WAY REVIEW.

9')

CALIFORNIA TYPE CARS.

The acconipuiiyint; illiislralinii sliinvs dir- iif a lot of cars Imill
by llic J. G. Brill Co. for .shipment to Gciit-va, Switzt-rlaiul; it is
quite similar to a number built at the same time for the Ucdlands
Electric Light & Power Co., Kedlands, Cal. The Geneva car is a
modification of the California type; among the changes may be
noted the single reversible seat on each plallorm and the omission
of the bulkhead. The car is 1$ ft. 5'A in. long in the body, .^S ft.
7'/j in. long over the dashes, a trifle over 5 ft. wide at the sills. The
truck is the Hrill No. 21 E, with a wheel base of 6 ft., and .30-iii.
wheels; the gage is I m. (39.37 in.). Tliere .ire two motors, and
ibe weight complete is 8,450 lb.

The seats inside arc longitudinal, of spring cane, and the plat-
form seats cherry and maple slats. The inside finish is of white ash
willi birch veneer headlinings; the blinds are cherry and maple
.slats. The platforms of ihcsc cars are protected at the sides by
curtains in the usual way! In front of the seat, however, a curtain
of llie old f.isbiiined type not mounted on a roller is fitted to come

CALirORNl.\ 1 1 11. i-AK l''lJK SWITZERLAND.

down to the dasher. This leaves the whole front of the car open
so that in bad weather the forward seat will be practically unused.
These changes seem to be ill-advised.

The Redlands car is 13 ft. 6 in. long in the body and 28 ft. 7 in.
over the dashers. Though considerably shorter than the Geneva
cars, this car having bulkheads and two seats on each platfonn
accommodates 10 more persons on the platform seats, while the
interior seating capacity is only two less. The wheel base of this
car is 7 ft. 6 in. The introduction of the bulkhead with sash drop-
ping between the backs of the platfonn seats enables one seat on
each platform to be completely enclosed in case of stormy weather,
and from an American standpoint, therefore, this car is much better
suited for an all round winter and summer service than the other.

There is little reason to doubt that when the California type
once gains a foothold in Europe it will become quite as popular
there as it has on the Pacific Coast in the United States. The
monetary advantages of having all the passengers on the lower
deck will no doubt influence the railway companies more strongly
than the prejudices of the people. That they must have open cars
on the other side is a well recognized fact, and to dispose of the
open seats on the top of the car is too costly a proceeding for the
tramway companies to tolerate.

ANNUAL REPORT OF OTTAWA ELECTRIC RY.

At the last annual meeting of the shareholders of the Ottawa
(Out.) Electric Railway Co., Pres. T. Ahearn submitted the annual
report of the company for the year ending Dec. 31, 1899. In
transmitting his statement, he called attention to the good state
of repair in which everything connected with the system has been
kept, and also made the following statement: "In order to provide
against the disablement which an accident to the power house would
probably cause, a duplicate power plant, consisting of a set of hori-
zontal water wheels of 1,800 h. p. capacity, directly connected to a
generator of a similar capacity, is now being installed and will be
ready for operation within a few weeks. The new plant will be
housed in fire-proof buildings.

"In September last a contract was made for the building of
a 4;i-mile extension to the company's lines from Holland Ave.,

in Ilintonburgli, to Brilannia-on-lhc-Bay, the only safe bcacli for
bathing in the neighborhood of Ottawa. This line is double
tracked, with 72 lb. rail. A Sunday car service was inaugurated on
the entire system on July 23d last."
The financial report (or the year is as follows:

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FLEXIBLE POLE BRACKETS.

A demand has long been felt for a suitable pole bracket com-
bining strength and perfect flexibility, as the old type of a rigid
pole bracket has in many cases proved unsuitable on account of the
constant pounding effect of the trolley wheel in passing under the
hanger. To meet this demand for a flexible support for the trolley
wire the Richmond flexible pole brackets have been placed on the
market by the Ohio Brass Co., of Mansfield, O.

These brackets are furnished in styles designated respectively as
"A" and "B"; style A is supported from beneath with a brace arm
(see Fig. i), while style "B" is suspended from above by means of
an iron rod support (see Eig. 2). Both styles are furnished for use

RICHMOND FLEXIBLE BRACKETS.

with iron and wood poles and also arranged for single and double
suspension. These brackets are made exclusively of malleable iron
castings of the best quality and either standard weight of wrought
iron, gas and water pipe or, in some cases, of structural steel tubing.
The design is such as to secure the utmost strength in all parts, at
the same time preserving a symmetrical form, so that when the
brackets are set up they present a very neat appearance.

These brackets are proving popular, and are now in use on many
of the most important systems throughout the country; among
these may be mentioned the Michigan Traction Co., Kalamazoo.
Mich.; the Chicago, Harvard & Geneva Lake Ry., Chicago, III.;
the Saratoga Traction Co., Saratoga Springs. N. Y. ; the Syracuse
(N. Y.), Lakeside & Baldwinsville Railway Co.; the Compania de
Ferrocarriles del Distrito Federal de Mexico, City of Mexico.

» ■ »

The Oaklan I (Cal.) Transit Co. has been petitioned by its em-
ployes to raise wages from 20 cents to 2i cents an hour.

100

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

P- WW WVWWV WW WW W W W W WW v\ w w wv« ■>

I CORRESPONDENCE I

V WW WW WW WW W WW%/V WW WW w<

A Plea for Equity.

kWWV

Editor "Review": The following was suggested by reading in
the "Street Railway Review" the remarks of Mr. G. T. Rogers, at
the late convention held in Itliica, N. Y. He referred to the treat-
ment and success of employes. His words are well worthy of being
repeated, but it would be superfluous, as expressions so clean and
talented as those were, must have made an impression on those
who read or were fortunate enough to have heard them, which
was so deep, that to refer to them is to call them back. Since
reading the able address referred to, the writer (a working man)
has been thinking of men and their relative positions, and in this
light sends these lines, hoping that a closer and more perfect
knowledge may be had between the men who give the orders and
those who execute them, and that this may help to open the way
for a still greater success. Let me say that in this instance the
term manhood does not imply either blue overalls or a high collar,
nor, in fact, any particular uniform, but the term will be used sim-
ply in its best and highest sense, regardless of position or ap-
parel. As men, we are not all good, nor all bad, but are so placed
in this world that we form a certain average. It is concerning this
average 1 would write.

There are characteristics in each individual which neither educa-
tion, financial standing, or position change, and a trouble seems
to be that one person is not willing to accept from others what
he practices himself. To illustrate: Does it not seem strange that
the more greed a man has in his nature the less he wants to see
it in those around him? If he should occupy a position of authority
his greed is only measured by his zeal in striving to make those
under him particularly generous in his service, even to the extent
of forgetting that his motives are seen about as plainly as his face.
"Like begets like." The manager or superintendent whose charac-
ter is selfish, with very few exceptions will have careless, lazy men
to work under him. If there is not a spirit of justice on the one
side it will not be shown on the other. To expect any other re-
sult is folly. It is a case of cause and effect, and is as legitimate
as one link following another in a chain. On the other hand,
what is more justly provoking or disgusting than to see a man
who has received all that could be done for him by an employer,
remain unfaithful anl lazy, even to the extent of thinking that be-
cause he may have been favored he has an assumed right to imagine
that he is indispensable and makes his kind treatment a license to
trample on forbearance. In either condition this spirit is liable to
pass the limit and so recoil upon itself. Should we not try to learn
the lesson that "whatsover a man soweth that shall he also reap."

It is to be regretted that the sentiment of distrust has taken pos-
session of rnankind and made every man suspicious of his fellow.
This tendency is degrading. There is probably nothing so produc-
tive of crime and dishonor as to place a man in a position where
he is continually compelled to realize that he is looked upon as
dishonest. Should this occur in such a relation as etnployer and
employe on a street railway system it makes a gap which nothing on
earth can bridge.

Employes may receive many tokens of kindness or respect as a
body or singly, but there remains a condition of feeling that is
not spoken and could not be expressed in language. It must not
be mentioned, particularly by the workman, as he learns in a sense
to feel dependent on his employer to feed the little ones at home.
So he retires within himself and becomes a sort of man-machine.
It is impossible to conceive how there can be any feeling of inter-
est in favor of the person or company from whom he draws a
salary. The service becomes a compulsion and a study how the
least can be done to hold a position and draw the pay. There is
also a dangerous sentiment which is falsely called socialism; on the
contrary it is anarchism and is productive of very much harm, not
only to workingmen themselves, but to the community where they
live. One particular tendency of this sentiment is to assume that
all accumulated wealth is a robbery of workingmen and a crime;
this is wrong. And a spirit ol hate and envy is also engendered
by this fal.se theory.

We will admit that there arc crimes committed in the name

ui buMiiesb at which a highway man might blush with shame. But
to indiscriminately charge that all success in business is robbery is
as lamentable as it is false. It is a fact not to be questioned that
many of the wealthy men are among the best in the Union. An
exhibition of ability and ambition is not measured simply by abil-
ty to make money. On the contrary, where the mental caliber
is large and natural impulses are high, success will surely crown
the effort. There is a vast difference between simply scheming to
get money, and being filled with a noble impulse to be, and make
the world, better. Less capable men do themselves a great injus-
tice by attempting to lower the standard of the best. The watch-
word of every American should be "Upward," not "Downward."

We cannot afford to retrograde in any degree from our high
position among the nations. Fellow workmen, let us be true,
rather than allow jealousy to control our thoughts. It is quite
natural that persons holding inferior places should to some extent
look to superiors for a pattern. Custom has made it almost a
law and officials should not so far forget themselves in pushing
affairs entrusted to them that equity is in any case forgotten or
placed on file. But, remember they are dealing with men exactly
like themselves, who, although they may not remind them, are
taking note and are very quick to read between lines and see the
motives that govern all notices which may be posted. And where
injustice is intended, a reward will surely be meted out in some
way. It is quite possible that a president or general manager may
issue an order in the best of faith that all under him shall have
good wages and just treatment, and yet have his orders basely mis-
represented by some person in office under him who is incom-
petent and who seeks to shield himself by treachery and unjust
actions, thereby defeating plans and bringing discord where peace
and full success would have reigned.

"Then let us pray that come it may,

As come is will for a' that.
That sense and worth o'er all the earth.

May bear the gree and a' that
For a' that and a' that,

It's coming yet for a' that
That man to man the warld o'er

Shall brothers be for a' that."

ONE OF THE MEN.
o » >

TWO OPINIONS ON ICE SKATING FACILITIES.

Concerning the advisability of furnishing places along street rail-
way lines where ice skating can be enjoyed during suitable weather,
and the increased traffic that comes from the skaters, J. P. E. Clark,
general manager of the Binghamton (N. Y.) Railroad Co., writes
as follows:

"We have had no experience in maintaining an ice skating rink
and have never considered the question seriously for the reason
that we have two rivers that intersect our city, besides numerous
small ponds and lakes in close proximity to the town, affording
unlimited resources to those desiring to indulge in the winter pas-
time. However, we carry a great many passengers to and from the
various bodies of water where the sport is indulged in, as is evinced
by the large number of people who carry skates while riding upon
our cars. I will state unreservedly that if the natural facilities for
skating were not so numerous in this vicinity we should provide
skating facilities, as I am positive it would prove an excellent
stimulant for street railway traffic."

A company is New England serving a large lake at the end of
one of its branches writes, under date of January 23d:

"Our first skating was on December 30th, and since that date
we have had skating on 17 days, and the receipts have been much
greater than the expenditures. We have to pay the ice company
$75 for the season for the privilege of using the ice for skating. We
maintain some arc lights on the lake, and our other expenses are
for clearing the lake of snow, which this season has been very small,
owing to our not having over 2 in. during the winter. If we have
much snow the expense of removing it from the lake would very
rapidly decrease the profits. We make no charge for entrance on
the ice."

The Duluth (Minn.) Street Railway Co. has for several seasons
rented an abandoned car house to outside parties, who utilize it
as a public ice rink. The company carries banners advertising the
place, free of cost, on its cars.

Fkii. 15, igoo.]

STKI':i'7|- RAILWAY UEVIEW.

101

OPERATING COMPANIES IN ST. LOUIS.

I'ruiii linu: to liiiu' diiriiij; ihe last year wc liavc published notes
coiiccriiiiiK the consolidation of the street railways of St. Louis,
the final result of which was to reduce the number of opcratinn
companies to three, or, more properly, two, as the I'"ourtli Street &
Arsenal K. R. is not now operating.

The most extensive of these is the St. Louis Transit Co., which
began operating the properties of the United Railways Co., under a
lease, on Scpteiuber ist last; this company oi)erales all the street
railroads in the city of .St. Louis, with the exception of the St.
Louis & Suburban Hy. and the h'ourth Street & Arsenal K. R. (not
in operation).

When the St. I^ouis Transit Co. took charge of these properties
the mileage was as follows:

Electric. Cable-. Total.

Union Depot 7,S-8- 75-87

Liiidell 7.S11 -75-11

Missouri R. R 16, Cu (j.6o 26.21

People's Ry 1J.50 y.So

National Ry 62.97 iA-f>-i 77-59

Southern Klcctric Ry 22.50 22.50

Jefferson ,^ve^^^e Ry 6.70 6.70

Total 259.76 3372 293.48

The Lindcll had also built 12. i miles and the National 2 miles
not yet in operation, and if to this is added the track now under
construction by the St. Louis Transit Co., 22 miles, the total track-
age of the company is 329.58 miles. During the coming season the
cable roads are to be changed for overhead electric operation, and
within the next two years the company expects to increase its
mileage.

The otVicers and operating staff of the St. Louis Transit Co. are;
President, Edwards Whitaker; vice-president, Murray Carleton;
general inanager, Jilson J. Coleinan; superintendents, G. W. Baum-
hoff, G. W. Hunter, Joe S. Minary, Jas. F. Davidson, John Ma-
honey; secretary and treasurer, James Adkins; auditor, Frank R.
Heni-y; purchasing agent, J. Boyle Price; chief engineer, W. Jens;
master mechanic, F. S. Drake; superintendent of overhead lines.
John J. Lichter; engineer of power stations, S. G. Hill.

The lines are divided into five divisions, each under a superin-
tendent. The divisions are: Lindell, including the lines formerly
operated by that company; G. W. Baumhoff, superintendent.
Southern, including the Southern Electric and the southern lines
of the Union Depot; G. W. Hunter, superintendent. Northern,
including the northern lines of the Union Depot, the Cass Avenue,
the Northern Central, the Citizens and the Union; Joe S. Minary,
superintendent. Central, including the Missouri and the JefTerson
Avenue; Jas. F. Davidson, superintendent. Eastern, including the
St. Louis Traction Co., the St. Louis R. R., the Baden & St. Louis
and the Southwestern; John Mahoney, superintendent.

"The Suburban" operates the St. Louis & Suburban Electric
Ry., the St. Louis & Meramec River R. R., and the St. Louis &
Kirkwood R. R., and is closely allied to, and will operate, when
completed, the Brentwood, Clayton & St. Louis R. R., which is to
build this year.

The officers and staff of the St. Louis & Suburban are: Presi-
dent, Chas. H. Turner; vice-president, Samuel M. Kennard; general
manager, Thoinas M. Jenkins; secretary and treasurer, Thomas C.
Kimber; chief of departments, W. C. Jenkins; auditor, L. C. Ship-
herd; division superintendents, Jas. A. McCabe, D. R, Redden,
and Chas. J. Crane; master mechanic, G. J. Smith; engineer of
maintenance of way, Chas. S. Butts; superintendent of lines. Nathan
Smith; superintendent of power stations, H. W. Tingley.

The officers of the St. Louis & Meramec are the same, with the
exception of the vice-president, J. B. Chase. The St. Louis &
Kirkwood has the same officers, excepting the president, James
P. Dawson. Hunt Turner is president of the Brentwood. Clay-
ton & St. Louis R. R., otherwise the officers are the same.

The Suburban system comprises a total of 91.68 miles (measured
as single track), and the territory covered is shown in the ac-
companying map. The St. Louis & Suburban proper has a loop
for a down-town terminus and extends beyond the city limits to
the towns Normandy Heights, Ramona, Carsonville, Kinloch and
Florissant. The St. Louis & Meramec road connects Meramec

Highlands and Kirkwood, and from Kirkwood extends to and
through the city, passing the Fair Grounds (St. Louis race course)
and terminating at O'Fallon Park. The St. Louis & Kirkwood
extends from Kirkwood to the city limits of St. Louis. The northern
portion of the Si. Louis & Meramec River road was built in 1899.
An addition to the St. Louis & Suburban road (the Union Ave.
line;, extending from the Forest Park to two large cemeteries in
the northern part of the city is almost complclcd, Ihc greater por-
tion of the work having been done last year. The Brentwood,
Clayton & St. Louis road (13 miles) is to be built during the com-
ing year, and, as will be seen from the map. will make a valuable
addition to the property.

The management is now extending every effort to improve the
physical condition of the road and its equipment and increase Ihc
economy of operation. Wc understand that the cost of operating
for 1899 was about 25 per cent less than for the preceding year,
and further reductions are expected.

The track is laiil with Cambria and Johnson rails, weighing
from 40 to 60 lb. per yd., laid on 6 x 8-in. oak ties, spaced 2 ft. c.

MAP OF ST. LOIIS 4: SL'BfRB.\X SYSTEM.

to c. The trolley wires are No. o and No. 00, and over a considera-
ble portion of the route are carried on iron poles.

The rolling stock comprises 24 convertible and 130 closed cars,
which were made by the St. Louis Car Co.; they are all mounted
on maximum traction trucks and equipped with G. E. 1200, G. E.
57, and Westinghouse No. 38 motors. Electric heaters made by the
Consolidated Car Heating Co. are used. The company operates
two power stations. One is at DeHodiamont Station, and is a
brick building 232 x 129 ft.; its equipment comprises five Hamilton-
Corliss (Hooven, Owens & Rentschlcr Co.) engines aggregating
6.000 h. p., belt connected to 14. and direct connected to G. E. gen-
erators, having a total rated capacity of 2.950 kw.. and 18 boilers oi
250 h. p. each. The second station is at Brentwood: it is 72 x 60
ft. equipped with three engines (Porter-.-\llen and St. Louis Cor-
liss), aggregating 1,500 h. p.. three Westinghouse generators of a
total capacity of 725 kw. and eight 200-h. p. boilers. Current is
generated at from 565 to 575 volts.

Car houses are located at DeHodiamont. Benton, and Brent-
wood, having capacities of 85. 85 and 15 cars, respectively; all are
brick buildings. The shops are at DeHodiamont.

« ■ >

READERS who note errors in our "Directory of Street Rail-
ways" will confer a favor by sending us corrections.

102

STREET RAILWAY REVIEW.

[Vol, X, No. 2.

LONDON ONT.

I STREET RAILWAY RE-
VERSES.

PREPARING MICA FOR COMMERCE.

.As a result of the rcci.iit .strike, the report of the London (Out.)
Street Railway Co. for the past year, shows, as compared with the
year previous, a decrease in gross revenues amounting to 5;53,-
864.19. -MI shareholders were present at the 25th annual meeting of
the company, held in London, January 24th, on which occasion the
following report was rendered by Prcs. H. A. Everett:

Mica, popularly called isinglass, is the name given to a group
of minerals characterized by highly perfect clearage, so that they
readily separate into very thin leaves, more or less elastic. The dif-
ferent grades vary widely in composition and range in color from
pale brown or yellow to green or black. This material is found
in various parts of the world, but is mined in largest quantities
in India, although good deposits are found in the United States

IN A MICA VEIN.

"Your directors beg to submit statement of the past year's busi-
ness, showing gross revenue of $59,947.58, as against $113,81175 for
the previous year. Operating expenses were $66,872.10. as against
$65,665.23, an increase of 1.8 per cent. It is notable that the reve-
nue increased during the first quarter of the year (when no strike
was on) 10.2 per cent."

In previous issues of the "Review" we have given accounts of
the strike which began May 22d, and culminated in a serious riot
on July 8, 1899. The earnings of the company have long since re-
turned to a normal figure, and show satisfactory increases over the

TRAIN LOAD OF MICA.

earnings of a year ago. The line is now operated with favorable
prospects, and it has been decided to double track a portion of the
system. At the meeting in London, January 24th, the old board
of directors was re-elected. The board chose officers as follows:
H. A. Everett, president; Mr. Smallman, vice-president; Mr. Carr,
general manager and secretary-treasurer, and Messrs. Moore, Was-
son, Spencer and Broderick, directors.

MOUTH OF ST. ANTHONY MINE.

and in Canada. The mineral is usually discovered in veins com-
mencing at the surface of the earth and running down diagonally
between lime rock walls, the vein occasionally spreading out into
pockets. The mining operations are simple, although the mines
are often found in remote and mountainous regions, necessitating
long hauls in wagons. A vein is worked by drilling holes with
steam drills and blasting away sections at a time, the chunks of
mica being raised to the surface by derricks and packed in jute bags
for shipment. North Carolina furnishes a goodly quantity of this'
material, it being one of the occupations of the mountain farmers
of that state to "go prospecting" between crops. In fact, in some
sections of the state mica forms the principal circulating medium
between the farmers and the storekeepers. When the former re-
quire supplies they pay for them in mica, which is found in small
quantities on the hill-side farms, and dry groceries, meat and cloth-
ing arc quoted at so many pounds of mica.

SAMPLES OF CANADIAN MICA.
For British Section, Paris Exposition.

One of the largest dealers in this material in the world is the
W. H. Sills Mica Co., and all the various processes of cutting,
trimming and molding mica for its many commercial uses, are
carried out at this establishment, located at 64 Michigan Ave., Chi-
cago. This business was founded in 1885 by W. H. Sills, who is
still at the .head of the concern, so that he has been furnishing

Fnii. IS, 1900.]

STREET RAILWAY REVIEW.

103

mica to tlic liadi' for 15 years. In 1897, Clarence B. Wisncr be-
came interested in the company as its secretary and treasurer, hav-
ing in charge the financial management of the concern. The com-
pany has a factory at Ottawa, Can., and owns a rich mica mine
.11 llraccfieUI, Que., views of which are shown herewith. In addi-
tion to tlic supply received from its own dcjiosit.s, it lias agencies
in several parts of the world, through which
large qilaiililies of llu' foreign pro<hKt are
purchased.

The first step in preparing the material to
fill the requirements of the electrical industries
is the splitting of the chunUs into the ihinest
sections possible. When the last sub-division
is made, the pieces are little thicker than tissue
paper. These are spread over a specially
treated clolli to a depth of perhaps an eighth
of an inch and are glued to the cloth and to
lai'h other by a composition paste. This
makes a flexible sheet of insulating material,
and in this form, with the addition of a layer
of paper, it is used in the winding of arma-
tures, etc. In making commutator segments
and rings, alternating layers of mica and clolb
are placed in a powerful hydraulic press, from
which they come in the form of compact but
pliable sheets, capable of being cut and molded
into the various shapes employed in the con-
struction of electrical machinery. The pro-
ducts of the W. H. Sills Mica Co. are sold
under the trade name of "Micabeston,"

In one of the accompanying views is shown
a shipment of mica of which the company is
justly proud, as it is probably the largest sin-
gle shipment of this material ever made. The
total weight of this consignment was 400,-
000 lb., requiring nine freight cars, run-
ning as a special train to carry it from the company's St. .'Vnthony
mine, at Gracefield, to Ottawa.

Two of the illustrations herewith show samples of mica jjropared
for exhibit .it the Paris Exposition.

LOW P^ARE BILL FOR WASHINGTON, D. C.

A bill regulating the operating conditions of street railways in
the District of Columbia was introduced last month in the House
of He|n-esentatives, and will shortly be brought up for action.

'I'hc bill provides that the rate of fare for a single ride for a

1 ^ ^^ggi^^^i^^

W.H.IILLS MICA CO. ]i^_ .,

SAMPLES OF UNITED STATES MICA.
For Mines and Mining Section, Paris Exposition.

The Supreme Court of New York has decided that the New
York, Westchester & Connecticut Traction Co.. has no rights,
in East Chester and Bronxvillc, and can, therefore, not prevent
the Union Railway Co. from completing its road from Mount \"cr-
non to While Plains.

LAROE (1R11ER OF MICA RINllS FOR fNIOX TRACTION CO.. PHILADELPHIA.

continuous trip any distance in one direction over any 01 the street
railway routes in the city of Washington, shall be five cents, and the
passenger shall also be entitled to a transfer ticket, good for a ride
over any other line or route operated or controlled by the same
company, provided that such transfer is
presented on the next regular car of such
other route within 15 minutes after the
passenger has left the first car. It is also
provided that there shall be kept on sale
on all street cars in service, between the
hours of 5:45 a. m. and 8 p. m. of each
day. tickets to be sold in strips or packages
of eight tickets for 25 cents, each of which
tickets shall be accepted the same as a 5-
cent cash fare, between the hours named,
and such ticket shall carry the same trans-
fer privileges as a cash fare. In addition,
the street railway companies must keep on
sale on their cars in service between the
hours of 8 p. m. and 5:45 a. m., tickets to
be sold in strips or packages of six tickets
for 25 cents, such tickets to be good only
during the hours last named and to entitle
the passenger to a transfer as in the other
cases.

The bill orders that all street cars owned
and operated in the city of Washington
shall be properly vestibuled to protect the
motorman from unreasonable exposure to
the weather, and a failure on the part of
any company to so protect the motorman
shall be punished by a fine of $50 per day
for each car unfitted with vestibules. All
lines in the city must run cars in both
directions after midnight at intervals of 15 minutes until 5:45
a. m.

The act is to take eflfect Mar. i, 1900. and the failure of any com-
pany to comply with the provisions as to rates of fare, will cause
a forfeiture of its charter and franchises.

104

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

NEW TRANSFERS FOR CHICAGO UNION
TRACTION CO.

On February isl the Chicago Union Traction Co. commenced
using a new transfer ticket that is something of a departure in its
line. Prior to the consolidation of the North and West Chicago
companies each of these systems had been employing a number of
different forms of transfer tickets and after the merger no change
was made in this respect. The complicated arrangement of the
lines and the number of interesting routes, required the giving of
from 200,000 to 250,000 transfers a day, or about 50 per cent of all
the passenger* using the cars of the Union Traction Co. The
systein in force necessitated the keeping of 10 or 12 separate
plates and required the attention of a large force of clerks to over-
see the printing, and distribution of each kind to the proper line.
The checking up after the tickets had been turned in to the receiver
was also an enormous task, as in each bunch returned by each
conductor would be several of the different forms, requiring a great
deal of work to sort and trace each form back to the issuing con-
ductor.

The new tickets, one of which is shown herewith reduced in
size, arc 5 .\ iJ4 'i-, and will greatly simplify the labor of the trans-
fer department, as well as reducing the work of the conductor.
Fiitt two plates will be needed for the entire system owned by the

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TRANSFER FOR WEST SIDE LINES.

Chicago Union Traction Co., one for all the West Side lines and
one tor the North Side lines. The ticket shown is the form for
the West Side. The North Side ticket is the same in principle, but
has a different set of transfer points. On each ticket is printed the
names of all the routes, although transfers are not given from each
route to all the others. In each car is posted a notice setting
forth the lines to which transfers will be given from that car, and
from what routes they will be accepted, and on the ticket itself is
printed a notice calling the attention of the passenger to these regu-
lations; this does away with the necessity of printing a long list
of the possible transfer points on each ticket. The conductor giv-
ing the transfer stamps his badge number in the blank space in
the lower right hand corner next to the date, and designates the
line on which he is running by a double punch at the proper name,
ant; the line to which the passenger wishes to transfer by a single
punch mark. The stamping and double punching can be done at
the barn before he takes his car out. Each conductor is provided
with a self-inking rubber stamp on the end ol his lead pencil for
stamping his badge number.

The time of day is designated in the usual manner by punching
shaded figures at the left for p. m. time and the light column at
ri'ght for a. m. The day of the month is printed when the original
impression is made. Tickets must be used on the first connecting
car, but are good for an hour after time punched. Transfers are
not given on transfers except at two or three specially designated
points.

When the ticket is intended to be good in either direction on
tiie iniersecting line, no direction is indicated, but when it is to
be used in one direction only, the conductor punches out one of
the words. North, South, East or West, as the case requires.

In one of the columns of names will be noticed the words, "On
Account Delay," "Car to Car," and "To Extension." These are
punched with a single punch mark in addition to the other punches
in special cases only. For instance, if a line is blocked and it is
desired to transfer passengers to a nearby parallel line, the words
"On Account Delay" are punched out. If a car cannot finish a
trip and passengers are to be changed to a following car, a mark
at "Car to Car" is made. "To Extension" is used when it is neces-

sary for passengers to walk around some obstruction on the track
or break in the overhead work.

Before turning the transfers collected for the day into the office,
the conductor stamps on the back of each his badge number and
places a rubber band around the bundle. The number turned in
must agree with the number entered on his trip sheets.
- From this explanation, it will be seen what a* saving in the work
of printing and checking has been effected, as there are but two
forms, and each ticket bears its own complete record of line from
which and to which it is given, badge number of issuing and re-
ceiving conductor, and whether or not it has been issued for some
special cause. It is thought, also, that the posting of the possible
transfer points in each car will be a convenience to the public, as
it will enable a passenger to decide the best way to reach his des-
tination for a single fare.

ANOTHER 100 MILE LINE.

The latest "gigantic electric line," as it is termed by the daily
press, to make its appearance, runs — on paper — from Tiffin, O., to
Sandusky, O., and will be over 100 miles in length. After leaving
Tiffin the road will pass through Old Fort, Fremont, Port Clinton
and Toledo, thence along the shore of Lake Erie to Sandusky, by
way of Lakeside and Marblehead. The Tiffin. Toledo & Sandusky
Electric Railway Co. has been organized with a capital stock of
$3,000,000, to build the road, and the capitalists interested are said
to include S. B. Hege, of the Baltimore & Ohio R. R., Washing-
ton, D. C. ; R. W. Brown and Richard Young, of Washington,
D. C. ; S. B. Calef, of Middletown, Conn.; H. S. Frye. of Windsor,
Conn., and F. A. Anderson, of Alexandria, Va.

RULES FOR CONDUCTORS.

The following rules for the guidance of conductors were issued
last month by Supt. John N. Akarman, of the Worcester (Mass.)
Consolidated Street Railway Co.:

"On and after this date conductors will be required to strictly
observe the following rules: Remain on the rear platform when
not collecting fares. Keep the car doors shut. Do not turn the
signs until the car reaches the end of the route. Do not push in
the front fender or pull out the rear fender until the car reaches
the end of the route. See that every passenger gets a seat when-
ever there is any vacant space by asking those seated to make room.
Do not talk to passengefs, except to answer questions, then be
polite, and make no unnecessary conversation. Keep a sharp look-
out for passengers; see everybody who inay wish to ride. Do not
start your car from the inside; step to the platform, so you
can sec that everything is safe, before you give the bell to start.
Collect your fare as soon as the passenger has had time to enter
the car and take a seat. Ring up each fare separately, as collecting
fares from several passengers and then ringing them all in at once
IS not allowed. Be on the rear platform when leaving the ends of
the route, so you can see anyone who may wish to ride.

"Any conductor reported for failure to comply with the above
will be suspended for two days for the first offense and discharged
for continued neglect of duty."

REYNOLDSVILLE TRACTION CO.

E. A. Ferrin, president of the Reynoldsville (Pa.) 'Traction Co.,
writes us that surveys for the line have been completed and maps,
profiles, plans and specifications are being prepared by F. H.
Loomis, of Brooklyn, N. Y., for Vandegrift & Co., of Philadelphia.
The company will be ready to receive bids for material at an
early date.

AN EXTRA MAN DURING RUSH HOURS.

A bill has been introduced in the New York Legislature requir-
ing street railway companies operating in New York City to em-
ploy three persons, a gripman, or motorman, a fare collector and a
conductor, on all cars exceeding 30 ft. in length, during rush
hours. The duty of the conductor is to stay on the rear platform
to stop and start the car, and he is prohibited from collecting fares
or going inside the car.

Imcm. is, 1900.]

STREET KAII^WAY REVIEW.

105

PLANT FOR MAKING TERRA COTTA
CONDUITS.

'I'lu' lirsl ]ilaiil in lliis country to make conduits for electric wires
inim Icna cotta, or baked clay, was the eslablislinient owned by
the Potomac Terra Cotta Co., and located at Terra Cotta, a sta-
tion on the Baltimore & Ohio R. R., about four miles from Wash-
ington, D. C. The company was organized about 25 years ago,
and for a long lime was engaged exclusively in the making of sewer
pipe, of which it was and still is one of the largest producers. About
12 years ago the company turned its attention to developing
earthen or clay electric conductor conduits, aiul finding the de-
posits of clay upon which its plant was built was adapted to this

PL,.\NT 01" PdTdM.VO T ICRK.V CdTTA CO.

class of work, it commenced at once to turn out terra cotta ducts
in large quantities. Its products are called the "Mason," after Mr.
George Mason, the general manager, and differ materially from
other conduits both in the nature of clay from which they are made
and in their shape. The principal feature, and one on which letters
patent were obtained, is the arrangement of small openings and iron
dowels fitting into them, securing perfect registration and align-
ment of the ducts in the process of laying, and preventing joints
from becoming displaced by ramming concrete or in other ways.
The dowel pins are about Vi in. in diameter, and are
made with a barb on one side, which prevents them from
settling too far into the openings. When the conduits come
from the kiln they are glazed inside as well as out, and offer little
resistance to the wires when the latter are drawn into place, and
hence there is no danger of damaging the cable sheath.

One claim of superiority is that of absolute vitrifaction, due to
the use of a clay that vitrifies at a high temperature, rendering it

2 DUCT .\ND 4 DUCT CONDUITS.

non-absorbent, while it is practically indestructible by the elements
when properly baked. The ducts are made in standard lengths
of 30 in., which size has been found the most suitable to insure
perfect vitrifaction and glazing, is most easily handled, least liable
to breakage in handling, and consequently the most economical.
One, two and four-duct sections are the usual p.itterns made.

The processes of mining and preparing the material from which
these products are formed, are interesting, and while not com-

plicated, require great care and skill at every stage to obtain satis-
factory results.

The clay deposits, the supply at the disposal of the company be-
ing seemingly inexhaustible, arc found in irregular veins, located
from a few to several feet below the surface, and usually in a hard
and dry condition. The earth is broken from the face of the vein
with picks and wedges and shoveled into carts which take it to a
hopper at the side of the main building and dump it directly into
the first grinding mill. In their passage through this, the lumps of
clay are reduced in size and arc then taken by a belt conveyor to a
second mill and through crushing rolls, from which the material
comes as a fine powder. This is carried, again by a belt conveyor,
to the basement, where it is thoroughly soaked and allowed to
"temper" for from five to seven days. After this period the clay is
again passed through a grinding mill, when it is ready to be molded
into the various shapes, in a vertical steam press, which forces the
material into suitable dies. When the molds have dried sufRciently
in a drying room heated by steam, the sections are ready to be
burned or bakc<l in kilns, which are circular in shape and from 22
ft. to 30 ft. in diameter. The fire is started gradually and increased
until the contents of the kiln are brought to a white heat, and is
kept at this point from five to seven days, when the fire is re-
moved, the kiln sealed up and the contents allowed to cool, which
process takes several days. Just before the firing about a wheel-
barrow load of salt is thrown into each kiln, and the fumes from
this, uniting with the heated clay, causes the glazed surface which
is characteristic of these conduits.

ENTRY OF INTERURBAN LINES INTO COL-
UMBUS, O.

There are a number of interurban electric lines whose promoters
wish to secure an entry into the city of Columbus, O., with termini
in the central part of the city where the streets are already occupied
by the tracks of the Columbus Street Railway Co. Robert E. Shel-
don, president of Uie Columbus Street Ry., recently took advantage
of a mass meeting of citizens to make an address outlining the
policy of his company. He stated that his company would enter
into agreements with interurban roads for handling their cars upon
terms mutually satisfactory.

In Dayton the City Ry. has made contracts with three interurban
lines for track rights; the compensation paid the City Ry. is 3 cents
for each passenger carried over its lines by the interurban. As
yet the Dayton & Western Traction Co. is the only one actually
operating under such an agreement; it runs over two miles of the
urban company's tracks. Concerning this, D. B. Corwin, president
of the City Ry., says:

"We have found the arrangement entirely satisfactory to the city
company, as we receive from six to seven hundred dollars per
month from the D. & W. Traction Co. for the use of our tracks
and power, and this is almost all new business, as we find that
very few, if any, local passengers use the interurban company's cars.
The Traction company has placed in its cars registers on which are
registered all passengers carried over any part of our lines and
this register is solely used for registering passengers carried on our
lines, and is open to the inspection of our employes at all times.
and the plan has proved entirely satisfactory. We furnish simply
power and tracks. The employes operating the cars are the em-
ployes of the D. & W. Traction Co."

FIRE AT MUNCIE, IND.

On January J2<i, the power house, shops, barns and offices of the
Union Traction Co., at Muncie. Ind.. were totally destroyed by
fire, with their contents, including engines, dynamos and boilers
and 16 cars. The loss is partially covered by insurance. The serv-
ice was temporarily resumed with horse cars until other arrange-
ments can be made. It is charged that the fire was of incendiary
origin and this view is rendered more probable by reason of the
discovery that brick dust had been placed in the bearings of a new
generator temporarily installed by the street railway company in a
local power plant.

« ■ »

.^ movement is on foot looking to a consolidation of the three
street railway companies centering at Kutztown, Pa.

106 STREET RAILWAY REVIEW. [Vol. X, No. 2.

TRAMWAY CONGRESS AT PARIS. NEW PLANER AND MATCHER.

We have just received from Mr. F. Nonnenberg, secretary ot
the Union Internationale Permancnte de Tramways, the announce-
ments relative to the International Tramway Congress, which is to
be held at Paris, -Sept. 10-13, I'joo- Tl'c Minister of Commerce, In-
dustry, Posts and Telegraphs has placed the organization of the
congress, under the auspices of the Union Internationale Perma-
ncnte de Tramways, in the hands of a commission of 17 members
under the presidency of Mr. Leon Janssen, of Brussels; Mr. J. M.
Roach, president of the American Street Railway .Association, is a
member of this commission. Mr. Nonnenberg is secretary gen-
eral of the commission and Mr. .\lbert Janssen is secretary.

The members of the congress will be:

1. The members of the Union Internationale rermanenlc de
Tramways.

2. Companies and individuals who apply for admission and arc
accepted by the bureau of the commission.

Companies who wish to be represented abroad should apply to
Mr. F. Nonnenberg, 85 Rue Potagere, Brussels, giving name of
company, name of delegate, title or profession of delegate and the
complete postoffice address. Individuals making application should
give name, title or position, and address. K fee of 20 fr. ($4) is
required.

This will be the nth meeting ot the International Tramway
Union, the last one having been held at Geneva in 1898.

The following reports will be presented:

"Tariflfs of Urban Tramways," by Mr. GerOn, of Cologne.

"Results of the Adoption of Electric Traction," by Mr. Pirch, of
Barmen-Elberfeld Tramway.

•■Relative Advantages of Narrow and of Standard Gages for
Electric Railways," by Mr. Gunderlocli, of Elberfeld.

"Design of Central Stations," by Mr. d'Hoop, of Brussels.

"Systems of Distributing Current," by Mr. Xm Vloten, of Brus-
sels.

"The Falk Cast-Welded Joint," by Mr. Fischer-Dick, of Berlin.

"Storage Batteries," by Messrs. Broca and Johannet, of Paris.

"Heating Cars," by Mr. C. de Burlet, of Brussels.

"E.xploitation of Branch and Feeder Lines," by Mr. Zififer, of
Vienna.

"Adoption of Standard Ratings for Electric Motors and Genera-
tors," by Mr. Macloskie, of Tours.

"Brakes for Tramways Using Mechanical Traction," by Mr.
.Monmerque, of Paris.

American street railway men who contemplate attending the
Exposition would do well to time their visits so as to be present
during this congress, as we believe that they would receive a warm
welcome from their European brethren.

NEW STREET RAILWAY SWITCH.

William E. Sleight, of Lansing, Mich., has invented a switch ap-
paratus for use on street railways which is designed for setting
switches without stopping the cars. The device is reported to have
been in use, experimentally, on the Lansing Street Ry., and to have
given satisfaction.

The method of operation will be readily understood from the
accompanying sketch. A rocker bar is mounted on suitable bear-
ings at a point about 40 ft. from the switch, and so arranged that
one end will be depressed when it is struck by a movable foot lever
on the car and actuated by the motorman. An arrangement of bell
cranks and levers connects the rocker bar with the switch point.

The accompanying illustration shows one of the latest designs in
woodworking machinery which has been developed by the Egan
Co., of 322 to 342 West Front St.^ Cincinnati. This company
makes everything in the machinery line that is used in the manu-
facture of wood, and exerts every effort to keep fully abreast of
the natural evolution that goes on steadily in the mechanical world.
The Government requested the Egan Co. to exhibit at the Paris
Exposition, and the company is going to make a display that will
uphold the prestige of .America for high-grade machinery.

No. 8 EGAN PLANER AND MATCHER.

The No. S planer and matcher shown herewith is designed for
small mills, and is capable of doing both light and heavy work.
It planes one side up to 24H in. wide and up to 6 in. thick, and
matches up to 12 in. wide; being fitted with adjustable pressure
bars and slotted cylinders, it is particularly adapted for molding,
casing, base boards, etc. The details have all been worked out to
insure durability and convenience in operation.

TORONTO (ONT. ) RAIL\A^AY CO.

The eighth annual report of Pres. Wm. Mackenzie, of the To-
ronto (Ont.) Railway Co., for the year ending Dec. 31, 1899, was
submitted to the stockholders on January 17th. The results of

GROSS EARNINGS

NET EARNINGS

PutCCHTACI or
OniUTINC BXFCHSF^,-

ia EAaHra&i |

Hjji;S9 6,1. ,7(1098

1897

tBse

lUS

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$997. »7 J J«

J«)8oo88

5»S.8oi »S

507.760,3.

489.914,76

55'.8i'-»8

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so 3.886*4

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ISM IMS

the operation of the road for the last eight years are shown in the
accompanying table.

During the year the rolling stock was increased by 80 cars and 2
electric sweepers built in the company's shops; 20 open cars are
now building. Two new car sheds each with capacity for 100 cars
have been built, and a brass foundry erected and equipped.

During the year the company paid taxes as follows: Percentage
on earnings to city, $111,426; pavement charges, $64,000; city taxes
on poles, rails and wires, $2,641; taxes on real estate, $9,366; pro-
vincial taxes, $4,748; total, $192,181. This is over 14.4 per cent of
the gross earnings and over 28.1 per cent of the net earnings. Divi-
dends of 4 per cent were paid on the capital stock of $6,000,000.
* « »

One of the strong arguments in favor of another bridge over the
East River between New York and Brooklyn, is the fact that on
foggy mornings, when the ferries are always delayed, the usual
ferry passengers all rush for the cars on the bridge, sometimes in
this way demoralizing the service on that structure as well.

Feii. is, lyoo.]

STREET RAILWAY REVIEW.

107

NEW YORK RAPID TRANSIT ROAD.

THE MILWAUKEE SITUATION.

Nov. 14, iHi;i). till Kapid Transit Coiniiiissiuiu-rs o( New V'urk
City advcrliscil for bids 011 the conslriiclion, i-(|iiii)iiiciil and oper-
ation for a li'rni of 50 years (willi ri^lit to a lease for a f\irthcr
term of 25 years) of an underKronnd r.jpid transit road in New
York City over the following route:

Section I. — From the City Hall ihrounh Center St., Kim St.,
LaFayette I'lace, Fourth Ave. to the Grand Central Station, west in
42d St. to I'roadway and thence to $(){h St.

Section II. — North through Broadway Boulevard to 103d St.,
where the route divides, extending on the west side in Broadway
Boulevard tn 137th St., and on the east side from the 103d St.
junction In ('enlr.il Park, under the corner of the park to Lenox
Ave. and out Lenox Ave. to r35th St.

Section III. — On the west side from I37tli St. along nth Ave.
to Ft. George; and on the east side from 135th St. east under the
Harlem River to Melrose A\q.

Section IV. — On the west side from Ft. George along the Har-
lem River to Kingsbridge; and on the east side, out Westchester
Ave. and Boston Road to Bronx Park.

January 15th the bids were opened and it was found there were
only two bidders, .Andrew Ondcrdonk, whose bid for the whole
was $39,300,000, and John B. McDonald. Mr. McDonald's bid
was as follows:

Section I $15,000,000

Sections I and II 26,000,000

Sections I, II and III 32,000,000

Sections I, II. Ill and IV 35,ocx),ooo

On January i6th the board awarded Mr. McDonald the contract
subject to his complying with the terms of the contract and de-
positing $1,000,000 in approved securities, and giving bonds for
$1,000,000 to secure the construction, operation and payment of
rentals, and for $5,000,000 to secure the construction and equip-
ment.

The following are interesting statistics concerning the enterprise:
Length in all sections of the tunnel, as surveyed, 109,570 ft., nearly
21 miles; total excavation of earth, 1,700,228 cu. yd.; earth to be
tilled back. 773.093 cu. yd.; rock excavated. 921,128 cu. yd.; rock

When we went l« press last month the city council of Milwaukee
had passed the street railway ordinance and while a formal accept-
ance had not been filed, the company was acting under it; the
court had under advisement the question of punishing for contempt
the city oflicials who had ignored its orders.

January I7tli, Judge Ludwig held that Mayor Rose, the cily clerk
and the 24 aldermen who voted for the franchise were in contempt,
but suspended further proceeilings on this rjuestion till after the
motion to dissolve the injunctions had been decided.

The following day the Supreme Court issued an alternative writ
of prohibition, citing Judge Ludwig to show cause why he should
go further in the contempt proceedings.

January 19th, the trial of the injunction cases on their merits
was begun, and on January aglh Judge Ludwig dissolved both the
.Scliwartzburg and the Paine injunctions. On the same day the
Milwaukee Electric Railway & Light Co. filed its acceptance of
the ordinance.

A third injunction to prevent the acceptance of the ordinance.
secured by J. G. Trcntlage in behalf of himself and other abutting
owners, was still in force, however. The plaintifT wished to dismiss
this suit but th> court would not hear him for that purpose, and
another abutting owner, the Linden Land Co., was substituted as
plaintifT. February 2d, the Supreme Court ordered Judge Ludwig
to show cause why he should not be restrained from proceeding
with the Trentlage case.

Pending the decision of the Supreme Court, the new ordinance
is now in effect.

The street railway company was convinced that the opponents
of the ordinance intended to keep a few injunction suits always
pending, and to secure a short respite on January 26th got an in-
junction restraining all citizens, property owners, etc., from suing
the company.

BURNHAM TRACK DRILL.

IHE UURNHAM TRACK DRILL.

tunneled, 3()8,6o6 cu. yd.; steel used in structures, 65,044 net tons;
cast iron used, 7.901 net tons; concrete, 489,122 cu. yd.; brick,
18,519 cu. yd.; waterproofing, 775.795 yd.; vault lights, 6,640 sq.
yd.; local stations, 43; express stations, s; station elevators, 10;
lineal feet of track, 305.380; lineal feet of track underground.
245.514; lineal feet of track elevated, 59.766.

John B. McDonald was born in Cork. Ireland, in 1846. coming
to this country when 15 years old. He is widely known as a con-
tractor, having done work for the New Jersey Central, the Cana-
dian Pacific, the Boston & Hoosic Tunnel, the Delaw-are. Lacka-
wanna & Western, the West Shore and the Baltimore & Ohio rail-
roads. For the last named road he built the Belt Line Tunnel.

The accompanying illustration shows a machine for drilling
rails which has some improvements over the ordinary drills used
for this purpose. The frame consists of a bar
or piece of pipe having at one end a Y-shaped
casting with two depending lugs, and at the
other a casting with a single lug; both of these
pieces are readily adjustable for different gages.
The drill has two extension cranks, enabling the
leverage to be adjusted to the work. The two
cranks are used for heavy work, the gearing be-
ing arranged as shown in the illustration, and
giving the ratio of i to I between the crank and
the drill. For light work the top yoke is re-
moved and one of th(f cranks placed on the
vertical shaft; this change makes the gear ratio
2 to I. and enables such work as drilling holes
for bond wires on electric roads to be done with
convenience and dispatch.

The machine weighs 85 lb. and is designed
to be amply strong in all parts. It is made by
the George Burnham Co.. of 21 Herman St..
Worcester, Mass.

NEW ORLEANS GRAPHIC DIRECTORY.

We have received from the New Orleans & CarroUton Railroad
Co. a copy of an advertising folder which is one of the best we have
seen. The sheet is about 15 in. square;. on one side are the sched-
ules on which cars are run on all the lines operated by the com-
pany, and on the other side is the graphical directory. This is
a map of the city showing the company's lines and the location
of public buildings and principal points of interest, with an index.
The sheet folds to 2!'2 x 5 in., vest-pocket size.

The last trip of the steam dummy formerly used on the Lakeview
line of the Birmingham (Ala.) Railway & Electric Co., was made
on February ist. The first trolley car on this line was run the
same day.

Suit has been commenced to wind up the aflfairs of the Chester-
field Transit Co. This was not a railway, as might be supposed
from the name, but a scheme for transporting ground coal from
Virginian fields to the seaboard by means of a pipe line.

108

STREET RAILWAY REVIEW.

IVOL, X, No. 2.

CEMENT CONDUIT DUCTS.

CINCINNATI, NEWPORT & COVINGTON.

The National Telcplioiic Co., of London, Eng., in all its under-
ground work is now using ducts made of cement, experiments in
Sweden having shown them to be perfectly satisfactory. The com-
pany has itself engaged in the manufacture of the ducts; it has
used blocks with as few as 3 and as many as 30 ducts. The sec-
tions are in general of the type shown in the illustration, which is
taken from the Electrician. In the trench the sections of conduit
arc placed with the ends resting on bearers which serve to bring
thcni to the proper level for the joints. The alinement is kept true

NINE-WAY CONDUIT.

by means of iron bars i in. square laid in the three grooves, the
bars being of such length that only one joint comes on any one
section. The joint is wrapped w-ith a strip of canvas steeped in
boiling pitch and applied while hot; there are two layers of the
sacking on the top of the joint. The circumferential groove made
by the junction of the recessed ends is then filled flush with neat
cement after cement grout has been run in between the bearer and
the packing along the lower side of the joint. The longitudinal
grooves are also filled with neat cement.

Sections with only three ducts have spigot and socket ends and
no canvas binding at the joints; iron bars for alinement, but no
bearing blocks are used.

FIRE PROOF PAINT.

The Frank S. De Ronde Co., of 54 John St.. New York City,
is making a specialty of its "Lythite" cold water paints for the
use of street railway companies, which are well adapted for coating
walls of car barns, repair shops, power houses, etc. These coatings
arc strictly fireproof, come in powder form and simply require
mi.xing with water, wfien they are ready for use. They come in
white and colors. The white gives a very brilliant surface and the
"pole green," for trolley poles, gives a fine, glossy, durable fin-
ish that retains its color under all climatic conditions and changes
in temperature.

This company has a branch store and warehouse at 48 N. Fourth
St., Philadelphia, where it handles all its own lines, which include
"Lythite." waterproof lining paper, roofing, varnishes, pipe cover-
ing, deadening felt, insulating papers, preservative paint, water-
proof flooring, etc., and also all the products made by the Standard
Paint Co., its Philadelphia branch acting as general distributing
agent for P. & B. compounds, armature varnish, tape, ruberoid
motor cloth, etc., in Pennsylvania, southern New Jersey and Dela-
ware.

* • »

SPRINGFIELD STRIKE CONTINUES.

The strike of the street railway employes at Springfield, III.,
which was begun Nov. 10, 1899, continues. January 19th for the
fifth time explosives were placed on the tracks and a car damaged.
This last explosion occurred on one of the main streets of the
city within one square of the police station.

President Jarvis oflfered to put the strikers back at work, but
they hold out for a recognition of the union, which the company
refuses to grant.

ilr. James C. Ernst, i>rcsident of the Cincinnati. Newport & Cov-
ington Railway Co., sends us the following condensed statement
of the company for December, 1899, and the year 1899. The ratio
of expenses to earnings for the year was 52.3 per cent, while the
same ratio for the first six months of 1899, as published in our issue
of August last, p. 566, was 56.7 per cent.

Dbcbmbbr.

FOK THK Yl-: \K.

is<n

1898

1899

1898

»bl,021.1S
23,816.92

SS4,I44.34
24,511.30

$713,385.55
386,233.98

$681,672.27
342,119.36

Operaliii^r expenses

37,204.23
12,139.68

29,633.04
21,395.67

427.151.57
147,362.64

339,552.91
136.U6.30

Tolls, taxes, damages, etc

Net prolit

25,064.55

8,237.37

279,788.93

203.436.61

Ratio of expenses to earningrs:

.5119
.3902

.5852
.4527

.5232
.4012

.6126

.5018

ELECTRICAL DEPARTMENT OF STURTEVANT

CO.

The B. F. Sturtevant Co. has made a large addition to its works
to better accommodate the electrical department of the business,
which has developed with the use of electricity for driving auxiliary
apparatus. Just as- in the 70's the demand for its blowers to be
engine driven led the company to take up the design and manufac-
ture of special engines for direct attachment to the blowers, the
use of motors in place of the engines led to the development of the
electrical department which now covers over 20,000 sq. ft. of the
shops. Prominent among the company's late products is an elec-

ERECTING FLOOR, WORKS OF B. F. STURTEVANT CO.

trie fan of the propeller type having the motor entirely enclosed.

The accompanying illustration is from a view of one corner ol
the erecting tioor at the Sturtevant works and shows a variety ol
motor driven fans. The product of the company includes fans up
to IS ft. in diameter, a line of electric motors and generators rang-
ing in size from 1-6 h. p. to 125 h. p., and a line of engines covering
the same range of capacity.

March ist, the Collins Park & Bell line, Atlanta, Ga., will in-
augurate a 15-minute service on its river line, putting on 10 new
cars.

There has been considerable complaint in Minneapolis and St.
Paul in regard to high steps with which the street cars are equipped,
the distance from the ground to the first step being 19 inches. A
change is to be made by the company by lowering the car bodies
and adding another step to the car.

Fi:n. 15, 1900.]

STRRirr KAILWAY KRVIEW.

100

HANDLING LONG RAILS.

Mr. S. ]'. Haird, Asso. Mem. Am. Soc. C. E., has kindly sent us
(lie pliologiaphs from which the accompanying engravitiKs were
made and a description of the metliod of handling long rails which
was employed by the Portsmonlh (().) Street Railroad d Light Cu,,
(if which he is superintendent.

The rails are 7-in., 70-lb., T-section in 60-ft. lengths atiil si.x men
unloaded 80 of tliem in a day besides putting up and taking down

UNLOADING LONG KAILS.

llie gin poles, and also loading the rails on wagons. The rails were
hauled by ordinary short coupled, two horse, lumber wagons, the
rail being first laid on its side, then raised up at one end by the six
men and the wagon backed under until it supported from 1-3 to 2-5
of the weight of the rail; the chain was then passed several times
around the rail and the rear axle, the team hauling about half the
rail on the wagon and dragging the remainder. Of the total of
over 500 handled in this manner there was not a rail injured. In
unloading from the wagons the driver merely unhooked his chain
from around the rail and drove the wagon out from under the rail,
thus requiring no help in unloading.

UNLOADING LONG RAILS.

The apparatus required comprised two. pair oi tongs, similar to
ice hooks, two poles 6 in. square by 12 ft. long, two pair of double
blf)cks large enough to carry Js-in. rope, and five guy lines as shown
in the illustration.

.■\nother point in connection with this method of handling long
rails, which is worth considering is the -reduced liability of injuring
any of the workinen. In the entire season's work at Portsmouth
there was not a man injured by this system.

ORDER CONCERNING TRANSFERS.

The Chicago City Railway Co., in order to put a stop to the abuse
of transfers on its lines, has issued the following:

SPECIAL NOTICE TO TRAINMEN
CONCERNING TRANSFERS.

When a jjassenger to whom a transfer has been issued, (hsposcs
of that transfer and remains on the car, the conductor will deny him
the right of further transportation, unless he pays anotlier cash
fare, and will STOP his car and eject him from it.

When newsboys board the cars and sell papers to persons who
have not yet paid their (are, and with the paper give a transfer, or
sell or give a transfer without the paper, the conductor shall de-
cline to accept such transfer in payment of fare.

Do not allow newsboys on your cars when it is possible to keep
them off without using violence.

When it becomes necessary to eject a person from a car, STOP
THE CAR TO A STANDSTILL, do not put any one off a mov-
ing car, call the motorman or gripman to your assistance and get
the offender off without injuring or tearing of clothing.

The ejectment of a person from a car is a serious matter UN-
LESS WE ARE RIGHT, consequently the conductor must know
from his own observation that the person tendering transfer is not
entitled to passage therefor before he takes action, and when possi-
ble procure names and addresses of passengers as witnesses. If
the conductor is in doubt as to the absolute certainty of the at-
tempted fraud, allow it to pass and neither say nor do anything con-
cerning it.

Conductors taking any action whatever under these instructions
will make immediate and full report of it.

ROBT. M'CULLOCH,

Feb. 5. 1900. General Manager.
♦ « »

HEATING BY EXHAUST STEAM.

The American District Steam Co. of Lockport, N. Y., under-
takes by contract and guarantees to place in successful operation
in connection with a central power station, a plant for supplying
neighboring stores, offices, residences, churches, theaters and pub-
lic buildings with heat, utilizing exhaust steam by means of an un-
derground system of mains. In comparing its exhaust steam
method with hot water circulating systems, the company makes the
following statement:

"Several attempts have been made during the past 10 or 12
years to install successful heat distributing plants, using hot water,
the most notable of which was that of the Boston (Mass.) Healing
Co., which, about the year 1887. put down pipes to convey hot
water for heating over quite a large district in the heart of the
city of Boston. More than half a million dollars was expended
in this venture. Its customers were satisfied with the heat, but the
expense of the service precluded all possibility of profit.
Another serious and unlocked for difficulty was developed
as the experiment proceeded. At the end of a year and a half or
less it was found that the return pipes were in a precarious condi-
tion, and leaks developed all along the line, and an examination
showed that these lines were beyond repair, and as a consequence,
at the end of two years, the company had to abandon its plant.

"We are not prepared to explain fully this destruction of pipes
used to return the water to the station, but certain it is that between
the distilled water and the iron pipes a chemical action takes place
that is destructive to the metal."

MORE WIRE THIEVES.

RE.\DERS who note errors in our "Directory of Street Rail-
ways" will confer a favor by sending us corrections.

A particularly bold theft of trolley wire was made one night re-
cently at Darby, Pa., from the Philadelphia, Morton & Swarthmore
Street Ry., a new road not yet in operation. About 2.500 ft. of
the wire was cut down, and to prevent themselves from being seen
while at work, the thieves broke all the incandescent light globes
for some distance along the road.

Three boys were caught last month by the Cincinnati & Miami
Valley Traction Co. officials, and convicted for stealing copper
bonds. The boys when captured had $200 worth of bonds in a bag.

James Price, colored, was arraigned in the police court at Atlantic
City. N. J., on Februarj' 2d, charged with stealing $100 worth of
copper wire from one of the trolley lines.

STREET RAII.WAV kl>:\ lEW.

[Vol. X, No. 2.

PERSONAL.

MR. EUGENE CHAMBERL.-\IN has bi'cn made sniKiimcmlem
of equipment of the Brooklyn Rapid Transit Co.

MR. C. D. SHEP.VRD, on February I5tli. resigned as supcrin-
lendenl ol the I'ahner (.Mass.) & Monscn I'^lcctric Ry.

.\1K. J.A.MES .ATKINSON and his wife have just returned frn
\i trip ihroHjih Cuba, where tliey had a very pleasant time.

.\1K. S. T. NOR\ EL, president and general manager uf the
Superior Rapid Transit Railway Co.. of West Superior. Wis., was
a "Review" ealler last month.

MR. A. E. LANG, president of the Toledo Traction Co., has
been very sueccssiul in securing subscriptions to the Toledo Cen-
tennial fund.

MR. L. D. ROSS has returned from his trip abroad and may be
aildressed the next few weeks, care the Elpaso Club, Colorado
Springs, Col.

MR. F. N. MANN, JR., was last month elected vice-president oi
the United Traction Co.. tif .Mbaiiy. N. ^' . in place of Mr. Charles
Cleniinshaw, resigned.

MR. FREDERICK H. TIDMAN. receiver for the Oswego (N.
Y.) Traction Co., has transferred the property to ihe company by
direction of the courts.

MR. CHARLES ALDINGTON, a representative ol the London
Central Ry., one of the underground lines, has been in Chicago
making a study of the transportation systems.

.MR. J.\MES W. BROWN has been appointed manager of the
Rome (N. V.) City Electric Ry. He has had ch.irge of the recon-
struction of the line during the past summer.

MR. ROBERT BLACK, for many years roadmaster of the Man-
hattan Elevated, of New York, has resigned to become general
superintendent of the Dressel Railway Lamp Works.

MR. CHARLES H. SMITH, general superintendent of the Le-
banon (Pa.) Valley Street Ry., has been appointed to a responsible
position with the Edison Illuminating Co., of that city.

MR. GEO. M. KUEMMERLEIN. superintendent of transporta-
tion oi the Milwaukee Electric Railway & Light Co., has assumed
in addition, the duties of superintendent of the Racine division.

MR. CHARLES BLIZARD, formerly manager of the New
York office of the Electric Storage Battery Co., is now manager of
the sales department of that company, with office at Philadelphia.

PRES. JOHN B. PARSONS, of the Union Traction Co.. Phila-
delphia, has received a handsomely engrossed resolution from the
men expressing their appreciation of his action in increasing wages.

MR. E. W. GOSS, of Middletown. Conn., will hereafter manage
both the Middletown Street Ry. and the Milford (Mass.), Hollis-
ton iSi Framingbam Street R. R., spending part of his time in each
city.

MR. CH.^RLES H. CHAPMAN, on February ist. assumed the
duties of assistant superintendent of the Middletown (Conn.) Street
Raihvay Co., and will have full charge of the road in the absence
of Mr. E. W. Goss.

MR. \VILLI.-\M ELMER, JR.. of the Pennsylvania R. R., with
headquarters at Altoona, Pa., has been appointed superintendent oi
the Atlantic City (N. J.) Street Ry.. which is owned by the Penn-
sylvania Railroad Co.

MR. C. E. FLYNN. who has for three years been general nian-
ager of the Carbondale (Pa.) Traction Co., resigned on February

1st to become general manager of the Easton Consolidated Electric
Co., at Easton, Pa. II is work at Carbondale has been attended
with great success and won deserved praise from both the com-
\iany and its patrons. Easton offers a larger field to Mr. Flynn,
which !u> enters with the best wishes of his former associates.

MR. T. K. GLENN, formerly secretary and assistant treasurer
of the Atlanta (.Ga.) Railway & Power Co., has been elected first
vice-president of the company. Mr. A. J. Chapman, former auditor,
has been made secretary and assistant treasurer.

MR. JOHN g. BROWN, at one time assistant engineer oi the
Columbus (O.) Street Ry., and more recently acting manager of
the Columbus Electric Co., has accepted a position with the San
.\nlonio (Tex.) Street Railway Co.

MESSRS. LAWTON C. BONNEY AND CH.VRLES L.
BONNEY, treasurer and vice-president, respectively, of the Chi-
cago General Ry.. have resigned those offices; both remain on the
board of directors, and .Mr. C, L. Bonncy will continue as general
counsel for the company.

MR. R. .A. H.\K.\1.\N. succeeds Mr. Charles L. Pack as vice-
president of the Cleveland Electric Railway Co., and the office of
secretary which he has formerly held, will be filled by Fred S. Bor-
ton, until now assistant secretary.

MR. JOHN T. WHEELER, formerly in the purchasing depart-
ment of the Grand Rapids & Indiana Railway Co.. at Grand Rap-
ids. Mich., has been appointed purchasing agent of the Sargent Co.,
of Chicago, with oflice at 675 Old Colony Building.

MR. IRA A. M'COR.MACK has tendered his resignation as vice-
president and managing director of the Syracuse (N. Y.) Rapid
Transit Co., to take effect April 1st, and will then assume the duties
of genera! superintendent of the Cleveland (O.) Electric Railway
Co.

HON. MARTIN A. KNAPP, chairman of the Interstate Com-
merce Commission, Washington, on January 30th addressed the
faculty and students of Purdue L'niversity. LaFayette, Ind., on the
subject. "The Interstate Commerce Laws and Their Relation to the
Public."

MR. C. E. HOOVEN. secretary of the Cincinnati & Hamilton
Electric Street Railway Co. since its organization, last month pre-
sented his resignation in order to accept the office of treasurer and
general manayer of the Cincinnati, Lawrenceburg & .\nrora R. R..
a new line in course of construction.

MR. H. J. SOMERSET, superintendent of the Winnipeg (Mani-
toba) Street Railway Co., resigned that position on February ist,
and has left for Perth, West Australia, where he will manage the
new electric railway system. Mr. Somerset was presented with an
address and a handsome watch charm by the employes.

MR. IRVING P. LORD, president and counsel of the Waupaca
I'^lectric Light & Railway Co., of Waupaca, Wis., is largely responsi-
ble for having his city selected for the place to hold the next con-
vention of the Northwestern Electrical Association. A report of
the recent meeting of this society will be found elsewhere in this
issue.

MR. H. J. CLARK, as announced last monlh, has been ap-
pointed chief engineer and superintendent of the Syracuse (N. Y.)
Rapid Transit Co.. and in addition will take charge of the trans-
portation department. Mr. M. J. French, jr.. has been made engi-
neer of maintenance of way of the system, and T. C. Cherry has
been appointed track superintendent.

GEN. WILLIAM A. BANCROFT, president of the Boston Ele-
vated Ry.. on January 26th delivered a lecture on the "Boston Ele-
\ ated Railway," before the Men's League of the Second Congre-
gational Church, at North Chelmsford. The amount paid to the
public by this company, in taxes and other contributions, amounts
to about 12 per cent of the gross receipts.

Feu. 15, rc;(x).

STREF.T RAILWAY RI'-.VIF.W.

1]]

MK. (',. 'I". I<(JGIC]<S, who is wi-ll knnuii l.i ihe street railway
nun 111 llu' cnunlry as prcsidenl iit llic HniKliamloii (N. Y.) Rail-
road Co., and president of the New York State Street Railway As-
sociation, has become interested in the firm of Kllingwood & Cun-
ningham, bankers and brokers. 41 and 4.1 Wall St., New York. Mr.
Rogers will be a special partner only. ,ind will remain at the head of
llie Hinghaniton Railrond Co, wliieli he is condncling with such
marked success.

OBITUARY.

MR. C[-iARI.l':S II. SMITH, the retiring superintendent of the
Troy (N. Y.) City Ry., now consolidated with the United Traction
Co., of Albany, was given a testimonial banqnet and reception on
the evening of January 16th, by his former employes. Mr. Chas.
Clcminshaw, formerly president, and Mr. Joseph J. Hagen, secre-
tary and treasurer, also shared the honors of the occasion. Mr.
Smith was presented with a gold walch. and Mr. Cleminshaw and
Mr. Hagen with gold-beaded umbrellas.

ELECTIONS.

THE DAYTON (O.), SPRINGI-IKLD & URBAN ELEC-
TRIC RAILWAY CO. has elected the following ofticers: Presi-
dent, John H. Harshman; vice-president, Frederick Colburn; secre-
tary, John Ci. Webb. Mr. CoUmrn. the retiring president, refused
re-electi<ni.

THE COLUMBUS (O.) RAILWAY CO., at a recent meeting
elected the following board of directors: Robert V.. Sheldon, E.
K. Stewart, Clarence M. Clark, George W. .Sinks and Theodore
Rhoads. The executive committee consists of Robert E. Sheldon,
v.. K. Stewart and G. W. Sinks. The ofticers remain the same.

THE NEW ORLEANS CITY R. R. re-elected the old board of
directors on February 5th, and on the same day the following
ofticers were re-elected by the board: President, R. M. Walmsley;
vice-president, Albert Baldwin; secretary and treasurer, A. H.
Ford; general manager, C. D. Wyman; surgeon, Dr. R. W.
Walmsley; attorneys, Dengree, Blair & Dengree, and Lawrence
O'Donnoll.

THE WEST CHESTER (PA.) STREET RAILWAY CO., at
its annual meeting, made one or two changes in its list of officers
and directors: The ofticials as elected are: President, Joseph S.
Harris; board of directors, R. T. Cornwell, A. G. McCausland, M.
H. Matlack, J. Carroll Hayes. Mr. William M. Hayes retires from
the presidential chair, which he has occupied for several years. He
was not a candidate for re-election.

THE WASHINGTON (D. C.) TRACTION & ELECTRIC
CO., last month voted to increase the number of directors from 10
to 20 members. The new directors are: John Joy Edson. S. W.
Woodward. .Albert .\. Wilson, George H. Harris, and E. Southard
Parker, all of Washington; G. B. N. Harvey, of New York, editor
of the North American Review: Luther Kountze, of the New York
banking firm of that name; John N. Dennis. New Y''ork. and
Charles D. Dickey, of the banking firm of Brown Bros.. Baltimore.

THE BROOKLYN RAPID TRANSIT CO. made a number of
changes in its directorate at its annual meeting last month. The
following directors were elected: Clinton L. Rossiter, Timothy
S. Williams. Henry Seibert, John G. Jenkins, Horace C. Du Val.
David H. Valentine, Anthony N. Brady. August Belmont, H. II.
Porter, E. H. Herriman, Walter G. Oakman. .Anson R.
Flower. Frederic P. Olcott. The last six are new men. and they
succeeded John M. Keiley. Seth'L. Keeney. William C. Bryant.
John Englis. Charles D. Meneely and Theodore F. Jackson. .Ml
of the directors retired were Brooklvn men.

READERS who note errors in our "Directory of Street Rail-
ways" will confer a favor by sending us corrections.

The Oakland (Cal.'). San Leandro & Hay ward Electric Railway
Co. pays its conductors and motormeii. 19 cents for the first year.
20 cents for the second. 21 cents for the third year, and 22 cents
thereafter.

MR. JOHN M'LEOD, receiver of the New Albany (Ind.) Street
Ry., died January 22d, at Louisville, Ky.

MR. FRANK TRYON, JR., supcrinlendcnt of Ihc Huntington
I N. Y.; Street R. R.. di<d last month, at the age of 20 years.

MR. W. K. MALfJSTER, formerly of Camden. N. J., super-
intendent of Ihe Atlantic City (N. J.) Ry., died suddenly last month.

MR. EDWaRD a. DURBIN. brother of Mr. C. K. Durbin.
superintendent of the Denver CCol.; City Tramway, died January
22d. He was president and secretary of the E. A. Durhin Surgical &
Dental .Supply Co.

MR. JOHN QUINCY ADAMS HOYT, who was one of the
promoters of the elevated railway system of New York, and promi-
nent in business in Chicago and New York, died in the latter city,
January 12th, aged 7.1 years.

MR. GICtJRGE C. IIERSCHELL. treasurer of the Armitagc-
llerschell Co.. North Tonawanda, N. Y., died on January iilh
after an illness of four days. He was taken ill with a severe cold,
which was followed by complications, causing his death.

Mr. HERBERT A. REEVES, of the Manvillc Covering Co.. of
Chicago, died last month, in California, after a short illness. Mr.
Reeves fontierly had charge of the western branch of the H. W.
Johns Co. for over eight years, and when the Manvillc Covering
Co. became the Western representative of that concern in April
last, he was continued as manager of the business.

NEW PUBLICATIONS.

•UNIVERSITY OF TENNESSEE RECORD" for 1899 con-
tains a number of valuable papers on technical subjects written by
professors and graduates of the University of Tennessee, at Knox-
ville. The leading article is a description of the application of elec-
tric power in the shops of the university.

THE COLLEGE QUARTERLY" is a new publication issued
every three months by the students of the Working Men's College.
at Melbourne. .Australia. It is intended to be the official organ
of this school, and contains articles on the value of a technical edu-
cation, announcements and general college news. All the typeset-
ting, press work. etc.. is done by the students.

THE MULHALL-HARPER COMPARATIVE STATISTI-
CAL TABLES AND CHARTS OF THE COMMERCE OF
THE WORLD have been compiled by William Harper, chief of
the Bureau of Information of the Philadelphia Commercial Mu-
seum, and published by the museum in a 6 x 9 in. pamphlet of about
50 pages. The charts are printed in colors, and give the compari-
sons sought in a very vivid manner.

THE CORNICE WORK MANUAL is an exposition of cornice
work in all its branches, compiled from the files of the American
.\rlisan. by Sidney P. Johnson, and published by the .American Ar-
tisan Press. Chicago. This work has been issued in book form to
meet a wide demand for a practical treatise on the working of sheet
metal for architectural purposes: it is the first book on the subject
published in 20 years and cannot fail of a hearty reception by the
trade.

"CONDENSERS," by F. R. Low, has recently been issued by
the Power Publishing Co.. of New York. It is a reprint 01 a
series of lectures and articles upon this subject which have appeared
in the columns of Power, and comprises 80 pages. .After a general
discussion of the principles underlying all condensing apparatus,
the author takes up the various types of jet condensers, surface
condensers, injector or siphon condensers, and exhaust steam in-
duction condensers, and concludes with a chapter on condenser
capacities which comprises various rules and data for designing
such apparatus. Tables of data concerning the principal makes of
condensers increase the value of the work, which well deser\-es a

112

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

place in the library ot every engineer. The book is bound in paper;
price, 50 cents.

CHICAGO UNION TRACTION CO.

•PICTORIAL HISTORY OF THE LOCOMOTIVE" is the
title of a collection of line drawings showing the evolution of
the modern steam locomotive, commencing with the earliest model
of Cugnot, of France, built in 1771, and illustrating the develop-
ments made by Watt, Murdock, VVm. Symington, Oliver Evpns,
Trevethick, Murray, Hedley, Stephenson and Hackworth, and the
leading types built by more recent designers, including M. W. Bald-
win, of Philadelphia; Rogers, Ketchum & Grosvcnor, of Patterson,
N. J.; William Norris and Garrett & Eastwick, of Philadelphia,
and others. The collection was made by William Wright, and is
now published in book form, with valuable data, by the Chicago
Pneumatic Tool Co., Monadnock Block, Chicago.

LOW FARES IN SAN FRANCISCO.

On December nth, last, two orders were introduced in the Board
of Supervisors of San Francisco, in reference to street railway fares,
one calling for the sale of 8 tickets for 25 cents for the use of school
children between the ages of 5 and 17 years, when going to or re-
turning from school and available between the hours of 8 a. m.
and 5 p. m., but not on Saturdays, Sundays and legal holidays, and
the second order providing for the sale of tickets at the rate of 7
tickets for 25 cents, available between 6 and 8 a. m. and s and 7 p.
m. on each and every day except Sundays. Any person, company
or corporation operating street car lines in San Francisco and neg-
lecting or refusing to comply with either of the orders to be deemed
guilty of a misdemeanoi", and on conviction to be punished by a
fine of not less than $100 and not more than $500. or imprison-
ment in the county jail for not more than six months, or by both
such fine and imprisonment.

The orders were passed to print and referred to the judiciary
committee. Several meetings of the judiciary committee were held.
The only railway companies to make an appearance were the San
Francisco & San Mateo Electric Ry., represented by Mr. W. Clay-
ton, its secretary, the Presidio & Ferries Ry., represented by Mr.
Geo. A. Newhall, its president, and the Sutter Street Ry., repre-
sented by its secretary, Mr. A. K. Stevens. All but the first meet-
ing of this committee was attended by a large number of con-
ductors and motormen ffom all the roads in the city. The men
made their own fight, realizing that reduced fares would inevitably
result in lower wages. They introduced a petition containing 4,000
signatures of street car employes, protesting against the reduction,
and this probably had more weight with the judiciary committee
than any argument advanced by the railway companies themselves.

Finally, the passage of the orders was indefinitely postponed in
committee by two votes to one, mainly on the grounds that the re-
duction would probably lead to a lower scale of wages for street
car employes.

On January 8th the new charter took elTect, and the mayor, in his
address, suggested that the new board take the question up again,
and it is probable the controversy w'ill be renewed.

REPORT OF MAINE RAILROAD COMMIS-
SIONERS.

The 41st annual report of the Railroad Commissioners of the
State of Maine, just issued, contains a financial report from each
street and steam railroad in the state for the year ending June 30,
1899. There are 20 street railway companies doing business in
Maine, and these operate 240 miles of track. The total receipts for
all roads for the year named were $1,090,418; operating expenses,
$686,420; net earnings, $403,998; passengers carried, 18,496,374.

A scheme for the consolidation of the Monorigahela (Pa.) Street
Railway Co., the Wilkinsburg & East Pittsburg Railway Co., and
the Wilmerding & East Pittsburg Railway Co., is under way.

A car belonging to the Peoples Electric Street Railway Co., of
Rochester, Pa., on January 25th ran away down a steep grade, left
the tracks at the foot and crashed into the front of a barber shop,
killing a boy who was playing in front of the building.

The Chicago Union Traction Co. will publish no complete report
until the end of its fiscal year, June 30th. The gross earnings for
the seven months this company has controlled the property and for
the corresponding months of the previous year are:

1899-1900. 1898-9. Increase.

July $653,811.60 $612,392.19 $41,483.41

August 672,049.55 612,764.02 59.285.53

September 633,253.80 605,900.28 27,353.52

October 679,039.80 623,194.15 55.845 65

November 608,836.45 563,710.43 45,126.02

December 621,614.90 587,979.11 33.635.79

January 587,020.70 531,657.71 55.362.99

Seven months . .$4,455,626.80 $4,137,53489 $318,091.91
Percentage increase seven months 7-68

CLEVELAND CITY RY. ASKS EXTENSIONS.

The Cleveland City Ry., generally known in Cleveland as the
Little Consolidated, on January 22d made a proposition to the city
which has only recently been given to the public. The principal
points are: The company asks that its franchises be extended so
that they will all expire in 1925, instead of at various dates between
1908 and 1918; it will assume the duty of paving 16 ft. of the streets
where it has double tracks; it will pay 17^ per cent (one-half the
city's share) of the cost of abolishing certain grade crossings, and
contribute in cash a sum sufficient to make its total cash payments
$200,000; beginning with 1908 the company will pay the city 2 per
cent of its gross receipts for the first five years, 3 per cent for the
second five years, 4 per cent for the third five years and s per cent
for the remainder of the term; the fare to be 5 cents cash or 6 tickets
for 25 cents.

ICE-CUTTING TROLLEY WHEEL.

A device for removing ice and sleet from the trolley wire is
shown herewith. The essential features are a ribbed skeleton wheel
of ordinary size carried on a short arm, which is so mounted on
the main trolley pole as to cause this sleet cutting skeleton wheel
to travel a little in advance of the regular trolley wheel, thus se-
curing good electrical contact for the latter. A two-part clamp is
permanently attached to the trolley pole, and is provided with a
swiveled socket and lug, so that the short arm with its wheel can
be readily adjusted in case of a storm; it is carried when not in

use under the car seat. A
spiral spring serves to hold
the cutting wheel firmly
against the wire, as shown in
the engraving.

The wheel is cast in two
parts, with staggered ribs on
the inner surfaces, and is pro-
vided with openings to allow
the ice to escape. This wheel
is attached to a harp in the
ordinary manner, which in
turn is securely fastened to the
short arm, which may be of
wood or metal, ar.d does not add materially to the weight of the
pole. The device is the invention of P. H. Gilbert, Scranton, Pa.

IMPORTANT TAX DECISION.

The Court of Appeals of Ontario has rendered an important de-
cision in which it is held that the roadbed of a street railway is
not for the exclusive use of the railway and is therefore not assessa-
ble for taxation.

« ■ >

The Boston Elevated Ry. has secured locations in Brookline for
four new lines which will enable it to take passengers from the
Newton line and carry them to practically any part of the metro-
politan district for 5 cents. The Boston & Worcester road was
a rival applicant for locations in Brookline.

Feb. is, 1900.]

STREET RAILWAY REVIEW.

n.^

^^^^^^^^^^^^^^^^^^^m^^^m

mmcMim^W-.

READERS who iiod' triors in oiir "Dircrlory c
ways" will confer a favur by sending us corrcclions.

.t Street Rail

THE BARNICV & SMITH CAR CO. has recently completed
10 cars for the Dayton, Springfield & Urbana (O.) interurban line.

SARGENT & I.UNDY, Monadnock HlocU, Chicago, arc me-
chanical and electrical engineers for the Union Traction Co. of In-
diana, whose system is described on page 66 of this issue.

THE CO-PARTNERSHIP of Gates & Randolph, of Chicago,
was dissolved on January 23d, and W. E. Mack has been appointed
to close up the business and will pay all bills and receive all money
due the firm.

THE NATIONAL CARBON CO., of Cleveland, O., is out with
a wall calendar bearing a view of the company's works, and calling
attention to its various products. A lighting schedule appears on the
sheet for each month.

ANOTHER SHIPMENT of supplies for the San Paulo (Brazil)
Tramway, Light it. Power Co. was made on January 19th. The
Lorain Steel Co. had sent a lot of special work and the Walworth
Manufacturing Co., pipe and bracket fittings.

THE PARTRIDGE CARBON WORKS, of Sandusky, O., em-
phasizes the fact that Partridge carbons arc "always on top" with
a calendar for 1900, on which is a large view of Niagara Falls,
with Partridge motor brushes floating on the water.

THE LEADING ARTICLE in Graphite for January is on the
protection of galvanized ironwork and the relative value for this
purpose of Dixon's silica-graphite paint and red lead. Some strong
testimonials from users of paints for exposed iron work are given.

THE DUFF MANUFACTURING CO., of Allegheny. Pa., has
been successful in suits brought against a number of jack makers,
for infringement of patents, and now owns well sustained ground
patents for jacks of all styles made on the general principle em-
bodied.

THE CLING-SURFACE MANUFACTURING CO. has re-
cently issued an interesting folder showing nine half-tone illustra-
tions of power plants where this popular compound is in use. each
view is accompanied by a strong letter of recommendation from the
engineer in charge.

THE CHICAGO PNEUMATIC TOOL CO., Monadnock
Block, Chicago, has published a second edition of its catalog No. 6.
containing reproductions from photographs showing its various
pneumatic riveters, hammers and drills each doing the work for
which it was designed.

THE CENTRAL ELECTRIC CO. reports an increased trade
in all lines of electrical goods. Two classes of articles for which the
demand has been particularly strong are circular looms and electro
carbons, and the company has laid in large supplies of both lines
and is prepared to fill all orders promptly.

M'KEE. FULLER & CO.. of Catasauqua, Pa., owners of the
Lehigh Car, Wheel & Axle Works, report an increasing demand for
their products, which include car wheels, both steel tired and cast
iron with chilled tread, for all kinds of railway service, axles, ham-
mered or rolled, of both iron and steel, also all kinds of cars for
freight or mining purposes.

THE ARMITAGE-HERSCHELL CO.. of North Tonawanda.
N. Y., is fully prepared to meet the early spring demand for its
park attractions, consisting of riding galleries, mountain valley rail-

ways and other amusement novelties. The same policy will be
pursued by this company as in the past, o( furnishing goods that
arc thoroughly first class, both as to material and workmanship.

THE IIRM OE I.itlltfield & Meyscnburg, of Chicago, has been
dissolved. Mr. Andrew S. Littlcfield has been appointed Western
selling agent of the Lorain Steel Co., of Lorain, C, and Johnstown,
Pa., and will be pleased to receive inquiries and orders for girder
and high T-rails, track special work, du Pont trucks and electric
motors. He will have offices in the Monadnock Block, Chicago.

THE STANLEY ELECTRIC MANUFACTURING CO. has
been organized to take over the property at Pittsficld, Mass., of a
company with the same name. The Stanley plant, which was re-
cently purchased by the John A. Rocbling's Sons Co. will be greatly
extended, and the business carried on, on a much larger scale than
formerly. The new company is composed of officials of the Roeb-
ling company.

THE AMERICAN STEEL & WIRE CO. has published a bal-
ance sheet showing profits for the year 1899 to be $13,362,529. Of
this $1,000,000 has been written off for depreciation, and deducting
7 per cent on the $40,000,000 of preferred stock leaves $9,362,529,
which is 18.7 per cent on the common stock. A dividend of 7 per
cent on the common stock was declared on January 29th, payable
in quarterly installments.

THE SIEGRIST LUBRICATOR CO., of St. Louis, advises us
that the McCormick Harvesting Machine Co., of Chicago, III., af-
ter a personal inspection of the Siegrist automatic oiling system at
the power house of the Metropolitan West Side Elevated Railway
Co., of Chicago, and a thorough investigation of all other oiling de-
vices has awarded the Siegrist Lubricator Co. the contract to equip
its two new power houses with the latter's automatic oiling sys-
tem.

THE BURT MANUFACTURING CO.. of Akron. O.. has re-
cently received an order for four 90-gallon Cross oil filters from
the Metropolitan Electric Supply Co.. of London. England, one
of the largest electrical concerns in the British Empire. The Brit-
ish Government has also been a large buyer of these goods during
the past year. Among home orders received by the Burt com-
pany recently is a large duplicate order for filters from Thos. A.
Edison.

THE G.A,TES & M.^CKCO.has openedan automobile emporium
at 394 and 396 Wabash Ave.. Chicago, where a number of Waverly
electric carriages, steam locomotives. Haynes-Appcrson automo-
biles, gasoline and other styles of motor vehicles are on exhibi-
tion. Visitors will be made cordially welcome. J. Holt Gates &
Co.. at 15 Monadnock Block, are carrying on the railway generator
business of the Triumph Electric Co.. of Cincinnati, C and the
alternating current business of the Warren Electric Co.. of San-
dusky. O.

E. W. SELKIRK. 849 North Kedzie Ave.. Chicago, is serving
many street railways in a very important matter, which has troubled
the sni.nller roads a great deal. He is an experienced car painter, and
has a trained force of assistants. Such medium sized roads as cannot
aflford to operate a paint shop of their own the year round, are
obliged to call in local painters once or twice a year, and while
such may be first class in painting houses and buildings, every rail-
way man knows what an entirely different proposition car painting
is. It is not so much in the first appearance when the work is
finished that local painters fail, as in the knowledge of what to use
and how to apply it for the severe service on cars. Mr. Selkirk
already serves a, fine line of roads around Chicago, whose cars he
keeps protected and presentable. Managers can secure this work

114

STREET RAILWAY REVIEW.

(Vol. X, No. 2.

by the ilay, or by contract by the year; also fiiriiishiiig their own
material if so desired.

FOREIGN FACTS.

.VRK.WGF.MKNTS Kt)R THE CONSOLIU.XTION oi the
liilldwing electric car lighting; and equipment companies were made
on January JSth: Electric Axle Light & Power Co.. Columbian
ICIectric Car Lighting & Brake Co., American Railway Electric Co.,
United Electric Co.. Lindstrom Brake Co., and Railway Triplex
Ticket Co. The new company is incorporated under the law of
New Jersey, with a capital stock of $16,000,000, and will be known
as the Consolidated Railway, Electric Lighting & Equipment Co.
Isaac L. Rice is president.

.\D.\M COOK'S .SON'S, of New York, have received the f.'l-
lowing letter from Chas. IC. Waddell. superintendent of the street
railway lines at .Ashcville. X. C. which speaks for itself: "In reply
to your iminiry about the result of the .\lbany grease, will repeat
that 1 tt>ld you I was ho stranger to .Mbany grease and liked it very
lunch; the grease was put in one of the motors on its arrival and
the boxes have only required replenishing about every 15 days, and
I find that it efTects a great saving in lubricants, at the same lime
giving satisfaction."

THE CLLXG-SURFACE MANUFACTURING CO., of Buf-
falo, N. Y.. has just been incorporated under the laws of the state
of New York, retaining the same name as heretofore, with .Mbert
B. Young as president and general manager and Wni. D. Young,
vice-president and secretary. The past year has been the most pros-
perous in the history of the company and the denian<l for "Cling-
Surface" is reported to be increasing steadily. The company has
now three branches, one each in Boston, New York and Chicago,
with others just opening in St. Louis and New Orleans, while the
well-known importing house of W. J. Moxham & Co., of Sidney,
Australia, has ordered a large shipment of "Cling-Surface" with the
exclusive right to handle it in Australia.

THE SCARRITT FURNITURE CO., of St. Louis, is now fill-
ing an order for 2.800 Scarritt reversible-back rattan covered double
seats to be placed in 140 cars built for the St. Louis Transit Co. by
the St. Louis and the Laclede car companies. Within the past few
months the Scarritt company has received a great many smaller or-
ders for both steam and street railways. There are two features of
the Scarritt seat which particularly commend it to passengers, the
resilient cushions and the three-ply veneer covering rear of the
seat back and eflfectually preventing the person occupying the seat
from being discommoded by the knees of -the person in the seat
behind. This discomfort is one that is too often met with in cars
not equipped with this company's seats.

THE B. F. STURTEVANT CO.. of Boston, is receiving daily
testimonial letters from its customers expressing satisfaction with
the apparatus which it has supplied. One from the Frost & 'Wood
Co.. of Smith's Falls, Ont., in reference to a Sturtevant exhaust
head reads: ".\IIow us to add that we have never paid with greater
satisfaction an account for an article of this description, than we
paid for your steam exhaust head. It has given us great satisfac-
tion, and we would not be without it for several times what it cost.
It should prove invaluable to steam users in a cold climate. Pre-
vious to using this we were greatly bothered with an accumulation
of ice from the exhaust spray. This has now been entirely over-
come."

STRIKE AT TROY, N, Y.

On January 21st about 250 men employed on the Troy division of
the United Traction Co., operating the street railways in Albany
and Troy, went out on a strike, causing a total suspension of
traffic on the Troy lines.

.•\ settlement was efifected January acjlh on the following basis:
Committees of employes always to be heard touching any griev-
ance. Employes of the Troy division to be allowed to ride free on
showing their badges. Wages to be 20 cents an hour for regular
car crews and :8J4 cents for other trainmen. In cases of suspen-
sion, an appeal is to lie to the executive committee of the company.

The wage scale is a compromise.

The Light Railways .Act of iSy<> will expire in icjt)i.

A system o( electric trams may be built at Karachi. India.

The .Madras t India I ICIectric Tramways will piubably lie inn-
chased by the cily corporation.

The new electric tramway system on the Woodside route at Aber-
deen was opened recently.

.Speed indicators are to be placed on the cars of the Diililin (Ire-
land ) United Tramways.

The Rock<lale (ICng.) Corpor.ilion lia^ asked I'arlianunl li>r per-
ii-.sioii to build iS miles of new electric lines.

Tramways for Warrington. England, h.ive been proposed and ihe
Town Council is applying for powers.

The Yarmouth (Eng.) Town Council wishes to purchase 800 tons
jf steel rails and other tramway supplies.

The .St. Helens Tramways, of St. Helens, Lancashire, England,
uill borrow ,t 45,000 to spend in tramway extensions.

The Garston (Eng.) & District Tramways Co. ha^ been lornied
to l)uild an electric tramway in the village of Garston and \ icinity.

Automobile 'buses have made their appearance in London. They
run from Kennington to Victoria, and carry 12 passengers inside
and 14 outside.

Experiments are being carried on at Antwerp, Belgium, to deter-
mine the economy of equipping railroad lines centering in that
city with electricity.

Tramways at Berlin report having considerable trouble with snow
and ice last month, and had to employ 1,000 extra men to get the
lines into running order.

The Acton (Eng.) City Council objects to the plans of the Lon-
don United Tramways Co. for tramway extensions in the district, on
the ground that the streets are too narrow.

The Manchester (Eng.) & Liverpool Electric Express Ry. has
been organized to build electric tramways 34 miles in length be-
tween the two cities nained in title.

There has been a hitch in the negotiations for an electric rail-
way to run from Manchester (Eng.) to Liverpool, owing to the
attitude of the Irlani District Council.

.A concession has been asked for by La Societa delle Tramvice
Ferrovie Elettrichi de Roma, of Rome, Italy, for an electric railway
to run between Taranto, Manduria ;Ind Lecce, Italy.

District Councils of Guisely, Horsforth, Rawdon and Yeadon,
England, have opened negotiations with the Leeds Corporation
looking to the extensions of the electric tramways in those districts.

Press dispatches from Berlin announce that the Berlin Elevated
Railroad Co. intends to provide Berlin with an electric elevated
railway similar to that in operation in Chicago. The cost will be
4,!. 000. 000 marks.

It is proposed to build a continuous line of electric railways to
connect the states of Tabasco. Y'ucutan. Chiapas and Campeche, in
Mexico, with the railroad system of Central Mexico. The states
through which the line will run. will be asked to give subsidies, in
addition to the $6,000,000 said to have been promised by the federal
government, to defray the cost, which is estimated will be about
$14,000,000. The road will be known as the Southern National &
International, and, if built, will be about 400 miles long.

SI ki'j':! KAir.vv.'W kicview.

115

CHARLES J, MAYER,

,jtam V* imt m south tenth street. "^

A- H. ENGLUND,

CABLE ADDRESS:

"MAYLUND" Philadelphia.
A B. C. Code, 4th Ed.

I 10 SOUTH TENTH STREET,

PHILADELPHIA, RA.

NEW YORK OFFICE:
85 LIBERTY STREET.

Electric Railway Material and Supplies of Every Description.

We are exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

R. D. Nuttall Co., Allegheny, Pa.

Gears, Pinions, Bearin^fs, Trolleys, Etc.

Van Wagoner & Williams Hardware Co.. Cleveland, O.

Drop Forged Cop|)er Coiuninlator SetfmcntM.

The Protected Rail Bond Co., Philadelphia.

■' Prolecled " Flexible Rail Hoiuls.

American Electric Heating Corporation, noston, Mass.

Electric Car Heaters «>f Every Desiffii.

Chisholm & Moore Manfg. Co., Cleveland, O.

Moore's Clifiin Hnlstft.

New York & Ohio Co., Warren, O.

"Packard" Iiicnndctceiit Lamps,

The International Register Co., Chicago, III.

Sintrle and Double Fare ReifUterti.

W. T. C. Macallen Co.. BoHton. Mass.

St:iiiilard Overhead InNuIatinir Material.

Ilradford Delting Co.. Cincinnati, ().

" Miinarcli " Insulaiinir Paint.
Sterling Varnish Co.. Pittsburg. Pa.

Sterlini; New ProcesK Insulalintf Varnish,
Gartoii-Daniels Electric Co., Keokuk. la.

(.artoii Litfhtniii:,' Arrester*.
I), & W. Fuse Co.. Providence. R I.

Knclosrd Noil-Arciilt; Fuses.

Special Agents: Amekican Ki.kctkicai, Wokks. Providence. R. I.

We carry the largest stock in this country of Strictly Electric Railway Material.

We arc now occupyinjj^ our entire buililin<f, five floors and basement.

Special Attention given to Export Buslne.u.

Send

HALF FARES.

Ice on the trolley wire badly c;ippled the service of the Roches-
ter (N. Y.) Railway Co, for a day !ast month.

The snow and sleet storm on February 3d compelled the Lake
Street Elevated, Chicago, to suspend traffic at 11 p, m.

The Rome (N. Y.) City Electric Ry. last year operated at a gross
loss ol ?5.lS: fixed charges increased this amount, making the net
loss, $614.

Three motornicn on llie Cleveland Electric Ry. were arrested last
month for violating the speed ordinance, and were fined $5 each
and costs.

The Negaunee (Mich.) & Ishpeming Street Railway & Elec-
tric Lighting Co. has declared its first dividend; it is at the rate
of 4 per cent per annum.

Owing to the smallpox scare in Missouri, the electric cars run-
ning from Independence to Kansas City, and the cars in Kansas
City are being thoroughly fumigated.

On January 30th, a runaway car on the Dayton (O.) & Xenia
Traction Co. jumped the track and was hurled several feet. Two
passengers were killed and four injured.

The Union Traction Co., of Philadelphia, voluntarily increased
the pay of motormen and conductors from 16 2-3 cents per hour
to 18 cents per hour, to take effect February 1st.

Mayor Hayes, of Baltimore, has drafted a bill for the Legisla-
ture providing for the appointment of a franchise commission,
which is to keep the state advised as to the ri.ghts of corporate
bodies, especially street railway companies, and is to have super-

vision of the rates of fare charged by street railways. The mayor
has staled he will favor a bill providing for six tickets for a

(juarter.

Through errors of clerks in the tax office, the street railway
companies of Chicago were assessed for 1900, several hundred
thousand dollars more than they should have been.

Sam Jones, the evangelist, has been invited to speak at a park
owned by the street railway company at Columbus, O. Other noted
revivalists will hold services at the park from time to time.

The Birmingham (.•Ma.) Railway & Electric Co. will at once
rebuild its car shops and barn recently destroyed by fire. J. M.
Morgan & Co., local contractors, will construct the new buildings.

.\11 the trainmen on the Cedar Falls division of the Waterloo
(la.) & Cedar Falls Rapid Transit Co. went on strike last month.
when the company appointed a new superintendent for the division.

A contract for the erection of new car barns and repair shops
at Bowlin.g Green. O.. has been given to James Turnbull. of Toledo,
by the Toledo, Fremont & Bowling Green Electric Ry. This will
cost about $5,500.

During the intensely cold weather at the beginning of this month
the Toledo (O.) Traction Co., at its own expense, established sta-
tions along its lines where its employes could stop and obtain hot
coffee and sandwiches.

The receiver of the Duluth (Minn.) Street Railway Co. has filed
his statement concerning the company for the quarter ending Dec.
31. 1899. It shows receipts from all sources of $73,376.38. and to-
tal disbursements, including fixed charges, of $95,916.76. which, with
the surplus of $31,612.59 carried forward from the previous quarter,
leaves a surplus of $9,072.21. .\mong the disbursements are no-

116

STREET RAILWAY REVIEW.

(Vol. X, No. 2.

liccil ihc tollowins iti'iiis: Strike, $3ja90; -bridge- tolls, $2,712.22;
necidenis, $1,122.18; fuel, $6,433.59; legal, $165; detective service,
$887.92.

were injured, one of the mcitormcn perhaps fatally; in addition to
these, a passenger was slightly injured.

In response to a petition from its employes, the Elgin (111.), Car-
pentersville & Aurora Railway Co. has increased wages of regular
motormen to $1.75 per day, regular conductors to $1.65 per day, and
extras to $1.55 per day.

The Ft. Wayne (Ind.) Traction Co. has issued laboring men's
ticket books of 100 rides for $3.50, good between the horns of 6
and 7 a. m. and 5:30 and 6:30 p. m., and citizens' ticket books of
100 rides for $4., good at all hours.

The Central Labor Union, of Louisville, Ky., has undertaken to
strengthen the position of the street railway employes' union, by
resolving that no member of any labor organization should ride on
a street car not manned by a union crew.

A coiupany has been formed to generate electricity at the falls
of the River Ccllina and River Piave. Italy, and transmit the same
to Venice. The prime movers in the enterprise are Counts N. and
A. Papadopoli, of Venice, and Commendatore Giusseppe Da Zara,
of Padua.

The mail cars which have heretofore run on the North Side
cable lines of Chicago are to be replaced in the near future by hand-
some cars on the electric lines which it is expected will make a great
improvement in the local mail transportation between the post
ofhce and the sub-stations.

The Union Traction Co., of Philadelphia, pays a car tax of $50
for each car it owns, and in addition $50 for each car that crosses
city bridges over the Schuylkill River. The company, January
27th, sent a check for $82,500 to the collector of taxes, covering the
licenses on 1.500 regular cars and 155 bridge cars for 1900.

Mrs. Mary T. Leiter has filed a petition for an accounting by
the Metropolitan Street Railway Co., of Washington, in which she
is a stockholder. The control of the Metropolitan was acquired by
the Washington Traction & Electric Co. last year, and the peti-
tioner asks that the relations between the two companies be made
public.

The United Traction Co., of Albany, N. Y., has taken up all
passes on the lines formerly owned by the Troy City Ry., and not
even policemen will be allowed to ride fret. The Albany Ry. never
issued passes. A new rule has also gone into efifect on the entire
system prohibiting passengers from riding on the front platforms
of closed cars.

The Union Traction Co., of .Anderson, Ind., has purchased 160
acres of ground near Fortville and will probably lay out a pleasure
park. The property is said to contain large deposits of good gravel.
It is also stated the company is negotiating for the purchase of a
prominent corner lot in the city and will erect a building for depot
and other purposes.

Ninety-four employes of the Worcester (Mass.) Consolidated
Street Railway Co., that have served the company for five years
or more, received an increase of 10 per cent in their wages com-
mencing January 17th. The increase is from 20 cents to 22 cents
per hour. The car crews work from nine hours to nine hours and
twenty minutes a day.

Complaints have been made against the Metropolitan and Third
Avenue roads and the Manhattan Elevated, of New York City, for
violation of the ordinance requiring all cars to be heated when
the temperature is below 40° F. Inspectors of the Board of Health
found an occasional car on each of the systeins that was not heated
according to requirements.

A head-end collision occurred on January 19th between two cars
on the Lockport division of the International Traction Co., of Buf-
falo, N. Y.; the time was 10:30 a. m., the cars being invisible be-
cause of a dense fog. All four of the men constituting the crews

The conductor on a car belonging to the Second Avenue Traction
Co., of Pittsburg, was held up at the point of a revolver on the
night of January 25th. He had gone ahead of the car to inspect
a steam road crossing, as required by the rules of the company,
when a burly negro stepped from the shadow and demanded money.
The conductor called for help and succeeded in frightening the
highwayman away.

The McKeesport (Pa.) City Council has been asked for a cer-
tain right of way by the McKeesport, Duquesnc & Wilmerding
Street Ry. The Council will pass the ordinance providing the
coiupany will give 33 tickets for a dollar, a tax of $25 a year per
car for the first five years, and $50 a year thereafter, a bonus of
$5,000, and will protuise to clean and repair the streets through
which its tracks run.

Mayor Hayes, of Baltiinore, has written the United Railways &
Electric Co., stating that the treasury efiicials are greatly annoyed
by the constantly recurring bills for car fare charged against the
city by its employes who use the street cars in riding to and from
work at distant points. He suggests that the company honor tickets
prepared and issued by the city, and which could be paid for by the
city at the end of every quarter, or at any time agreed upon.

An ordinance has been introduced in the city council at Louis-
ville, Ky., making it unlawful to employ any motonuan who has
not had three weeks' training on cars in tlie city. For employing
one not trained, the employer is subject to a fine of $10 to $20 for
each offense, and the employed motornian is to be fined from $5
to $ro. The avowed object of the framcr of the bill.. is to prevent
the importation of green men should there be a strike on the local
lines.

Under a contract made last month between the Metropolitan
Street Ry., of Kansas City, Mo., and the Kansas City & Leaven-
worth Electric Ry., passengers will be transferred from the cars of
either road, to the cars of the other without extra expense, and
the two companies will .build a joint depot in Kansas City, Kan.
As transfer arrangements have been made with the local system
in Leavenworth, it is possible to ride from any point in Leaven-
worth to any point in Kansas City for one fare — but this is not a
S-cent fare.

Slippery rails were given as the cause of a slight accident. Janu-
ary 20th, on the Druid Hill Ave. line of the United Railways &
Electric Co., Baltimore. A north bound car and a west bound car
had stopped at the near crossing of two intersecting streets to
discharge passengers, and both started forward at the same moment,
the condition of the rails preventing either motorman from stop-
ping after he had seen the other's action. The north bound car
was struck in the center and thrown over on its side. No one was
seriously injured.

It is believed that miscreants deliberately threw open a switch
on the Detroit Rapid Ry. last month, with the intention of causing
a wreck. A car running from Detroit to Mt. Clemens at high speed
struck the switch and was hurled against a tree at the side of the
track, injuring several passengers, but killing no one. Some time
ago, near this same point, it was discovered that someone had
thrown a heavy wire over the trolley wire, and attached the other
end to a trolley pole, grounding the line in such a way as to inakc
it very difficult to discover the trouble.

The Metropolitan Street Railway Co., of Kansas City, has been
carrying letter carrers on its cars for six months without receiving
compensation for the service owing to the delay on the part of
the postal authorities in signing a contract. In former years the
United States Government has paid the company $3,000 a year for
transportation for the carriers, but the system having been greatly
extended and the number of carriers increased, at the expiration
of the contract last year the company asked $4,000 for the service.
No contract was concluded, however, and carriers have been riding
free ever since, through the courtesy of the company.

Feb. is, 1900.]

STREET RAILWAY REVIEW.

117

NEWS NOTES.

Ar.HANY, N. Y.— It is reported that the United Traction Co. will purcltanc
jt; new ()[)cn cars and 35 box cars. Improvements of the Troy car house and
linwcr house and the tracks of the Troy division will he cfTectcd. K. C
rniyii. Alliany, president.

AM.KNTOVVN, PA.— The I.chiKh Valley Traction Co. (A. K.
secretary,) has purchased the licihlehcm & Nazareth Passenger
miles long) and the Hcthlchcm electric liKli* plant.

Walter.
Ky. (u>

AMSTKRDAM, N. Y. Preliminary surveys arc bcinti ni.idc fur (he pro
ijr)scd line to connect Amsterdam with Saratoga and Hallston. A. B. Paine, uf
New York, is at the licad of the engineering corps.

ASTAIUILA, O.— The Fairport & Youngstown Railway Co., of Astahula.
has been incorporated with a capita! stock of $30,000 to build an intcrurban
road. J. McCrea. U. K Smith and C. T. Ilrookcs are among the promotors.

ATLANTA, t;A.— The Collins Park Sc licit Railroad Co. has purchased land
on which a new car house will be erected. 'l"hc car house will accommodate
25 cars, an(i a portion of the building will be reserved for repair shops. Address
A, M. Atkinson.

H]':AVI':R falls, pa.— Tlarry W. Reeves, of Itcavcr Falls. H. C. F,agle,
Henry Fitzpatrick and Cliarles II. A. Deems arc promoting a line to be con-
structed between Vanport, Pa., and Fast Liverpool, C). Charters have been
applied for in both stales, and when Rrants shall have been secured construc-
tion will begin without delay.

llKLVmKRF. ILL-It is
pvuchascd by Edwin Mag ill
U'c Kalb) and two others,
railway perhaps extended frn

■epnrted that the Pclviderc electric plant has been
of the Sycamore & DeKalb Street Railway Co.
Improvements will be made in the plant and a

ni I)e Kalb to Belvidcre.

I1L< )()M INCiTON, INI). Contracts will be awarded in the early summer
for the construction of the Columbus, Bloomington & Tcrre Haute Ky. Sur-
veys for the line, wbicli will he 91 miles long, have been completed, and com-
petitive bids will soon be in ortler. Edwin S. Brodix, Bloomington, president.

CATONSVILI.F., MD.— The Baltimore, llalclborpc & St. Denis Railway
Co. has secured a franchise to build a railway from Catonsville to a point
near St. Denis. A bond of $10,000 has been filed with the comity commis-
sioners as an earnest that the construction of the line will lie commenced in
one year and completed in two years. Oregon K. Benson, Catonsville, presi-
dent.

CHARLOTTE. MICH.— VV. P. Engel, for the past five years in control of
the Cliarlottc Electric Railway Co.. hae sold the line to Hugh A. Holmes, of
Detroit, and John C. Farrcr, of Brighton, for $40,000. The new owners have
tiled articles of incorporation, and will be known as the Charlotte General Elec-
tric Co., with a capital of $50,000.

CHICACO, ILL.— The South Side Elevated R. R. will within six weeks
order 30 new passenger coaches or make arrangements for building tbem
itself.

CLEVELAND, C— An extension of the Cleveland, Bcrea, Elyria & Oberlin
Railway Co's. line will be constructed from Elyria to Amherst, and later to
Wellington. When the extensions shall be built the railway will aggregate 65
miles. Jt is also reported that a new power house will be built at Elyria. F.
T. Pomcroy, manager. Office, Cleveland.

CLINTON, MASS.— The Railroad Commissioners have approved of an
increase of $100,000 in the capital stock of the Clinton & Hudson Street Rail-
way Co. for the purpose of building and equipping the proposed railway.
Alexander S. Paton. of Leominster, W. R. Dame, of Clinton, and William H.
Tyl^ee, Worcester, directors.

COLUMBUS, O. — The Lancaster & Newark Traction Co., of Columbus, has
been incorporated by E. Rowles, F. S. Monnette, E. Kibler, W. D. Guilbert
and S. B. Campbell.

DANIELSON. CONN.— The Providence & Danielson Railway Co.. with a
capital stock of $3W,ooo, has been incorporated to build an electric line between
the cities named in its title. F. P. Owen, Geo. W. Prentice and Joel Hay arc
promoters of the enterprise.

DAYTON. O. — The Dayton & Xenia Traction Co. will issue 1,000 bonds of
$300 each. The proceeds will be used for tbe purchase of new equipment. C.
J. Eerneding, president.

DAYTON, O. — The Dayton & Troy Street Railway Co. has been incorporated
with a capital stock of $30,000 by J. M. Wilson. W. L. Caten, R. L. Worrell.
L. G. Reynolds and Thomas B. Hcrrman, and will build a line between Dayton
and Troy.

DAYTON, O.— It is reported that tbe Dayton & Western Traction Co. is
considering the improvement of its rolling stock. Cars equipped with four 35-
h. p. motors and automatic air brakes are wanted. Purchases to amount to
$12,000 will be made. V. Winters, president.

DE KALB. ILL.— Tbe Sycamore & De Kalb Electric Railway Co. has ob-
tained a franchise and will construct an interurban line within two years.
Address Edwin Magill, Dc Kalb.

DETROIT, MICH.— The Rochester & St. Clair Railway Co. has been incor-
porated with a capital of $150,000, bv F. C. Andrews and E. H. Parker, of De-
troit, and J. R. Whiting, of St. Clair.

DI'-TROIT, MICH. — A third rail interurban line from Detroit to .\nn Arbor
\ ia Pelleville and Ypsilanti is projected. Rights of way between Detroit and
Belleville have been obtained, and the projectors have applied for further
grants. Address Milton Carmichael, Detroit.

TERRE HAUTE. IND.-The sale of the Brazil (Tnd.l Rapid Transit Ry.
to the Tcrrc ILiute Street Railway Co. is reported. Tt is said that the purchase
price was $50,000. and that the line will be improved and new equipment pur-
chased. Supt. C. B. Kidder, of the Terre Haute company, may be addressed.

PORTABLE
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Spring Work.

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GIRDER RAIL OR 100 POUND

STEAM RAIL

CUTS AT AN ANGLE UP

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AUTOMATIC FEED AND

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CHICAGO
NEW YORK

lis

STREET RAILWAY REVIEW.

[Vol. X, No. 2.

l>n\'KR, DEL.— The Delaware KIcclric Railway Co. lias been granted per
iiiisstun to construct a line from Dover to Woodland Dcach. Address John
1). Hawkins. It is also stated that the council has accepted tlie $io.oou bond
of ihc Delaware tleneral Electric Kailway to. to begin the construction of the
projected line throuf^h Dover within nine months.

DOYLKSTOVVX, I'A.— Judge Yerkes his issued a decree for the sale of
the liucks County Ky., operating between Doylestown and Willow tlrove.
The Dovlestown Trust Co. has been acting as receiver for the railway com-
pany. The sale will lake place at the rhiladelphia Itoursc March 14th, and the
properly, including rolling stock, machinery, etc., will be sold to the highest
bidder.

EAGLE PASS, TEX.~A company has been organized and stock subscribed
by capitalists of Eagle Pass for the construction of a ismile tramway from
Nava to Zaragoza, Coahuila, Mexico.

KLKTt-LN, MD. -It is stated that Senator Crothers will intiuduce a bill in
the Senate to have the ?s8,ooo standing to the credit of Cecil County trans-
ferred to the Elklon & Chesapeake City Electric Kailway Co. A line to connect
Elkton and Chesapeake City will be constructed if the transfer be ctTccled.

K.\LL RIVER, MASS.— The Eall River, Myricks & Middleboro Air Line
Street l<ailway Co. has been organized with a capital slock of $50,000 to build
an interurban line in southern Massachusetts. The directors are liyrou li. Crin-
nell, I'Tank A. Rouse and Albert M. Field, of Taunton, Mass., and Silas 1'.
Richmond, .\. W. Davis, G. M. Nichols and Charles A. Uriggs, of Freetown.

FINDLAY. C). The Findlay Street Railway Co. is considering the ques-
tion of installing a beating system to enable it to sell steam heat lo otHccs and
residences near the power station. Chas. Smith, superintendent, will be glad
to receive information as to the cost of building and operating such a plant.

FOXD DC LAC, WIS.— W. E. Cole, secretary of the Fond du Lac Street
Railway & Light Co.. has purchased suburban property which will be improved
for a park. 'I he railway will be extended to connect with the park.

FORT WOR'ITI, TEX.— Col. J. T. Voss, president of the CIcnwood & Poly-
technic College Street Railway Co. and Pres. G. Van Ginkel. of the Dallas
Consolidated Street Railway, project an electric line to be built between Dallas
and Fori Worth, 30 miles distant. Construction will soon begin. Some of the
e«iuipinenl is already ordered.

FR. \XKLIX, PA.— lion. W . II. Forbes is reported to have consummated
the long pending sale of the Franklin electric railway to the Citizens' Traction
Co., (Jil City. The line will be extended to Oil City and Rocky Grove, in the
spring.

GALESRUUG, ILL.— The franchise contest in Galesburg is ended, the
(.lalcsburg & Monmouth Rapid Transit Co. accepting the franchise ordinance
as finally passed by the council. A bond of $10,000 will be fded by the company
to assure the construction of the line during the present year. Fred Seacord,
president.

GLOUCESTER, MASS.— The Gloucester Street Railway, the Gloucester, Es-
sex & Beverly, the Rockport Street Ry. and the Gloucester & Rockport Street
Kys. have been merged into one corporation known as the Gloucester Street
Railway Co. Address W'. A. Larrabee, Essex.

GRAND RAPIDS. MICH.— Ben S. Hanchette, of the Grand Rapids Con-
solidated Street Railway Co., is said to be associated with Messrs. Strong,
Campbell, Law and Barrett, of Detroit, in promoting the line that will be con-
structed between Grand Rapids and Holland, in the spring. The Grand Rap-
ids, Holland & Lake Michigan Rapid Railway Co. has been formed with a
capital of $500,000. Mr. Hanchette is en route for Detroit to confer with the
other promoters concerning the purchase of material.

GREENVILLE, S. C. — The Greenville Traction Co. is considering the build-
ing of a new car house. J. H. Dawes, manager.

HAMILTON, ONT.— The Hamilton Radial electric railway; will be extended
to Oakville. This line is operated by the Cataract Power Co. Address John
Patterson, Hamilton. i

HEMPSTEAD. N. Y'.^The New York & Nassau County Railway Co., cap-
italized at $150,000, has been incorporated at Albany, and will build a seven-
mile electric line from Hempstead to the village of Queens. It is understood
that the company is backed by New York & Ou'eens County R. R.. the
New York & North Shore R. R. companies and tne Whitney-ElkinsAVidener
syndicate.

HOLLAND, MICH. — A recent fire destroyed the entire rolling stock, com-
prising II cars and a freight motor and the car barn of the Holland & Lake
Michigan Electric Railway Co. The loss is estimated to approximate $40,000.
M. J. Kinch, superintendent.

HOOSICK FALLS, N. Y.— The Bennington & ?Ioosick Valley Electric Rail-
way Co. will erect a new power house. G. E. Green, president.

HUNTINGTON, IND.— An electric line to be built between Huntiligton
and Portland is being promoted by Mayor Z. T. Dungan. City Attorney J. Fred
France, Isaac F. Beard of Huntington, and others. Bonds for $500,000 will be
issued to provide for construction and equipment.

ITHACA, N. Y.— The Ithaca Street Railway Co. is in the market for a
good sized merry-go-round, either new or second hand, with a good organ.
This company would also like to correspond with the manufacturers and agents
of penny and nickcl-in-the-slot machines, and vending machines, with a view to
purchasing. J. A. Mortimer, secretary.

JEFFERSON VI LLE, TND.— The JefTersonville City & Suburban Railway
Co. has been incorporated with a capital stock of $25,000. The directors are
Thos. W. Scott, Charles W. McGuire, Oscar C. Barth, Robert W. Morris, Hen-
ry F. Elosse, Earl S. Gwin and Harry W. Heath.

KANSAS CITY, MO.— The East Side Electric Railway Co. is the market
for 10 new or second hand open summer cars. The cars should be in ser-
viceable condition, have single trucks and be equipped with two motors or
should have trucks on wliich could be mounted two motors. The company
desires to know the price f. o. b. point of shipment. Terms will be cash.
Address W. O. Hands, manager.

JACKSONVILLE, FLA.— The Jacksonville Street Railway Co. and a new
company of which Walter C. Nelson and George W. Riggs, of Chicago, are the
princiiial stockholders, arc competing before tite council for the street railw;iy
lights in Jacksonville. It, is said that the council will probably favor the
Jacksonville Street Railway Co. I). F. Jack, Savannah, Ga., president.

JOI'LIN, MO.— F. W. lilees, of Macon, Mo., is promoting a line in Joplin,
which he may later extend to Galena, Baxter and neighbormg town>. J. i'".
Schafer represents Mr. Blees. A franchise will be applied for.

KXOXVILLE. PA.— A charter has been issued to the Summit Sireet Kail-
way Co. to build a line in Knoxville. William Grinun, R. R. Grimes and
C. D. Lockwood, directors.

LA CROSSE, WIS. — The La Crosse Street Kailway Co. is considering
lie extension of its system within the city. I'eter Valier, manager.

LANCASTER, PA.-The Lancaster, Mechaivicsburg & New Holland Elec-
tric Kailway Co. has been granted a charter and will proceed to construct a
14-mile line. The comijany lias a capital stock of $150,000. William B. Given,
L<,>lunibia, president.

LEXt^X. MASS. -It is understood that an electric third rail extension will
be made by the New York, New Haven & Hartford R. R. from Pittslield
Iln\>ugh Lenox, Lee and Stockbridge to Great Barrington. The project is in
ojiposition to that of the Pittslield Electric Street Kailway Co. to extend its
lines to Lenox. N. II. Heft, electrical engineer of the N. V., N. 11. & H. may
be addressed at Hartford.

LEWTSBURG, P.\.- J. W. Zellcrs. of Lewisburg, is reported to be seeking
a franchise for an electric line to be built through Ilughesville, Picture Rocks
and other towns to Eaglesmere and ultimately to Wilkesbarre.

LIMA, N. Y. — The property of the Lima ix. Honeoye Falls Electric Light &
Railroad Co. was recently sold at receiver's sale, bid in for $35,000 by Frank
Williams of Buffalo, representing capitalists of that city. C. T. Whiting will
remain as superintendent.

MARyi'ETTE. MU^H. — The papers announce that the Marquette City &
Presque Isle Kailway C"o. will float bonds for $70,000, half of winch sum, it is
said, will be used for the construction of new lines. F. O. Clark, president.

MECHANICSVILLE,Mp.— The Washington.Mcchanicsville.Leonardtown &
Point Lookout Electric Railway Co. has been incorporated by Messrs. Conily
R. Jones and Frank R. Tenney, of Philadelphia, and John T. Ballenger, Giles
F. Dyer, I>. Harris Camailier and Jos. F. Morgan of Maryland. The capital
stock is $1,000,000. A line will be built from Washington to Point Lookout via
Median icsville and Leonardtown.

MESSENA, N. Y. — It is reported that the Massena Electric Street Railway
Co. will increase its capital stock from $100,000 to $125,000, and that the line will
be built without further delay.

MILAN. M ICH. ^Albert A. Graves, of Ypsilanti. is a new contestant in the
leld for a franchise to build a line from Ypsilanti to Milan and Dundee.

MILLVILLE, N. J.— It is reported that the Millville Traction Co. has ap-
plied for permission to extend its line to Vineland. G. B. Langley, president.

MOBIfcE, ALA. — A franchise for a belt line railway around the city of Mo-
bile has been applied for. Messrs. D. R. Burgess, J. C. Rich or George Ober
may be addressed.

NEWARK. N. J.— Col. E. L. Price, of Newark, is preparing a bill to be
introduced in the Legislature, authorizing the construction of an elevated rail-
way from Jersey City to Newark and adjacent towns.

NEW ALB.\NY, IND.— Louis Hartman, of New Albany, has been ap-
pointed receiver of the New Albany Railway Co. He succeeds John McLeod
who died January J4th.

NEW PLATZ. N. Y.— The
italized at $100,000, has been

New Platz & Puuglikeepsi'e Traction Co., cap-
incorporated to operate a nine-mile railway in

Ulster county. The directors include William L. Suplee and Harry J. Verncr,
Philadelphia, and Charles W. Dayton and Oliver S. Carter, New York.

NEW BRUNSWICK. N. J. — A meeting to consider the consolidation of
the Brunswick Traction Co.. of New Brunswick, the New York & Philadelphia
Traction Co. and the New Brunswick City Railway Co. to complete a trolley
system from Jersey City to Philadelphia will be held in New Brunswick
February lotli. G. Krueger is president of the Brunswick Traction Co.

8 THE LIFE OFA MOTOR ALBANY GREASE

is Prolonged by Using

"'cRfc

Has never faili-d to re-
duce a hot journal where
used. Cost of expense us-
ing oil.s, ^^^^^^^HIBB
Cost of e xpense using
Albany Grease, ^^■■B
Every Engineer and
Machinist ought to send
for a free catalogue and
^aniple, as the use of
Albany Grease saves oil,
time and trouble.

Oni.\ Madk hv

ADAM COOK'S SONS,

313 WEST ST.,
N. V. CITY, U.S. A.

THIS TRADE MARK ON EVERY PACKAGE.

Remember— A sample can
of (Urease with an Albany
<".reaseCup, freeof charjfe
or expense f<)r testing.

Branch, 3< S. Canal St..
Chicago.

STREET RAILWAY REVIEW.

119

PUBLISHED ON THE 15tm OF EACH MONTH.

WINDSOR & KENFIELD PUIJLISHINQ CO.,

TELEPHONe, HARRtaON TQ4.

MONON BUILDING. CHICAGO.

SUBSCRIPTION, - - - THREE DOLLARS.
Foreign Subscription, Four Dollars American Money.

AJdrtss nil CoitimuuicatioHs titiii R^mittiiticfs /(> Windsor & Ktiiftehi PiihlisUing Co.
Monon Buitdiitg^ L'hiatgo.

H. H. WINDSOR.

Editor.

F. S. KENFIELD.

Business Manager.

EASTERN OFFICE, 100 WILLIAM STREET. NEW YORK.

C. B. FAIRCHILD. EASTERN REPRESENTATIVE.

CORRESPONDENCE.

We cordially invitp corresp.iiideiico on all subjects of inti?rest to those
engaged in anv branch of street raiUvav work, and will (jrati-fully appreciate
any marked copies of papers or news items our street railway friends may send
us, pertaining either to companies or officers.

DOES THE MANAGER WANT ANYTHING?

If von contemplate the purchase of anv supplies or material, we can save
you much time and trouble. Drop a line to The Review, slating what you are
in the market for, and vou will promptly receive bids and estimates from all the
best dealers in that line. We make no ch.trge (or publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association.
Kntered at the Post Office at Chicago as Second Class Matter.

VOL. X.

MARCH 15, 1900.

NO. 3

The announcement by the management of the Chattanooga
Rapid Transit Co. that it will build a line up Lookout Mountain
and institute a carriage service through Chickamauga Park is one
that should be welcomed by all tourists who intend making a visit
to Chattanooga, and the example of this company will doubtless
be followed by others where the surroundings are such as to render
such a policy practicable.

It is gratifying to note that managers are at last exerting them-
selves to follow up copper bond thieves and push the case against
them to conviction and punishment. In doing this we believe they
have not fully realized, nor brought to the attention of the court, the
consequential damages which result from these depredations. It
by no means covers the whole loss when the engineer has testified
to what an etiual number of new bonds can be purchased for and
installed. There is the very serious loss of power and the inci-
dental annoyance to passengers who may also suiTer pecuniary loss
through inability to operate the car on time or even at all.

Every manager who suffers from stolen bonds owes it to himself
and the fraternity to relentlessly follow up and secure the convic-
tion of the bond thief.

The transportation of freight on street railway lines is now
attracting attention in Massachusetts, particularly between Brock-
ton and Boston, application having been made for the incorporation
of a company for hauling freight which shall have power to use
the tracks of the street railway companies. It is not believed that
the Legislature will authorize such a condemnation of the property
of existing companies and the solution adopted will probably be
the passage of an act permitting the street railways to carry freight
where the service is demanded by the ptiblic. The street railways

would gladly accept such powers, though the passenger trafTic has
been so satisfactory that Ihey have not cared to take the initiative.

Legislators both city and slate are constantly misled into un-
doubtedly an honest though none the less mistaken belief as to
the results to be obtained from a compulsorily lowered rale of fare.
They assume that a reduction of one or two cents per fare cannot
fail to procure more net revenue to a company. Even where they
make comparisons they do not do it logically and ignore the local
conditions which are alike in scarcely any two cities. Without
reflection one would think that what is done in Washington cer-
tainly could be duplicated in Baltimore, on account of the close
proximity of the two cities.

On another page we quote from the address of General Manager
House, of the United Railway & Electric Co., of Baltimore, before
the legislative committee. It is a remarkably concise and con-
vincing proof, in which figures tell the story, of why Baltimore is
not Washington.

The work of the United States Patent Office is greatly hampered
by reason of the inadequate space assigned to it, and the condition
of aflfairs is steadily becoming worse as the business of the office
increases, and more storage room must be found for documents
and records by encroaching on the working space. Already in
soine departments the weight of papers has become such that
furth..'r storage on the floors is forbidden by the building inspec-
tors, and the records which constitute the title to valuable manu-
facturing properties are stacked in halls and passageways, where
tney are exposed and sure to be destroyed in case of accidental fire.

Up to Jan. I, 1899, the number of patents granted was 693,979 and
the number of trade marks, labels, etc., registered 41,422. Last year
25.527 patents were granted and 2,260 trade marks registered. This
accumulation has resulted in crowding the halls originally intended
for models with record matter, rendering exhibitions of the models
practically impossible and has forced different departments of the
ofSce to be separated and located on diflferent floors with great
increase in the labor of routine business.

In no respect is the Patent Office more cramped than for money
and space for its Scientific and Law Libraries. Less than $1,500
was this year available for the Scientific Library and nothing what-
ever for the Law Library. To permit these departments to grow
as they should competent judges say that at least $6,000 per annum
should be made available for the purchase of books.

The American Society of Mechanical Engineers at its Washing-
ton meeting in May last resolved to urge upon Congress the neces-
sity for action which will provide safe storage for valuable records,
make a suitable provision for the library upon which the efficiency
and accuracy of all the bureau's work is dependent, and secure
adequate office room for the force. Every one who is interested in
this reform, and none can be more so than the electrical manu-
facturers, should do his share in bringing the matter before Con-
gress by personal letters to the member from his district and the
senators from his state.

There can be no greater folly than to e.xpect public benefits to
flow from the "competition" of transportation and other public
service companies. If the enterprises are in fact competing ones
the result must be either consolidation or the driving of one of
the competitors into insolvency; the latter contingency means
ruin for the solvent company and in the end. consolidation.

Gen. John McNulta, who won an enviable reputation as a
financier and administrator of large properties, said the basic
doctrine of all receiverships is that "a solvent corporation cannot
successfully compete with an insolvent corporation in the hands
of a solvent receivership." When asked how he could afford to
make the rate of iYt cents from 63d St. to South Chicago over the
Calumet road, of which he was receiver, he said:

"It is as plain as day. See here. This reduction affects only
one-tenth of our traffic. It affects nine-tenths of the traffic of our
competitor. He is a solvent corporation and must pay fixed
charges. We are an insolvent corporation in the hands of a solvent
receivership. We have no fixed charges to worry us. We can
afford to suffer a small loss on 10 per cent of our total traflSc. Our
competitor cannot. He cannot afford to come to our 2'<-cent fare
because it would reduce 90 per cent of his income just one-half. If
he does not come to our fare he will lose his traflSc and we will

120

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

gain it. In the end he will be willing to consider a fair offer for
his property. That will mean a consolidation of all the now com-
peting lines south of 63d i>t."

That the work of the American Street Railway Association is
appreciated by the street railway men of this country is shown by
the large number- who make it a point to attend the annual con-
ventions, though identified with non-member companies. As the
membcrsliip is vested in companies, not individuals, the expense
to any one road is small, as it may send as many representatives
as it desires. That the .Association has proved itself of great value
to the street railway interests of the country is without question.
That at no time since its organization has there e.Kisted a greater
need for its work is equally true. It deserves and should receive
the moral and financial support of every street railway in this
country. The strength and influence of association work are meas-
ured largely by numbers. In these days the large bodies and
undertakings are the influential ones.

The management of the association has decided to lend a helping
hand to membership to the several hundred smaller roads to some
of whom the first year's payment of dues and initiation might seem
burdensome. The secretary announces the decision to waive the
inititation fee of $25 for the next few months making the entire
cost for new members only the regular $25 yearly dues.

It is greatly to be hoped a large number will take advantage of
this opportunity and send in their applications promptly. "Now is
the time to subscribe."

Last month we took a hasty glance at conditions prevailing to
a greater or less extent on every road in the country; some were
found to be greatly handicapped by a diversity of rolling stock
and allied appliances. In no respect, however, did there appear to
be a greater lack of uniformity than in the cars, and the question
forces itself upon every thinking manager as to how much longer
this thing will continue and what is going to be the practical
remedy.

Men who are capable of developing such magnificent properties
and operating them successfully certainly will find a way to eradi-
cate the existing evils which confront us. Some have already
started in to standardize their rolling stock, and where a few years
ago it was deemed essential to letter each car permanently with
its street or avenue or route, making it impractical for use on other
lines of the same company, now the only prominent lettering is the
name of the company, and revolving or movable signs are placed
to indicate the route. This has naturally led to a greater uniformity
of color in the car painting and the passenger no longer watches
for a red or blue car, but for the sign board which indicates its
destination. The advantage of this is apparent in the greater num-
ber of available cars for service at all times. It is precisely this
same theory which has not been carried out in car building. The
improvements recommended by the car builders, however, are by
no means responsible for the great variety of rolling stock, which
variety as we mentioned last month is not confined to different
cities only, but is to be found among the several companies in the
same city.

Managers have been largely to blame for this. They have in-
sisted on making their own specifications, even where the one doing
so had had no special experience or qualifications for so important
a decision. Some men, moreover, seem determined to stamp their
own individuality on everything they can, and with some of these
individuality proved nothing more nor less than being different
from other people. A car which has no greater excuse for its
unusual dimensions and construction than that it is different from
others, has a very doubtful claim to improvement, and yet hun-
dreds of cars have been built along precisely just such lines with the
inevitable result that the time came when somebody devoutly
wished that he or somebody else had done differently.

The following has often been the case: The car builder who is
called in to bid on an order is confronted first of all with a set of
plans and specifications which represent the ideas of the manager.
As like as not the former is not asked if he approves of the plans,
or could suggest any changes, for to do so would be to admit they
were not perfect (which of course they are!); and besides might
give the car builder a chance to work in some scheme to his own
advantage. The builder quickly sizes up the situation and reasons
that while these cars are not what they might be, or even ought
to be, that the buyers know what they want, are determined to

have it so, and have the money to pay for what they want, hence
why should he jeopardize his chances of securing the order by
volunteering a lot of advice which however sound and good is
almost sure to be unwelcome and rejected?

We do not mean to be understood as saying that all managers,
or even the majority, buy cars in the manner described; at the
same time scores of them have done so, and we can point to the
cars in evidence thereof.

Is there any good reason why the car builders and managers
cannot get together and agree upon a certain standardization in
car construction and dimensions? This does not necessarily mean
that we should all agree to say a 24 ft. car for city use, for in many
places the 30 ft. and more, are deemed best suited to the work.
But is there any good, sensible reason why the general work on a
30-ft. car should not be equally applicable to the car intended for
Cleveland as the one for Chicago or Omaha?

Steam roads have already found a standardization for all kinds of
rolling stock from four-wheel cabooses to longest sleepers, and
have effected a saving of thousands of dollars. There are many
old style cars still in use, but as fast as they are rebuilt they are
brought into line as far as possible. With the street railway the
problem is vastly more simple and can be put into operation with
comparatively little trouble. It is not contemplated in this sugges-
tion, that all the cars in the country should hereafter be cast in the
same mold like so many bullets, b-'t that the American Street
Railway Association ought to take up vigorously the question of
standardizing rolling stock. This would still leave to each buyer
the opportunity to carry out his own artistic ideas of exterior color
and interior finish; the desired symmetrical curvature of grab
handles or the texture of window curtains. But is there any reason
to prevent the standardization of what are really the vital parts
of the car; and when this has been agreed upon why go on ex-
perimenting? Or, if experiments are still desirable and necessary,
let some one experiment for the benefit of the association, at the
association's expense, and not have a harvest of failures where a
smaller example would amply sufifice. For example, if a car builder
had a generally accepted standard of car decks to go by, he could
buy material and make up parts, or if he had a little spare time —
which none of them have just now — he could as safely go ahead and
stock up on 24-ft. and 30-ft. decks, as he can now lay in nails and
screws and floor lumber.

Under such conditions the car builders could do a great deal of
their work to much better advantage, and even if buyers did not
noticeably benefit in the way of direct saving in price, they certainly
would gain something in time of delivery under ordinary condi-
tions.

Three years ago managers smiled when one suggested a standard
system of accounts, while admitting its great desirability. The
energy and promptness with which the young men of the Account-
ants' Association grappled with the problem and worked it out, is
something of which we are all proud. Not only do we know they
have succeeded, but the voluntary commendation of state railroad
commissioners places their stamp of approval on the work.

What has been done in the accounting department can be done
in the shop. Whether the manager is best qualified to decide on
car standards; or whether he should allow his master mechanic in
conference with other master mechanics to do this; or whether
the managers and the master mechanics and the car builders all
together, is something to think about. It would seem that the car
builders and the street railway master mechanics could very profit-
ably confer and submit a report to the managerial association for
its adoption.

There is probably such a thing as overdoing the association-
convention business, but as long as we have so much to learn in
the shop department it cannot be an unprofitable thing for the
tnanager to bring his shop superintendent or master mechanic, or
whatever his title, with him to the annual convention. If these
men after an exchange of methods and experiences cannot bring
home with them ideas worth to their company many times the
expense of sending them to such a meeting, it must be because
they are not the right men for the place.

The shop department is bound to receive more careful attention
and greater recognition from this time on, than it has been awarded
in the past. The American Association has already recognized
this fact to the extent of deciding on a report at the ne.xt meeting
on the supply department, and if the subject receives the careful
study and fearless treatment it deserves we predict the paper will
be one of the most valuable and suggestive on the program.

Mar. 15, lyoo.'

STREET RAILWAY REVIEW.

121

The System of the Boston Elevated Railway Co,

The New Elevated Line

The Subway The Organization The Mechanical and Electrical Features and
Methods in Vogue in the Different Departments.

UY C. B. KAlKtllll.I),

PART I.

rill' iKiiiu- iif ilif West ImuI .SUi'it Kailway Co., of Hoslon, is iikjic
familiar lo llie readers of street railway literature than that of the
Boston I'-levated Railway Co., but the latter company having leased
all the lines and property of the first-named comi)any, now controls
all the street railway lines in Boston except those of the Lynn &
Boston Railroad Co. This company, however, has a traffic ar-
rangement with the BosIdm F.lev.iled and enters Boston over its
tracks.

It is proper to note in the introduction of this article that the
credit for having made electricity available as a motive power, on a
commercial scale, is largely due to the West End company because
of its early adoption of this power and the liberal manner in which
the company set about experimenting, and its financial ability to
meet the great experimental outlays that have marked the introduc-
tion of electricity as a motive power for street railways. Probably, if
names are to be mentioned in connection with the adoption of elec-
tric power for traction purposes, no one deserves more credit for
foresight, faith and courage in the future of this subtle power than
Mr. Henry M. Whitney, former president of the West End com-
pany. Whatever may be said, however, in the way of credit about
the pioneer work that was done on these lines, no less is due to the
principal olUcers now responsible for the operation of this extensive
system and the admirable manner in which the operating
forces have been organized and the methods of control that arc
now in vogue. These names include those of William A. Bancroft,
who was made president of the company in October last, and
Charles S. Sergeant, vice-president. Other names will appear in
order in connection with the description of the different depart-
ments, nearly all of which will have attention in this article.

THE ELEVATED STRUCTURE.

The erection of the elevated structure which has given its name
to the entire system, is now well under way, and it is expected that
the elevated lines will be in full operation, by electric power, in
about a year. The accompanying diagram. Fig. i, shows the loca-

VI'

-6 ;;

■69

I I

i^-:h

-t S <r-

£L[t'ATlOn

«—

- - lO'-

^ -I 1 — 1

?'■

«
VV

^-1"^:^.

■Al

PL An

FIG. 2.

^ r^ S V

r, ,'^ -•-. f~.

J.'

'\i

'i, ;i; ■!■ a.

-■*

-irifF^re^^feWFf/^

,il>o the IraMic In and from the South Union Station, locally known
as the Terminal Station and which is said to be the largest steam
railway station in the world. The main line of the structure in

'cfiar/es nit'ti-

FIG. 1.

Dudley St. to Castle St., ne.ir Villairc Si. elevated)

Castle St. to Surface between Corning and Pleasant Sts., (incline

Surface, etc., to Pleasant St.. (inclined

Subwav— Pleasant St. to Old Boston & Maine Station isnbwa.\

Old B.'& M. Station to Travers St., (incline)

Travers St. to Causeway St., (incline)

Causeway St. to Sullivan Squ.. (elevated)

Atlantic Ave. Loop, (elevatc<l

Total

Mile«.

.2.00

.05

- .05

1 2U

.(«

1 T<i

..2.31

..7'<0

From Dudley St., Roxbury,

To Sullivan Sij., Char'lestown, via Subway ^-I

To " " " " Atlantic Ave. Loop. . ^ "

Round trip I " '

To North Union Station, via Subway •*

To " " " ** Atlantic Ave. Loop.. ^ .

Round trip " '■

From Sullivan Sq.,

To Castle and Wasliinpion Sts., via Subway 3.4

To *' " •* " Atlantic Ave. Lm-tp 3.^

Round trip ~ 5

Loop, via Subway and Atlantic Ave.. ■* '

Boston is located on Washington St. and in Charlestown. on Main
St., and crosses the Charles River on the upper deck of a large
draw bridge which with the approaches constitutes an irterestinj

Fit;. 4.

tion and direction of the elevated structure. It will be noted that
the main line from each end terminates at the portals of the sub-way
<','hich is a prominent feature in connection with the Boston system
of street railways. A loop passing around the subway connects the
inner terminals and provides for the patrons on .\tlantic .\ve. and

feature of the system. The cars are to enter the subway by
means of inclines and the bore of the subway is being en-
larged where necessary to provide for the passage of the elevated
trains. .\\\ through traffic in the subway is to be by elevated train
only, while certain of the surface cars will enter the subway and loop

122

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

-,,'it .lie

IVlAK. IS, 1900.]

STREET RAILWAY REVIEW,

123

at a station, as is luiw dciiie l)y sonic of llic linos, in a maimer to \>c
described later on. The main line o( the elevated slrnctiire termin-
ates in a loop at each end and in conneelion with this inclines arc
provided for bringing the cars of certain of the surface lines to the

RUsset plates, cutting away unnecessary material from the central
portions.

h'lK- II is a plan and elevation of the longitudinal trusses for
spans from 29 to 37 ft. On the Charlcstown Bridge, plate conslruc-

KIG. ( — STRUCTURE .\S ERStTKU IN WIDK STRKETS.

same level as the elevated cars, to and from which, free transfers
are to be given.

The total length of the elevated strnctmc is 6 miles, the m.iin
line inclnding the subway, is 5.1 miles; the .\llantic Ave. loop is 2.3
and the subway 1.2 miles.

The character of this structure which provides for a double track
line throughout the entire length is shown in the accompanying dia-
grams and half-tone illustrations.

Fig. 2 shows a typical concrete foundation for the columns where
the soil was found to be sufficiently firm to sustain the load witli-
out piling.

The foundations are of portland cement concrete mixed in pro-
portions of I, 2j4 and S for the first five courses and of i, 2 and 4 for
the top course. Fig. 3 illustrates a foundation where piling was
required to support the concrete, as was the case on nearly all of the
Atlantic Ave. loop. The pile foundations are supported on 22 piles
and are in tour courses of portland cement concrete, the top course
being i, 2 and 4 and the otiifrs i, 2^/ and 5. The bottom of the
first course is placed below ground water level.

Fig. 4 shows a base with anchor bolts and Fig. 5 the base of a
column and fenders.

The columns and cross trusses are shown in Figs. 6 and 7. This
form of construction is used only where the streets are wide and
where the tracks are located above the column. Should it be found
necessary in the future to provide for a third track these cross
trusses will be replaced with plate or lattice girders. The clear
headway under the girders on the main line is 14 ft., while on At-
lantic Ave. where steam freight cars also operate, the height is 15
ft. S in. Typical cross girders are shown in Figs. 8 and 9. The
former is of the lattice type and is employed where the shadows of
the plate girders would be objectionable. The latter type, how-
ever, is generally used at the south end of the line on Washington
St., Fig. 10, and on the Charlestown Bridge. Where plate
girders are used on the main structure, a group of round 3-in. holes
are provided in some of the plates to provide for locating the feeder
cables. The lengths and other dimensions of the cross girders are
shown on the diagram. Fig. 9 also shows the design of the expan-
sion pockets which are placed at least every 200 ft.

It will be noted on inspecting the drawings of these trusses that
contrary to the usual practice an eflfort has been made to improve
the appearance of the structure by giving curved outlines to the

tion is also used for the longitudinal spans. The same diagram
shows the sway frames that are placed at suitable intervals. Figs.
12 and 13 illustrate the hoists employed for erecting purposes.

THE CHARLESTOWN BRIDGE.

Fig. 14 illustrates the draw span of the Charlestown Bridge, one
of the most interesting structures of its class in the world. The
bridge proper was finished last year and was built by the city, but
the elevated structure w-as built by the railway company.

The draw span is 240 ft. long, resting on a center pier,

FIG. 10— PI,.\TE CROSS GIRDER CONSTRCCTIOX.

with a passage for vessels on each side 50 ft. wide. The draw
is 100 ft. wide and 23 ft. above mean high water. The indi-
vidual trusses, of which there are four, are 24 ft. deep at the end
and 43 ft. at the highest point of the center. The bridge provides

124

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

for a double line of surface car tracks, two roadways 29 ft. wide for
vehicle traffic and two side paths to ft. wide for pedestrians. The
revolving mechanism is contained in the circular base which is 54
ft. in diameter and the load is supported on solid steel wheels which
are placed very close together. Two electric motors, mounted on

niannor as that described for the Charlestown Station. Fig. 17 is a
cross section of the elevated station on .Atlantic .'\ve. at the South
Union or Terminal Depot, showing the approaches; it is noted
that on one side a bridge leads from the elevated station through
the side wall of the passenger statinTi.

FIG. 1: EKECTING COLr.MNS.

l-IG. 1.5 EKECTIXG"STKUCTURE.

brackets, on either side of the base, provide the power for operating
the draw and are connected by suitable shafts and reducing gear to
a spur wheel which meshes into a gear extending entirely around
the base. Suitable hydraulic lifts at the ends of the structure serve
to lock and help support the ends of the draw when closed.

The surface construction of the elevated structure is illustrated in
Fig. 15 and shows the location of the track and conductor rails.
The conductor rail is partially housed and guarded by means of two
plank stringers which are supported by iron brackets spiked to the
cross ties. The conductor rail will probably be mounted on insulat-
ing blocks. All of the rails, including the conductor rails, are to be
of the A. S. C. E. standard section weighing 85 lb. per yd., and the
track rails are connected by "Continuous joints." The rails are
laid on tie plates. All timber work shown -in the 'llustration is cf
long leaf southern pine. A tubular guard rail or fence is pro\id.?d
for the protection of the employes while on the structure and this
is shown in the same illustratinn.

FIG. 14 I)KAW-SP.\N, CllART.I'.slnwX 1:K11h;e.

Fig. 16 is a layout of the south terminal loop on Dudley St.
known as the Ro.xbury Station. Here it will be noted that two lines
of surface cars come up to the elevated level and loop on each side
of the elevated track, but at diflfcrent levels. The platform of the
surface cars is 13 in. above the rail, while that of the elevated cars is
4 ft. above the rail. The dotted lines shows the surface tracks that
pass beneath the structure. The structure is roofed in the same

The different levels are indicated by the elevation above datum,
and are required to meet the peculiar conditions in the station. The
stairs leading to the elevated structure from the street are also
shown in the same connection.

Fig. 18 shows the arrangement of the ticket offices, waiting rooms,
and platforms, and is a typical layout for all the stations on the Hne.
The others, however, are designed to suit tlie local condition. The
exterior walls and roof of this station are of copper, painted, while
the inside is finished in oak panelling, hard pine flooring, both for
the station rooms and platform, and in the toilet rooms open plumb-
ing is employed. The whole station is made as light and airy as
possible.

Fig. 20 shows the general layout of the elevated and surface
tracks at the Sullivan Square Station at the Charlestown Ter-
minal. Here is also located the repair shop for the elevated system
and the tracks leading ofif to the right enter the repair shop. As
noted above the elevated tracks make a loop and the surface cars
come up to a level with the structure over inclines which have a
grade of about 5 per cent. Some of these inclines lead to the inside
of the loop, others outside, and passengers are delivered and re-

r/ai 7>e/k6—i6 croc.
Lreri^fourTtiTie 7'ie"j(/a'

-■tBii

2^ c to c 0; Ttochi

FIG. IS -SECTION OF TRACK.

ceived from the elevated platform. A double elevated track is
shown around part of the loop and on one side. This is designed for
storing trains after they are made up and waiting for their schedule
time.

Fig. 19 shows the ground plan of the station, the ticket ofSces
and waiting room, and also the tracks of the surface line which loop
here and pass the station on (he ground level. The main lloor is

Mar. is, 1900.]

STREET RAILWAY REVIEW.

125

1 {

Warren ir.

KIG. 16— PL.^N OF DUDLEY ST. STATION.

FIG. 17— CROSS SECTION OF ATLANTIC AVE. STATION.

FIG. 18— PLAN OF ATLANTIC AVE. ELEVATED STATION.

126

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

nkm Sr
FIG. 19 — GROUND PI,.\N OK SUI,WV.\N Sy. STATION.

iOlLIV/IA/ So.

FIG. 20— LAYOUT OF ELEVATED AND SURFACE TRACKS AT SULLIVAN SQ. STATION.

Mak. 15, iy(X).]

STREET RAILWAY REVIEW.

12 7

FIG. 21 THIRD FLOOR OF STATION BUILDINI

FIG. 22-LAYOUT OF SECOND FLOOR.

128

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

railed off, so that access can be had to the inner waiting room only
by the passengers that come in on the surface cars. Stairs from this
waiting room and also from the main ticket office lead up to the
elevated platform. On the inside of the building, concessions are
sold or rented for refreshment room, billiard parlors, and stores on
a portion of the ground floor. The third floor layout is shown in
Fig. 21 and here are the executive offices of the Elevated company
Fig. 22 is another layout of the second floor, showing waiting room
with porters' closets and toilet rooms and also shows the terminal

ciding on the make of the electrical equipment three trains of four
cars each will be equipped with three ditTcrent electric systems.
Three cars of the type described have been built for the company by
the Wasson Car Co., of Springfield, Mass., and each of these will
be equipped as a motor and will each haul a train of loaded flat cars
equipped with suitable donlrolling mechanism.

With these, experimental trips in the subway, at night, will soon
be begun after the surface car traffic is withdrawn. The three ex-
perimental motor cars are mounted on trucks of the engine, swing

EIG. 24.

FIG. 25.

track of the surface lines on the elevated platform. The platform
and part of the loop arc roofed in and the roof is supported on steel
arches that span the entire space of 175 ft. The return and storage
tracks of the Elevated are outside the structure. Fig. 23 is an ex-
terior view of this station. The walls are of brick and the interior
finish of waiting rooms and station is of enamel brick of various
shades. The station is light and airy and contains all the conven-
iences that can be suggested for the accommodation of the patrons
and employes.

ROLLING STOCK.

The cars to be operated on the elevated structure are of about
the same general pattern as those employed on the Manhattan Ele-
vated Ry., of New York. The bodies are 46 ft. 2 in. over all, and 8
ft. 6 in. wide, and have side as well as end doors.

Kio. 26.

Side seats only are provided. The trains are to be run with froin
two to five cars and are to be controlled by a "multiple unit system"
so that the motors can be operated from each platform. Before de-

bolster type, which were made by the Baldwin Locomotive Works,
of Philadelphia.

Each car will be equipped with two 150-h. p. motors both mounted
on one truck. One of the cars will be equipped with the General
Electric motors and the G. E. system of multiple control. A second
will be equipped with Westinghouse motors and method of control
and the third will be fitted on the Sprague system.

Automatic air brakes are to be used and one train will have the
Westinghouse system, another the New York Air Brake systein and
the third the Christensen system. The experimental trains will be
equipped with difTerent types of electrical car heaters including the
Gold system, the American Heating Corporation fystem, the Con-
solidated and a new system making use of a blower designed by
Boston parties. The cars will be coupled by means of the Van Dorn
draw bar and couplers and are provided with platform gates which
will be fitted with the Gold locking and operating device the
same as is universally employed on elevated and suburban trains.

POWER ST-\TION.

A new plant from which the elevated line will be operated is being
erected on Lincoln Wharf to which coal can be delivered direct from
barges without having to pass any draw bridges. The preliminary
power equipment of the station will consist of two vertical cross
compound condensing engines with cylinders 44 and 88 .x 60 in. and
rated at 4,000 h. p. each; they will have a maximum of about 7,000
h. p. each. These machines are each direct coupled to a 500-volt
direct current generator of 2.700 kw. capacity. The generators have
been ordered, one from the General Electric Co., and one from
the Westinghouse Electric & Manufacturing Co.

The first equipment of boilers consist of four batteries of Babcock
& Wilcox boilers, each rated at 3,800 h. p. Included in the auxil-
iary equipment is a Green economizer with 1,152 tubes. The con-
densers are of the Blake type with vertical twin pumps.

The stack is of brick and is 260 ft. in height with a 13 ft. flue.
Foundation and room are provided for a second stack of the same
iliniension. An elaborate coal storage and coal handling system
will be established consisting of cars and conveyors both for han-
dling coal and ashes. Roney stokers will be used.

The steel for the elevated structure was bought for the most part
from the Pencoyd Steel Co., although considerable was furnished
by the Carnegie Steel Co. and the Pennsylvania Steel Co. The
design and erection of the elevated structure and equipment have
been under the direction of Mr. Geo. A. Kimball, chief engineer of
the elevated lines.

Mar, is, 1900.]

STREET RAILWAY REVIEW.

129

rilK liOSTdN sunvvAY.

'J'liis is a proniiiiriit aiul intcri-sliiiK fualuro lA llic liostim I'^lc-
v;.ted system. Tlic subway was built by tlic city and was desiKUcil
to relieve llic couKestcd condition of Treniont and WasIiinKlon Sis.
near the center of tlie city where the surface traflic liad lieeomc too
Kreat for the narrow streets. The work of construction was beKun
ill March, 1895, and was finished in 29 months. The tunnel projjer
is 9,498 ft. long and runs under the public Rardeiis and under several
of the principal streets. On being finished it was leased by the
street railway company for a period of 20 years, and the electrical
eiiuipmeiU, tracks, etc., installed by the company. The subway is
lint a low-level tunnel but is built as near the surface as possible.
One section is designed for a four-track railway and here it is 48 ft.
across with roof supported in the middle by a row of steel columns.
The two track section is 24 ft. wide and has a flat roof which is sup-
ported by brick arches turned between I-beams with diagonal
stringers connecting the vertical and horizontal beam across the
corners. One section is divided into two separate single track sub-
ways, which afterwards converge into a <louble barrel subway.
Leading to the portals, are open inclines, protected by retaining
walls on ciiiKTctc louiidatioii. The grades range from 5 to 8 per
cent.

Sections of the subway and one of the approaches are shown in
Figs. 24, 25 and 26.

The layout of the tracks at the five principal stations in the sub
way and the passenger platforms are shown in Fig. 27. It will be
noted that some of the tracks loop at three of the stations while the
other continues through and provides for a continuous trip to and
from any part of the city. Entrance to the platforms is had through
stations which arc built of granite with flights of steps leading to
the ticket otliccs and platforms. The roofs of these stations are
principally of glass and the stations were made as complete as the
ciiiulitions would allow. The platforms are of artificial stone with
suitable guard rails and wire fences for the protection and guidance
of the passengers. Ticket offices are provided at each station and all
subway passengers entering by the station are required to purchase
tickets which the conductors collect before the cars emerge from the
subway. At the stations the lining of the tube is of white enam-
eled brick, and the stations are brilliantly lighted by arc and incan-
descent lamps.

Bott^ston street C>tation

Adam:, ^guare Station

Ma^ntarMef Square -5 fat /on

FIG. T. LAYOUTS AT .SUBWAY STATIONS.

At the Boylston St. Station is a cross sul.)-subway. so that the
southbound passengers after purchasing their tickets can pass under
the tracks to the platform of the southbound cars. Uniformed attend-
ants are stationed at the platforms to direct and care for passengers.
The subway is lighted throughout by electric lamps and electric
heaters are provided for warming the ticket offices. There is also
an elaborate lock signal system. Perfect ventilation is secured by
means of fans driven by electric motors with flues leading to venti-
lating chambers that communicate with the external air.

The Park St. Station of the subway is said to rank third among
the busy railway stations of the world, although one of the smallest
in platform capacity, having only 15.197 sq. ft. of available surface.
This station is used as the general transfer point of the subway and
it is estimated that in busy hcurs 2.500 people transfer at this point

while the number of tickets sold between the hours of s and 6 at
night lias been as high as 8,0.31, and the maximum number o( cars
passing ill one hour is 204 including those that pass on the inside
loop, and 124 in each direction on the through tracks.

The number of tickets sold daily at this station is about 25,-
000 and the inaxiiiium for any one day was 40,000. It is estimated

W. A. HANCROFT.

C. S. SERGEANT.

that as many people leave the station during the day of 18 hours as
enter it, so that it is safe to say that as many as 100,000 people are
daily accommodated at this station. Electrically operated indicators
are in use during the hours of largest out-going traffic. These in-
dicators have the names of the routes arranged in parallel columns
and between these are illuminated numbers to indicate the berth at
which the car will stop. This prevents the passengers from crowd-
ing to the edge of the platform to watch for their car. The subway
fully meets the requirements for wdiich it was designed and is a
Iironounced success both in construction and operation. About the
only objection that can be named from the standpoint of the pas-
senger is the excessive noise due to the echo from the walls and
is caused chiefly, one would think, from the action of the trolley
wheels on the wire.

HEADQUARTERS.

The executive offices of the company and of most of the depart-
ments occupy eight floors of a large building at 101 Milk St. The
space includes the drafting room for both the elevated lines and for
the civil engineer's department of the surface line. Each floor is
cut up into oflices suitable to the requirements of the different de-
partments and all are supplied with the latest designs of office furni-
ture, and are as completely organized as the latest office practice
can suggest. Three of the departments have headquarters in other
buildings. On the roof of this building, two blue print rooms have
been constructed of sheet metal, one for the engineering department
of the elevated lines and the other for the civil engineer's depart-
ment of surface lines.

The equipment of these rooms is very complete and the glass
with its frame and table is mounted on a truck by means of
which it is run out or in over a suitable track. The layout of rooms
also includes a small tool room, a track museum for samples of rail
and track equipment and a store room for telephone supplies and
tools.

A private telephone exchange is maintained in the building vhich
connects all the offices, not only those in the building, but the car
houses and car stations of the whole system.

ORGANIZATION AND REGl'LATION OF DEPARTMENTS
FOR SURFACE LINES.

With one exception the system of the Boston Elevated Railway
Co. is the largest under one management in the country. The
length of the surface lines aggregate 338 miles, nearly all of which
is operated by electric power, and for generating the current, seven
power houses have been erected with a total capacity of 26.144 l=w.

The number of uniformed employes ordinarily on the pay rolls
is 4-+2I- The number of closed cars is 1.381, and of open cars. 1.392.
The number of passengers including free transfers as reported for
the last fiscal year was 233,136.939, of which 191,023,224 were revenue

130

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

passengers. The earnings were $9,671,441, and the operating ex-
penses were $6,827,150.

In order to operate a property of such vast magnitude econom-
ically and satisfactorily, to both the patrons and the investors, it is
evident that a complete organization of the forces and a wise system
of discipline must be primary requirements and that each must be
done to a scientific nicety. That the responsible parties have mas-
tered the situation admirably so as to meet the many difTicult prob-
lems, due both to the geographical situation and public demands is
evident to one who will inform himself and compare the work with
that which prevails in other cities. If there is one thing more than
another to be quoted in evidence of the wisdom of the plans fol-
lowed it is that of the universal harmony and good-will that is ap-
parent among the heads of the diflfcrcnt departments in their rela-
tions to each other.

The bureau of surface lines was established by the directors, and
placed in charge of the vice-president, Mr. Charlts S. Ser-
geant and by him organized into 10 departments with a head for
each department who is responsible directly to him. The depart-
ments having been organized, a pamphlet was issued and supplied
to the head of each department naming the department and briefly
outlining the duties of each head and defining his relations to each
of the other departments. In this pamphlet the names of the differ-
ent departments appear as follows:

That of Transportation; of Motive Power and Machinery; of
Wires and Conduits; of Maintenance of Way; of Civil Engineering;
of Electrical Engineering; of Buildings; of Employment; of Inspec-
tion; of Stores.

The head of the auditing department is responsible directly to the
president and board of directors.

(To he continued.)

TRAMWAYS IN GREAT BRITAIN.

TRAMWAY FOR SARAN DISTRICT, INDIA.

Some time in 1898 the District Board of Saran, India, reached
the conclusion that a tramway or light railway should be built to
carry the very heavy trafific over the Chapra-Satter-Ghat Road, one
of the principal roads of the district. In pursuance of this de-
cision an advertisement was published, and several replies were re-
ceived; but since then little or nothing has been done in the matter,
e.xcept that the board decided, at one of its recent meetings, to ofTer
to any firm or company willing to undertake the scheme, a subsidy
of 8,000 rupees per year for eight years. The engineering diffi-
culties connected with the building of the tramway would be small.

According to Indian Engineering the native merchants of Chapra
are very enthusiastic over the tramway scheme, and would afTord
considerable support, as, by its existence, the existing high charges
for cartage would be vastly decreased, and where now it takes them
two to three days to obtain their goods from the northern ghat,
the "tram" would deliver them in 12 hours or less.

It is a scheme well worthy of the notice of capitalists, more
especially as it will be the pioneer tramway of northern Behar, and
the company taking it in hand will naturally reap all the advantages
obtainable by the opening up of a hitherto untouched country, and
one where, owing to population, the trafific is constant and heavy.

NEW LINES FOR KANSAS CITY.

The Metropolitan Street Railway Co., of Kansas City, Mo., and
its allied companies, the Central Electric Co. and the Home Elec-
tric Co., have asked the city council for street railway franchises
on II additional streets. The proposed franchise ordinance
provides that the construction of the new lines must begin within
six months after the acceptance of the franchise, and must be
finished within 18 months thereafter; for the payment to the city
of 2 per cent per annum of the entire gross earnings of these lines;
the average rate of speed of cars to be 12 miles an hour and the
fare to be s cents.

It is the intention of the company to make Main St., Walnut St.
and Grand Ave. the three trunk lines of the city's entire car sys-
tem, and every car will have one of these three streets on its route.
Pres. W. H. Holmes is quoted as saying that the contemplated
improvements will cost nearly $2,000,000.

The report of the Board of Trade to the House of Commons,
on the street and road tramways of the United Kingdom for the
year ending June 30, 1899, shows that on that date there were 1,122
miles of line open for traffic, of which 88i miles were in England
and Wales, 106 miles in Scotland and 135 miles in Ireland. The
total paid-up capital represented by these lines was £18,052,773,
of which about £8,500.000 was share capital. Out of the 169 under-
takings, 61 are owned by local authorities.

The number of passengers carried on all lines for the year was
924.820,247, as against 146,001,223 for 1878, and 858,485.542 for
1898. Gross receipts for the year were £4.879.^)02. working ex-
penses £3.675.559, net receipts £1,204,043. equivalent to about 6;/2
per cent on the total capital.

ELECTRIC RAILWAY MAGNETIC DISTURB-
ANCE.

ihe question of the magnetic disturbances caused by electric
street railways was discussed recently in a paper by Mr. Mariani
before the Institute of the University of Rome, Italy. The author
reaches the conclusion that the magnetic materials on a street rail-
way directly affect the compass up to a distance of 150 yd. from
the line, and the further disturbances such as are felt by magnetic
observatories are due to the leakage currents from the earth return,
the range over which these are felt being about 2,000 yd.

PULL ON TROLLEY WIRES DUE TO VARY-
ING TEMPERATURE.

A formula for computing the stresses in trolley wires caused by
variations in temperature has been worked out by Mr. M. Essig
and published in the Electrotechnicher Zeitung. Assuming a span
of 40 meters (131^ ft.), a wire of 50 sq. mm. area (equal to .316 in.
in diameter), and a working tension of 400 kg. (880 lb.), the addi-
tional pull per degree Fahrenheit is as follows:

Temperature, degrees F. Extra pull. lb.

From 86 to 79 3.7

79 to 68 4.9

" 68 to 54 6.1

" 54 to 46 7.3

" 46 to 32 8.6

" 32 to 14 9.8

" 14 to 4 ii.o

« ■ »
PRECAUTIONS AGAINST ELECTROLYSIS.

Mr. Edward B. Ellicott, city electrician of Chicago, states that
after a careful study of the conditions for over two years and mak-
ing tests which extended throughout the city, he recommends to
the council that in electric railway ordinances the company be re-
quired to provide and maintain a return circuit of such conductivity
that the maximum potential difference between the rails and water
pipes in the street shall not exceed i volt, and such that the maxi-
mum difference in potential between points on the rails 300 ft. apart
shall not exceed y2 volt. This will not prevent flow of current to
and from water pipes, but it is claimed will reduce the liability of
serious damage to a minimum.

EARNINGS OF CLEVELAND INTERURBANS.

The earnings of the Cleveland interurban electric railways for
the year 1899 show substantial increases over those of the preceding
year. They are: Cleveland, Berea, Elyria & Oberlin, $67,377;
Lorain & Cleveland, $53.,sos; Northern Ohio Traction (A. B. & C),
$124,300; Cleveland & Chagrin Falls, $15,355; Cleveland, Paines-
ville & Eastern, $55,441.

Mar. 15, H/K).]

STREET RAILWAY REVIEW.

131

Three-phase Installation of the Newtown (Pa.) Electric Street Railway.

In the closing years of tlic scvciikciilli ccndiry llic illustrious
William Pcnn, founder of the present city of riiiladclpliia, drew up
his famous contract with the I.enni I.cnape tribe of Indians, who,
by its wordiuK, were to release to William Penn and his successors
as much land layiuR between the Delaware and Susquehanna Riv-
ers, as could be stepped olT in 24 hours, commencing at a point
indicated by a rough stone monunieitt, a view of which is shown

I'"rc)m this place it passes through Forrest Grove and Bushing-
ton to Doylestown, the county scat, making a total distance of
28 miles.

The rail in the boroughs is 7-in. girder and on the other portions
of the road 60-lb. Trail has been used, laid on ties 6 in. x 8 in.
.\ 8 ft., spaced 2,112 tics to the mile, laid with suspended joints, the
rails being bonded together with No. 0000 copper bond, placed un-

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■^m UV

->^ ' '■ s. 1

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FIC.l-MONUMENT NE.\R NEWTOWN.

in Fig. I. From that time the people of Bucks County have had
no better methods than were then in use, for traveling across from
difTerent towns to the county scat, until the construction of the
present lines of the Newtown Electric Street Railway Co. This
company absorbed the Bristol & Langhorne Railway Co., and by
the construction of an extension of 14 miles from Newtown to
Doylestown, completed one of the longest continuous suburban trol-
ley lines at present operating. Starting at Bristol, Pa., on the New
York Division of the Pennsylvania R. R., the road runs continu-
ously on its own private right-of-way parallel to and adjacent to
the turnpike, through the village of Hulmeville to Langhorne,
crossing the New York Division of the Philadelphia & Reading
R. R. on an overhead bridge at the above-named station, and con-
tinuing thence through Langhorne Manor, crossing under the
Trenton cut-off branch of the Pennsylvania R. R. This crossing
was accomplished after several years of legal battle, waged by the
electric company against its steam road antagonist. The line con-

FIO. 2~EXTERIOR OF POWER HOUSE.

der the plates. The rail and special work was furnished by William
Wharton, jr., & Co., of Philadelphia; the ties by Kirby & Haw-
kins, of Philadelphia.

When the extension of the line from Newtown to Doylestown
was first considered, the principal question that arose was the one
of supplying power to the continuous line from Bristol to Doyles-

I'-ir,. A-BRincK AND TRESTLE .\T WYcclMBE.

FIG.4-CLOSED C.\R.

tinues to Newtown, crosses at grade the Newtown branch of the
Philadelphia & Reading R. R., and thence through Main St. of
Newtown, to and through the village of Wrightstown, crossing
over the New Hope branch of the Philadelphia & Reading R. R.
at Wycombe, Pa., on a trestle and iron bridge, shown in Fig. 3.

town. It was finally concluded to install a power plant at Newtown,
which is the center of the line, putting two transforming sub-sta-
tions, one seven miles to the south of power plant and one 11 miles
to the north. The contract for construction was awarded to the
American Engineering Co., of Philadelphia, and was by it carried

132

STREET RAILWAY REVIEW.

[Vol. X, No. 3,

FK;. 5™R0T.VKV TK.\.NS1-'«iK-MKKN.

to successful completion, its able and efficient corps of engineers
having entire charge of the work.

The power house, the exterior of which is shown in Fig. 2, is
situated at Newtown, on the Philadelphia & Newtown R. R., with
coal siding connecting therewith. Its equipment consists of two
Ridgeway simple engines of 300 and 400 h. p. each, belt connected
to one 225-kw. direct current generator and one alternating cur-
rent generator. The switchboard consists of one direct current
feeder panel, three alternating current feeder panels and one ex-

VU;. K-ENGINES.

rotary transformers, and three stationary transformers. The al-
ternating current enters the transformers at 6,000 volts, and is fed
to the line at 550 volts, direct current. The transformer stations
are also equipped with marble switchboard, consisting of alternat-
ing current and direct current panels, with necessary fixtures, the
electrical equipment being furnished throughout by the General
Electric Co.

FIG. 6-EXTKKIOR OF SUB-STATION.

FIG. 9-MAIN POWER STATION.

citer panel mounted on Tennessee and black marble, the alter-
nating current panels being of the light marble, and the direct
current of the black. Interior views of the power station are given
in Figs. 8 and 9.

The overhead material consists of No. 00 trolley wire, suspended
from brackets supported by wooden poles with cross arm attached,
upon which is strung the feeder wire, consisting of three No. 6
wires, hung on triple petticoated porcelain insulators, the direct

00 Trollei) Wire 550 Volts

28Milci

Siih %tafinn HQwet house 'iubStatio/i

^ I I ■ I ^ K ft i^^i^r I 1 c *: n i/nlts li I I '

SSOVoIti

3 Ho 6 wire

550 yoits

3 lio6 Wire

6000 Uoit3

FIG. 7 FEEDER SYSTEM.

6000 Volts

sn 00 Mre

There are two sub-stations, one located at Hulmeville, 7^4 miles
from the power house, and the other at Bushington, 11 miles from
the power house. The e.xterior of the sub-stations is shown in
Fig. 6, the interior in Fig. 5. The sub-stations are equipped with

current feeder being hung on glass insulators. The feeder system
is shown in Fig. 7.

The car barn is of wood, on stone foundation, with two tracks
of sufficient capacity to hold 10 cars, which are of the type illus-

Mar. 15, 1900.]

STREET RAILWAY REVIEW.

l.U

Iratid in Fi^. 4. '1 lu' closed ciirs were [uijii^licd Ijy llu- S(. I.fiiiis
C.Tr Co., and arr ciiiiippi'd vvilh (wn (]. K. 1,000 motors, K-2 con-
trollers, Syracuse cliaiiKcable headlights and New Haven illumi-
nated face registers, and rattan walkover seals. They are mounted
on St. Louis No. 1.3 double trucks. That the road has filled a
long felt want is attested by the travel since its opening.

The officers of the company are: President, Thos. P. Chambers;
vice-president, G. C. Worstall; secretary, A. Chambers; treasurer,
general manager and purchasing agent, W. J. Keener; superintend-
ent, B. F. Knabb.

We were supplied with the above information and the accom-
panying illustrations through the courtesy of D. A. Ilegarty, general
su|)erinlondriil nf llic Railways Company General, of Philadelphia.

NEW YORK RAPID TRANSIT.

The Kapid Transit Subway Construction Co., of New York, was
incorporated on February 19th with a capital stock of $6,000,000.
The object is "to construct or aid in constructing and equipment
of rapid transit railroad in New York City authorized by Chapter
4, Laws of 1891, and its amendments, the putting of same in opera-
tion and use, maintenance and operation thereof, also to manufac-
ture, purchase, sell and deal in all supplies, etc., useful in con-
nection therewith; also to deal in stock and bonds of any other
corporations organized to construct or operate said railroad."

The directors of the company are: August Belmont; James
Jourdan, president of the Brooklyn Union Gas Co. and the Am-
sterdam Gas Co.; W. H. Baldwin, jr., president of the Long Island
Railroad Co.; Walter G. Oakman, director of the Long Island and
Brooklyn Rapid Transit companies; Charles T. Barney, president
of the Knickerbocker Trust Co.; George CoppcU, president of the
Wisconsin Central R. R.; Andrew Freedman, vice-president of the
United Stales Fidelity & Guaranty Co.; John Pierce, contractor
for the new Hall of Records; William A. Read, of Vermilye & Co.;
George W. Young, president of the United States Mortgage &
Trust Co.; Cornelius Vanderbilt; John B. McDonald; Gardiner M.
Lane, formerly of Lee, Higginson & Co., Boston, and E. Mora
Davison, of August Belmont & Co.

The officers are: President, August Belmont; vice-president.
Walter G. Oakman; secretary, Frederick Evans; treasurer, W. C'
Emmet. The offices will be in the Park Row Building.

February 24th the contract for building and operating the road
was signed at the office of the New York Board of Rapid Transit
Commissioners.

*—*■

THE MILWAUKEE SITUATION.

The Supreme Court of Wisconsin, on February 27th, issued a
peremptory writ of prohibition restraining further proceedings
against Mayor Rose, of Milwaukee, the city clerk, and the 23
aldermen whom Judge Ludwig had held to be in contempt of court
for disregarding the injunction against passing the street railway
ordinances.

While this decision is in the Schwartzburg case only, the attor-
neys for the street railway believe that the other injunction cases
have now no standing.

The court, which was imanimous, said in part:

"The theory of Schwartzburg's complaint is that the corporate
rights and franchises in question were owned by the city and
were held u\ trust for its citizens and taxpayers and the public, and
that the same were the subject of barter and sale to the highest bid-
der. Such corporate rights and franchises in this country are
special privileges conferred by the sovereign power of the state
or nation, and do not belong to the citizens of the state or county
by common right. This brings us to the question whether the
common council has the power to pass the ordinance. No one
doubts the power of the Legislature to create cities and give them
the general powers pojsessed by municipal corporations at com-
mon law, and 'in addition thereto such powers pertaining to munic-
ipalities as may be specifically granted, as in the case of the city of
Milwaukee.

"The statute expressly authorizes the formation of 'corporations
for constructing, maintaining and operating street railways,' un-
der chapter 86, R. S.. and provides that they 'shall have powers and

be governed accordingly.' That section also expressly provides
I hat 'any municipal corporation or county may grant to any such
corporation the use, upon such terms as the proper authorities
shall determine, of any streets or bridges within its limits, for the
Ijurpose of laying single or double tracks and running cars thereon.
"The authority of the Legislature to delegate to municipal cor-
Ijorations the power to so grant such corporate rights and fran-
chises cannot be seriously doubted. In fact, this court, constru-
ing that section, has expressly held that a municipal ordinance
granting such corporate rights and franchises 'has the force and
elTect of a statute of the state.' "

GENERAL ELECTRIC ROAD WINS.

In our issue for November, 1898, page 847, we described the at-
tempts made by the General Electric Railway Co., of Chicago, lo
build its line in Dearborn St. and cross the tracks of the Chicago &
Western Indiana R. R. at isth St. Work was stopped, an injunc-
tion being secured by the steam road.

On February 19th, the Illinois Supreme Court dissolved the in-
junction and a large force of men was put at work to build the
coveted crossing. The Chicago & Western Indiana men wrecked
a number of cars on the crossing, seriously injuring two men who
could not get out of the way in time. After a brisk fight between
the opposing forces had been stopped by the police, the wreck was
cleared and the street railway completed from 14th St. to 17th St.,
where tracks had been laid when the injunction was secured in 1898.

It is understood that work will proceed and the road be built in
Custom House and Plymouth Places as soon as possible. The
men controlling this company are friendly to the Chicago City
Ry., and it is thought that eventually the latter will absorb it and
thus secure another electric line which will relieve the Clark St.
tracks.

A WATER FAMINE AVERTED.

Early in January, the engine which drives the water works pump
from which the city of Hartford, Conn., receives its water supply.
broke down. The engine being of an ancient type, it was found
that it would require from four to six weeks to have it repaired,
so that a water famine seemed imminent. In their extremity, the
members of the water works board appealed to the directors of the
Hartford Street Railway Co. for advice and help in the matter. The
directors referred the matter to their general manager, Mr. Nor-
man McD. Crawford. Mr. Crawford informed them that he could
take one of the generators from the company's power station, in-
stall it as a motor in the water works station and have the pumps
running in 24 hours, provided a suitable countershaft and pulleys
could be secured. The water board accepted the proposition of the
street railway company to provide motor and current up to 400
h. p. The necessary shafting was promptly ordered from New
York, and in a few days the pump was running with better satis-
faction to the water works engineer than the engine had given.
The generator was a G. E. M. P. machine 4-200-425. As the speed
of the pump could not exceed 12 r. p. m., it was necessaiTr to re-
duce the generator (motor) speed 425 through a countershaft. This
was successfully accomplished, and the machine ran perfectly, with-
out sparking and at constant speed, and up to February 8th had
run continuously and pumped over 68.000.000 gallons. It speaks
well for the street railway company that it had machinery and
power to spare in such abundance in mid-winter, that it could take
the city on its shoulders and lift it out of its plight in so creditable
a fashion.

EXTENSION TO RAPID RY. OPENED.

February 26th the Rapid Railway Co., of Detroit, ran its first car
from Mt. Clemens to Marine City, operating its new three-phase
power house at New Baltimore. Regular service will be started
about April 1st and the extension from Marine City to Port Huron
will be completed and ready to operate before June ist. The new
power house equipment, which was constructed by Westinghouse,
Church. Kerr & Co., operated to perfection.

134

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

NEW ORLEANS CARNIVAL BY TROLLEY.

On the occasion of the opening parade of the New Orleans Car-
nival, on Febrnary 21st, the floats were all mounted on electric
trucks and were driven by the overhead trolley system. While the
feasibility of thus employing electricity for light and motive power
in the Carnival parades has often been discussed, it has never be-
fore been attempted.

The pioneer was Prince Nereus, and he and his Krewe scored a
great success. The pageant was run on the street car tracks, and
the motive power and light derived from the trolley wires over-
head. But to the spectator the tableaux moved along without any
apparent motive force. The tableaux, several of which are shown
in our engraving, were built upon specially constructed platforms,
placed upon McGuire car trucks. The controller and brake were
in the forward part, and the trolley post and pole towards the rear.
Each car was equipped with a switch to control the lights and the
current for the motive power. It tested the ingenuity of the de-
signer to devise a plan to completely conceal both the niotorman and
Irolleyman, and to so disguise the trolley pole that it would not
be recognized. It was a difficult piece of work, especially on ac-
count of the radical difference of all the tableaux, but it was ac-
complished admirably. Due regard had to be exercised as well to
give both men ample room to work in, and to see ahead. Though
each tableau had a cave in front, and a larger one to the rear, the
design comprehended this so cleverly that its purpose was alto-

The New Orleans City Railroad Co. donated to the Nereus or-
ganization the use of two car barns to build and store the parade,
the use of 20 trucks complete with motors, controllers, trolleys, etc.,
and in addition furnished the skilled labor to operate them in the
parade. Over 4,000 incandescent lamps were employed in the deco-
rations. The muvcment of the parade was in charge of Mr. II. J.
Dressel, superintendent of the company.

The use of the car tracks and power for the purpose was largely
due to the recommendation of General Manager Wyman, whose
predictions for a grand success were more than realized.

The company also handled an enormous traffic witlidul accident.

ANOTHER ROAD AT ZANESVILLE, O.

The Zanesville, Adamsville & Coshocton Electric Railway Co.
has been organized to connect a number of Ohio towns by an
electric line. We are in receipt of the following letter from Mr.
H. E. Buker, secretary of the company, concerning the project:

"Our proposed electric railway will be about 40 miles in length,
and will traverse a section of country that has absolutely no outlet,
except the common country roads, and being well acquainted with
these roads, I am forced to say that they are very common indeed.
In fact, for about five months in the year, people living along the
proposed route of our road, are mud bound. We will pass through
a country rich in agriculture, and a country that is also supplied
with rich mineral fields. We have already been assured that we will

FLO.\TS IN THE NEREUS PARADE, NEW ORLEANS.

gather lost in the general eflfect. Take, for instance, the first car,
Nereus. The motorman was concealed in the head of the fish, and
a small, inconspicuous aperture gave him full opportunity to see
ahead. The trolleyman was concealed in the tail of the fish, while
the trolley pole was hidden by several seagulls in flight. In the car
showing the burning of the Templars, the motorman and trolley-
man were concealed in the flames, while the trolley pole was a huge
tongue of flame which swayed to and fro with the vacillation of the
wire.

be granted a free right of way, and we have already been ofifered a
considerable sum of money by way of a cash bonus, conditioned
upon the construction of this road. All this has been ofifered with-
out any solicitation on our part. Our road will not be difficult to
construct, as we will encounter but few hills of any consequence."

The officers of the new company are: President, J. B. Wilson;
vice-president, E. G. Abbott; secretary, H. E. Buker; treasurer, W.
O. Littick. The general offices are at 47 North 4th St., Zanes-
ville, O.

M,\)(. 15. ii)0().|

STREE'I' K A II. WAY REVIEW.

135

Power Plant Piping and Accessories,

l!V WIM.IAM l>. KNNIS. M. K.

PART III.

DKir rii'KS.

Tile ilrip |ii|iiiiK ■■i"il accessories form ni ilu-inselves a sysltm.
f)iilU(', Inr w:ikr c.l loiKlensalion imisl l)c iiroviilcd at the header,
and in lon^ linis of pipe, al several points. Engine cylinders must
l)e dripped, as must also vertical exhaust pipes,
separators, exhaust heads, heaters, receivers, and the like.
The invariable rules ai)plicable to every drip connection are Ivyo:
first, tap into the lowest part or pocket ot the section of pipe to be
drained; secon<l, tap in such a position that the current of steam
as it Hows from boiler to engine will carry the con<lensation to the
drip opening. To illustrate, suppose, in Fig. 19, that a single header
delivers at opposite ends the steam for two engines. The boiler
mains are carried into the sides of the header. The drip connections
for the section of pijiing represented, in accordance with tlie first
rule, are tapped in llu- bnllnni of the header. To properly observe
the second rule, it is necessary tliat the header should be tapped in

two places as sliown. If either engine be stopped, the current of
steam will be entirely toward the other engine. In case the left
hand boiler and the left hand engine should be shut down, the cur-
rent would carry the condensation away from the main body of the
header and the left hand drip opening. Perfect security can only be
obtained by dripping as shown. Connections are made to both boil-
ers, so that in case one of them is not operating, all the hot water
can be returned to the other boiler, where only it can be of use.
Each connection to tlie boilers must be provided with a check value
and stop valve.

This is the method of dripping ordinarily used for elevated head-
ers. It is of course applicable only where the lowest part of the
header is above the water line in the boilers. Separators, if suffi-
ciently high, can be dripped in the same manner.

High pressure drips cai\ also be disposed of by using a gravity
return system or return steam traps. Most of these are patented

when taken from the outboard side of the relief or back pressure
valve, as from an exhaust head. Engine drips arc often disposed
of in the same way, but it is most economical to free the water from
animal and vegetable oil and return it to the boiler. High
lircssure drips not returned to the boilers are taken care of by
traps. The most essential quality of a steam trap is its durabil-
ity. It must be depended on to keep working steadily under all
conditions. Eor intermittent service, the writer prefers a gravity or
lloat trap of the simplest possible construction; for constant, high
pressure work, expansion traps have given good results.

The disastrous phenomenon known as a "water hammer" is
caused by accumulated condensation hurling itself with immense
momentum under the action of live steam. For instance, if at the
foot of a vertical pipe, the direction of supply being downward, a
valve is placed, and no drip connection made, a gradual accumula-
tion of water may take place in the pipe above the valve. Let this
go on for some time, and then let the valve be opened. The live
steam behind the water column will force it along the pipe with in-
creasing momentum, until it reaches a sharp turn, when something
is sure to break.

There is no definite rule for determining the sizes of drip pipes.
A bare steam pipe will condense from 3 lb. of steam at 125 lb. pres-
sure per sq. ft. per hour. The efficiency of the covering, dimen-
sions of the section of pipe it is proposed to drain, and steam pres-
sure, being known, it is easy to calculate the amount of condensa-
tion and the size of drip pipe for that amount. This however would
give sizes very much below those adopted in practice, for the reason
that such a formula takes no account of the possibility of a sudden
accumulation of condensation. The size must be selected with due
reference to the location of the drip. Separator drips are usually
fixed with reference to the size of the drip outlet on the separator.
Engine drips are planned in the same way. For high pressure
steam headers the formula D"L -=- 200 ^ d may be found of use, in
which D equals diameter of the header in inches. L equals length
in feet, and d equals drip area required, in square inches. In every
case, it is best to err on the side of liberality, and above all, to make
the trap, basin, or whatever device is used to dispose of the drips,
of a capacity fully equal to any work that may reasonably be given it
to take care of. This rule sounds almost like a truism, but in every
jiart of steam pipe design it must be kept constantly in mind.

PI,.-\NNING .\ PIPE SYSTEM.

The scientific side of pipe design is largely comprised in attention
to three points; expansion, vibration, and drainage. Let these be
provided for, and the rest is merely a question of sizes and stand-
ards.

In laying out a piping plant for the estimates of prospective build-
ers, the engines and boilers must usually be taken for granted, and

m=i

c=m=^

QOO

FIG. 20-CONVEXTIOX.\L METHODS OF TlR.WVIXG PIPIN<-,.

devices, dependent fur their action on the vacuum formed in closed
chambers by condensing steam. The piping in connection with the
special apparatus is usually very simple, consisting of a main drip
line to the point where the apparatus is located, and a return line to
the boilers. This return line is preferably of brass.

Low pressure drips can be carried into the blow-off tank or sewer,

the piping made to fit them. The first step is to determine the
sizes of condensers, feed pumps, heaters, separators, and pipes nec-
essary. This done, the entire sj-stem should be drawn to scale —
quarter-inch to the foot being customan,-, and the piping arranged.
not only with a view to the three factors mentioned above, but also
with due regard to coinpactness, elasticity and convenience. The

I.VI

STREET RAILWAY REA^EW.

[Vol.. X, No. 3-

finished plans, however, should be less crowded than this sketch
must of necessity be. For plants of any size a general plan of the
building and machinery should first be made. To this should be
appended separate plans for the live steam, exhaust, and water pip-
ing, unless these systems can be combined without impairing the
clearness and simplicity of the diagram. Various methods of rep-
resenting the pipes and fittings are in use, but for plants of any im-
portance the following conventionalisms are convenient.

Represent flanged pipe, fittings and valves with their flanges, as
in A. Screwed fittings may be shown with beaded edges, B, thus
being readily distinguished from flanges. All pipes 4 in. in size and
above, are represented with two lines, C. Pipes below this size are
shown with a single heavy line, fittings with heavy lines and beads,
as in t). Spiral riveted pipe should be shown as in E. Bell and
spigot, as in F; cast iron flanged, as in G. Large valves should be
drawn in detail as in H. Small valves, on double lined pipe, as in
I. Still smaller sizes of valves as in J. Hangers should be omitted,
they being best shown by details and mention in the specifications.

Specifications for piping vary in intelligence, force, and rigor, to
an almost infinite degree. Each consulting engineer has his own
preferred form, but for the outside engineer who casually finds him
self called upon to draw up a set of specifications for competitive
bids for piping a plant, a few suggestions may be of value. The
arrangement of items should be somewhat as follows:
(i. Advertisement and invitation to bidders.)

2. General scope of the work.

3. Description of the boilers, engines, and apparatus to be piped.
(4. Auxiliaries to be furnished by the contractor.)

(5. .Auxiliaries to be furnished by the owner.)

6. Pipe — grades of each size for various purposes.

7. Fittings — weights, qualities, standards.

8. Valves — kinds, maker, special details.

9. Joints — flanged or screwed, for various sizes of steam and ex-
haust pipes.

(10. Pipe covering.)

(II. Hangers and supports.)

12. Bolts, nuts and gaskets.

(13. Time of completion.)

(14. Miscellaneous.)

(15. Tests.-)

(16. Guarantee.)

(17. Payments.)

(18. Extras and deductions.)

The items enclosed in parenthesis in certain cases would be un-
necessary. Under 2 should be stated the size and location of the
plant, the facilities for teaming, freightage, etc., and the different
systems of piping to be fvrnished. Under 3 the size and types of
boilers, engines, condensers, pumps, heaters, separators, etc., should
be stated, and where apparatus furnished by the owner is to connect
with that furnished by the contractor, the standard of drilling nec-
essary should be described, in order that the latter party may not be
delayed in getting out his stock. This paragraph should also de-
scribe in a general way the plan of the piping, mentioning all the
special apparatus, stating clearly the exhaust arrangement, whether
simple-condensing, compound-condensing, or non-condensing, and
describing the headers, bypasses, etc., required.

Paragraphs 4 and 5 should settle whether such work as excava-
tion, foundations, cutting of walls, floors, and the like, is to be done
by the owner or by the contractor.

Paragraph 10 should specify the makes and grades of pipe cover-
ing that will be accepted if this work is to be included in the piping
contract. As nearly all steam fitters sub-let the pipe covering, and
as it is a distinct and separate kind of work, it is not to be recom-
mended that it be combined with the piping contract.

Paragraph 11 should describe the location, spacing, and charac-
ter of the various pipe hangers, brackets, and other supports, refer-
ring to the plans for details. Under 12 the bolts, nuts and gaskets
should be specified, — the amount of machining necessary on the
two former — whether the heads and nuts are hexagonal or square —
and the kind, diameter, and thickness of gasket for various sizes and
grades of pipe.

Under 13 should be stated the forfeiture for non-completion of
the work in the specified time, if any is required.

Under 14 may be specified such small piping and accessories as
cannot be conveniently shown on the plan.

Paragraph 15 should state at whose expense the tests are to be
made, what they are to consist of. when they are to be made, what

requirements are to be fulfilled, and what penalties are to be en-
forced if the requirements are not met.

Paragraph 18 should arrange for the amicable adjustment of ques-
tions as to extra work and deductions from the work in the con-
tract; stating whether the decision of the engineer is to be final, or
whether an appeal to a mixed board of arbitration may be made. If
the latter, the composition of such board should be specified.

A methodical arrangement of procedure is vastly preferable to
the haphazard way in which some managers who possess the
requisite knowledge and skill for planning their own pipe systems
often express their wishes on paper. Such a method the writer has
endeavored to set forth. Even for a small addition to an existing
plant, it pays to draw up a regular specification, and the time spent
in doing so will never be wasted.

ANNOYANCES.

BY G. J. A. P.

The lot of a superintendent of a road, where he must be a "little
of everything" is not a very happy one and this is particularly true
when his equipment is insufficient and he is obliged to hustle
through repair works when a car is disabled, in order to get it out
and keep up the service. Many of his experiences are exasperating
yet the mishaps have their amusing sides.

An annoying occurrence came up some time since, in which an F.
30 armature newly rewound at the factory was the cause of the
writer's righteous anger. The motorman — a careful one — reported
that the commutator would "flash fire" all the time while coming
towards the house. Careful examination showed the brushes, yoke
and commutator to be in perfect order and tight. No signs of
sparking were noticeable until a curve was reached, when the flash
was very pronounced. On reversing the motor and going back
over the line there was no sign of sparking. A chalk mark was
made on the armature hood and down over the shaft, and the run
back continued; when the first curve was reached, a "squeak" came
from the armature and the flash was there. The reader can imagine
my sentiments when on inspecting the chalk marks it was discov-
ered that the wire had turned one-third way round on the core!

An occurrence, as interesting as it is rare, took place in the power
house during a day of heavy travel. The pull became so hard
toward evening that the voltage died down to where the lights rep-
resented mere "red strings in bottles." The night man stated that
the needle in the ammeter went clear out of sight. The car, sup-
posed to be the oiTender, was brought in and thoroughly examined,
but found in fine shape and returned to the line. Another car was
brought in, and it was then noticed that bringing in any one car
overcame.the trouble to some extent. Changing engines and gen-
erators showed the load was only normal for the number of cars
running. Examination of the first generator failed to disclose any
trouble. Starting up again, the voltage built up as usual, but, as
soon as the load was thrown on the same trouble appeared. Plac-
ing a speed indicator on the engine showed that it was running at
the regulation speed, but placing it on the generator it was found
that as soon as the load exceeded 100 amperes the armature slowed
down to half speed. The trouble was only a new belt slipping so
nicely and quietly that the most sensitive ear could not hear it.

One rainy, cold afternoon, when all hands (that meant two) were
taking life easy, the following telephone message came from a mo-
torman: "The commutator on car 13 exploded, and is scattered all
over the street." The car was brought in and another armature
substituted, first examining the commutator very closely and find-
ing it to be sound. The motorman had gone only a half mile when
he sent in the same message as before concerning the same car!
Still another commutator was put on that night by a faithful young
man who volunteered to "sit up and repair the leads of the corpse."
The car went out the next morning and is still in service.

Perhaps some of your readers have experienced the delightful
sensation of being on a car when a motor broke from the nose beam,
bringing the car to a stand still, quicker than if it had been
"plugged." The motorman made a quick "ground" — over the dasher
— and the only passenger, a young lady, was uninjured but she did
not like the way the car stopped. To quote the motorman: "She
just roasted me good and plenty, for stopping so quick. I tried to
explain what had happened, but no use; she would have it. that I
had no business to stop so quick as that."

Mar. is, iqoo.1

STREET RAILWAY REVIEW.

1.17

Electric Tramways of Coventry, England,

Tlie Covcnlry Electric Tramway Co. lias been operating sonic
seven miles o( road, including turn-outs, for about three years and
has recently completed extensions which make its total trackage
l2}/2 miles, of which S'/i is single track. There was at first some
prejudice against the electric cars, and especially to the overhead
trolley system, but the steam tram had become quite unbearable, so
the people finally became venturesome enough to permit the electric
tram on one of the streets. When once the electric tram had been
thoroughly tried, the fair minded citizen said, "I scarcely see how
we ever got on without them." So when application was made for
an extension of the system, the officials were encouraged and re-
ceived the support of those who had to travel on the line.

The new extension necessitated a change in the location of the
power house which was too far from the center of the system, and
not near any good water supply. The new power plant is situalc<l
on the bank of the canal, from which water is secured and by which
coal can be placed at the very door of the coal shed. It is also much
nearer the center of the system than the old one.

The general arrangement of the power plant, shops, and yards is
apparent from an inspection of Fig. i. The boiler room is 40 x 60 ft.

sure cylinders 13 x 13 in. added when the present station was built.
These two engines arc belt connected while the other two are direct
connected to their generators. All four generators arc of the Wcst-
inghousc make, of 100 kw. capacity and give 500 volts at no load
and 550 volts at full load. The two generators that were in the old
station have four poles and run at 650 r. p. m. ; the two new ones
have six poles and run at 250 r. p. m.

In addition to this main equipment, there is a small lighting unit
consisting of a Westinghouse single acting engine and generator.
This generator is of 17 kw. capacity and furnishes current at 500
volts, so that it can be used to drive the shop motors in case night
work is necessary. . .

The condensing plant is located in a pit in the engine room floor
and comprises two surface condensers with 450 sq. ft. of surface
each, two vertical air pumps 12^ x 8 in., making 100 double strokes
per minute when the driving engine runs at 300 r. p. m., and a cen-
trifugal circulating pump belted to the engine.

The switchboard was also furnished by the Westinghouse com-
pany. It is of marble and consists of eight panels, four for the
generators, two for feeders, one for Board of Trade instruments

I — View on Line.
4— Coal Conveyor.

COVENTRY ELECTRIC TK.\.Mtt.\V:

2 — Interior of Engine Room.
5— Stokers.

?— Tlie Trial Trip.
6— Furnace Front.

and is equipped with four Babcock & Wilcox boilers, two rated at
172 h. p. and two rated at 106 h. p., all of which are fitted with patent
mechanical stokers and grates and endless chain conveyors made
by Bcnnis & Co., of Bolton. The grates have open ash-pits and
steam-jet fire bars. In one of our illustrations there are shown three
views of the conveyor and stokers; the conveyor takes coal from the
store house, which has a capacity for 500 tons, and delivers it to the
stokers. In this connection it should be stated that the company has
a market for its ashes which not only cost nothing for removal but
are paid for.

There are three Worthington feed pumps with 3-in. plungers.
Adjoining the boiler room is a Green economizer of 240 tubes; the
scrapers for this are driven from a small steam engine used in the
old plant.

The engine room adjoins the boiler room, being separated by a
brick wall. It is 25 .x 80 ft. and covered with slate. The slates are
nailed to three inches of coke breeze laid on sheet iron, supported
by steel framework. The floor is asphalt on concrete. The founda-
tions for the engines and generators arc constructed of 2 ft. of con-
crete and 4 ft. of brick laid in concrete.

There are four tandem compound condensing engines each rated
at 150 h. p. Two of these were originally installed as simple non-
condensing engines with cylinders 13 x 19 in,, and had high pres-

and one for the lighting circuits of station. There are two Weston
voltmeters, seven Westinghouse ammeters and four Thompson
wattmeters.

The station, car shed, shops and office may be lighted by the small
lighting unit mentioned, which is run only after the rest of the
plant is shut down, generally from about I o'clock until daylight.

The engine room is furnished with a 3-ton crane. It is worked
by hand power and is heavy enough to handle any piece of ma-
chinery in the room.

The stack is of brick, circular above the base, and lined with
fire brick to a point 6 ft. above where the flue enters. The base is
of concrete, 22 ft, square and extends down 12 ft to solid rock.
The stack is 100 ft. high and 6 ft. 4 in. in diameter at the top.

The building for the car shed and shops is 60 ft. wide, and 93 ft.
long; s8 ft. of it is used for the car shed, and 35 ft. for the shops.
There are six tracks, three of which have pits and run the whole
length of the building, while the other three run the length of the
car shed only, and have no pits.

The shops arc divided into three parts, known as the paint shop,
carpenter shop and general repair shop. They are equipped with
modern conveniences and the necessary machines. In the car-
penter shop is a band saw, a universal planer and circular saw.

138

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

and a wheel grinder, all of which arc driven by a lo-h. p. Westing-
house motor. In the machine shop are several lathes, a wheel-
press, power hack-saw, two drilling machines, and a tool grinder,
all driven by a 5-h. p. Westinghouse motor, whicli also drives the
blower for the smithy just outside the shop.
The ofticcs are located just in front of the car shed. All these

brackets being designed by Mr. I. E. Winslow, chief engineer.
Kig. 5 shows the details of these bracket arms. No. i is the arm
used for double tracks, while Nos. 2 and 3 are the arms used for
single track; it will be noted that they are designed for the use
of double trolley wires. As will be seen the suspension wire is run
between the prongs of the bracket which are sufficiently wide apart

Canal Ban/i

FIG. 1 PLAN OF POWER PL.\NT, SHOPS AND YARDS.

buildings arc of brick. They are substantial in appearance; the
architecture is pleasing, and the plan is excellent.

The track, 3 ft. 6]/^ in. gage, is laid with grooved rails weighing
65!^ lb. per yd. The groove is iJ4 in. deep and the tread is ]/& in.
higher than the lip of the groove; the tread projects above the
pavement and allows considerable wear before it gets below the
street level. The rails are clamped to steel cross-ties spaced 10 ft.
c. to c. The ties are S ft. long, and like an inverted trough in sec-
tion; width of the tie at the top is 3 in. and at the bottom, meas-
ured over the flanges, 6 in.; the depth is 2% in. and the thickness
of the metal J4 in. Half way between the ties are iron tie-rods V/^
X ^ in. in section. The foundation for the roadbed is a layer of
concrete 6 in. deep, in which the ties are imbedded so as to have
the tops flush and thus let the rails bear on the concrete through-
out their entire length. The rails are 6 in. high and the paving

FIG. I-FALK JOINTS AND MOLDS.

stones used 5 in. deep, thus giving space for a bedding of con-
crete I in. thick. Concrete is placed between the paving and the
rail webs, as appears from Fig. 2.

The joints are all cast-welded by the Falk process. The dimen-
sions of the joint and molds are given in Fig. 3. The special work
is of 85-lb. rails, all welded; at the switches all portions below the
tongue are welded together.

Fig. 4 shows the long arm trolley pole used; the poles are of
steel in three sections and are 30 ft. long. The bracket arm is un-
usually long from an American point of view, the center of the
trolley line being 12 ft. from the pole. This distance, of course,
varies with the width of the street. The bracket is afti.xed to the
pole at a point 2 ft. from the top and the pole is set 6 ft. in the
ground, which brings the wires 22 ft. above grade. The feeders are
laid underground in the city and where connection is made with
the trolley wires they are carried up the interior of the poles; the
detail drawings in Fig. 4 show the construction where the feeders
enter and leave the poles.

The insulators are supported by two wires fixed in harps, the

to allow the trolley car to rise between them. In case of a loose
suspension, to prevent the trolley wire from coming in contact with
the bracket and being short-circuited, a guard is placed above each
suspension. Guard wires are placed above the line where there
are telephone or telegraph wires crossing it.

FIG. 4-POLE AND FEEDER DETAILS.

The trolley lines are divided into half-mile sections, which is re-
quired by the Board of Trade regulations. A switch is placed on
the pole at each of these section insulators which is normally closed
and carries the current around the insulator to the next section.

Mau. is, lyoo/

STREET RAILWAY REVIEW.

139

riuTc are fmir dislribuliiig boxes placeil at iiiipiirlaiit fccdiiiK
lioiiits along the line, cacli being supplied by one of the four feed-
ers; three of the feeders arc of .24 srj. in. cross section and 900 ft.,
,1.Qoo ft. and 5,700 ft. long respectively; the fourth one is of .5 srj. in.
section and 3,600 ft. long. In the distributing boxes there arc

fectivc radius at each point bears a constant ratio to the sine of
the angle the trolley arm makes with the axis of the standard.
The tension of the springs being transmitted to the trolley arm
by a wire cable which runs over the cam, it Is evident that the up-
ward thrust at the trolley wheel is always the same. The sec-

■,:.•.f•:•^'^•'^^.^•^.>■:■■■V•.^::^•.•.^.^.•••...•.^;•..•.■i^•■.V••.'.■•■.^" .■;■■<: onct\e>e •;: -.^ :■:■;•. ■.■.i'/\:-y'--i::!:'--t-M:r.,x:\'-y/::^

riG. 2-SECTION OK TRACK CONSTRUCTION.

switches for controlling the feed to the line. Running parallel to
the whole track are test wire which connect the station directly
with any point on the line where testing may be desirable.

There arc no insulated return feeders, but the rail return from
llu- old line, five miles long, is supplcincnteii l)y old rails laid
four in parallel with (ilastic bonds at the joints.

While, as stated before, the trolley poles are designed to carry the
wires 22 ft. above the street, there are a number of points on the
line where by reason of bridges the clearance had to be reduced
to 16 ft. To nu'cf this variation and yet maintain a luiifonn prcs.sure

tional view of the standard shows the hood which prevents water
from entering the interior.

The company has 10 old motor cars, 10 new motor cars and 5
trailers; all the motor cars are equipped with two 20-h. p. West-
iTighouse motors, and the secies-parallel controllers. They are all
double decked and mounted on Pcckhani single trucks. The ca-
pacity of the new motor cars is 26 persons inside and 26 out-
side. The trailers carry 20 outside and 20 inside. The old cars are
very narrow, being only 6 ft. over all. The new ones are 6 ft. 6 in.
The extra 6 in. adds a great deal to the convenience of the cars.

no I
Ooubfe Trach BrocheT Arfti
rSj "Rod ^z*..

G^KDt^ ! J

no J
iinale JracH dracHet Arm for Currei

ipecia/
Thread

=4^ ^^'^^^^^

■'^m-Qr.

■^ „ ^ fferMo/D r^'if""

^4B0lt^ : - >r-r^ ::}--■

Derail of Ai and As, for Ai\^\ . ~-
Uit Bolt tor Ouom Wire - iC"?^ ■
Oi 6IJ0i*'n for A^

.^J^iiiii^

^?!^_

FIG. 5-DET.\ILS OF BRACKET .\RMS AND HANGERS.

of the trolley wheel on the wire. ^[r. Winslow designed a special
standard which is shown in Fig. 6. The springs are placed ver-
tically within the standard; the swivel head of the standard and the
pivot of the trolley arm are both provided with ball bearings. The
trolley arm on the short end has a cam so designed that the ef-

The car bodies were all furnished by the Brush Electric Co. The
cars having reversible back seats are much more popular than
those which have one long double seat running the whole length
of the top of the car. The passengers much prefer facing the direc-
tion the car is moving.

140

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

Fig. 7 is a section of llio wlu-cls used, and shows the shallow
(langes used.

Coventry has been fortunate in having its tramway lines placed
in such good hands as the New General Traction Co.. Ltd., and

PREPARING FOR A CONVENTION.

FIG. 6-TR0I,LEY STAND.^RD.

Mr. I. E. Winslow deserves much credit for the pioneer work he
has done in constructing this road. He is one of the engineers in
England who does not befriend side trolley wire and the swivel

FIG. 7— .SECTION OF tAK WHEEL.

trolley wheel and stand, and if the reports that come from some
roads using the swivel trolley and side wire system are true, he
certainly has good grounds for the position he takes. Mr. R. T.
Whitehead is resident engineer and manager of the system.

The Cleveland Electric Ry. has let the contract for an addition
to its Cedar Ave. power house and will install a l,6oo-kw. unit.

The Consolidated Street Railway Co., of Worcester, Mass., takes
an active interest in the welfare of its men and has arranged a
number of pleasant concerts and entertainments for their benefit.
It also permits sacred services to be held Sunday mornings, at
the car barn, and which are conducted by pastors from the diflferent
churches in the city.

Mr. A\'. H. Holmes, president of the Metropolitan Street Railway
Co., of Kansas City, is making preparations for handling the
crowds which will be at the city during the Democratic convention
in July next. The company has had much experience with crowds
during the carnival weeks and Mr. Holmes e.xpccts tliat with the
sundry improvements, which will be conipleted before July, lie can
show visitors a model transportation system.

MAINE COMMISSIONERS MAKE DECISION.

At a recent hearing the Railroad Commissioners of Maine re-
fused to approve the aiiplication of the Biddeford, Kennebunk &
Wells Electric Railroad Co., of which the promoters are William
.'\. Roberts, Edgar A. Hubbard, Ex-Mayor Chas. S. Hamilton,
E.>c-Mayor Jas. O. Bradbury of Saco. Me., and others, for jiower
to build an electric railway from Biddeford to Wells, through the
towns of Kennebunk and Kennebunkport, on the ground that the
route of the proposed road was in part over Main St. in Kenne-
bunk, where the tracks of another company are already laid. An
appeal will probably be made to the courts from this ruling.

Referring to the "good faith" required by the statutes of pro-
moters applying for permission to construct, maintain and operate
an electric railway the Commissioners said: "Of course the high
standard of faith, which is defined as 'the substance of things hoped
for, and the evidence of things not seen,' cannot be expected in
street railway affidavits, yet those who make them should not be
wholly satisfied with mere form, when the substance may be en-
tirely lacking."

The Board also makes the ruling tliat under the public laws of
the state the charter of any electric railroad company becomes
null and void if the road is not built within two years. According
to this, it is stated the charter of the Saco River Electric Railway
Co., whose road is not completed, expired last July.

The present commissioners since they have been in office have
approved the articles of association of 10 electric railway companies.
* » »

OPERATING CONDITIONS IN TOKYO.

From the Japan-American Commercial Journal, published at
Tokyo, Japan, we take the following information concerning the
conditions under which the Council of Aldermen in that city has
granted franchises to a new tramway company.

The total length of the routes shall be 200 miles. When the city
deems it necessary, for the purpose of improving, relaying or re-
constructing roads, sewers or water pipes, it may remove the
street railway tracks without paying compensation. The motive
power is to be compressed air, storage batteries or the single or
double overhead trolley system. In case the single overhead sys-
tem is used, the concession shall be granted only when all possible
precautions have been provided to prevent leakage currents from
the return circuit.

After paying a dividend of 7 per cent in any one year, and the
necessary charges to sinking fund, the company shall pay to the
city one-third of the remaining surplus.

Other conditions are: Where streets are not wide enough to
permit tracks to be laid the company shall widen such streets at its
own expense; the company shall keep in good repair a strip of the
street 18 in. wide on both sides of its tracks; it must sprinkle the
streets in summer and remove snow in winter: it shall bear a share
of the expense incidental to the repairing, widening or building of
bridges and drains on its route; when altering or fixing the- rates
of fares the company shall first secure the consent of the city; on
the expiration of the term of charter the city may buy up the whole
concern at current valuation; the city reserves the privilege of
appointing an official supervisor for the company when it deems
such a step necessary, and also of examining its books at any time.
♦-»♦

The Grand Rapids (Mich.), Holland & Lake Michigan Rapid
Ky. hopes to have its cars running by May.

The services of a wife are valued at $12 a week according to a
suit brought against the Harrisburg (Pa.) Traction Co., by the
husband of a woman injured by one of defendant's cars.

MaH. 15. IIJDO, )

STRF.r.T RAILWAY RliVlEW.

141

Street Railway Mutual Benefit Associations,

'JMic Uiiilcd Traction Relief Associalioii, of Allegheny City, Pa.,
llu II known as llie Pleasant Valley Ueneficial Society, of Allegheny,
Pa., anil composed of employes and ex-employes of the l-Y'dcral
Street & Pleasant Valley Passenger Railway Co., was organized in
May, 1893, with 50 members. The name was changed in June, 1897,
because of changes in the street railway company. Up to Dec. 31,
1895, the total receipts of the association w-cre $3,904, and $2,376 had
been paid for side benefits and $600 for death benefits.

Later financi.il figures are not at hand except for the year 1899,
when the death claims paid amounted to $600 and the sick benefits
to $1,860. The present membership is 310.

From a copy of the constitution and by-laws for which we arc
indebted to the secretary, Mr. S. S. Perrine, the following data arc
taken: Any person in the employ of the United Traction Co. who
is in good health is eligible to membership, and shall retain his
membership upon leaving the company's service so long as he shall
be in good standing with the association; but having left the com-
I>any's service and also withdrawing from the association, he can-
not again become a member unless he shall first be employed by the
company.

The admission fee is $1.00, and the dues 10 cents per week, which
amounts the member authorizes the paymaster of the United Trac-
tion Co. to withhold from wages due. In event these dues will not
pay the benefits provided an assessment to pay death benefits will be
made. When in arrears for 13 weeks a member is suspended, and if
his dues remain unpaid after 24 weeks his name is dropped from the
rolls. Men may be reinstated by a majority vote, but cannot partici-
IKite in benefits till four weeks after all dues have been paid up.

When a member shall be reported sick, and the illness is not the
result of intemperance or vicious habits, he shall be entitled to $5.00
per week beginning after the third day's illness, unless the disability
is the result of accident in which case the benefits begin with the
first day. Benefits will not be allowed to continue for more than 12
successive weeks, in which case 12 weeks more must elapse when
benefits may be paid for another 12 weeks if necessary; after paying
benefits for 24 weeks, further claims for that particular illness will
not be recognized.

On the death of a member $100 will be paid to his beneficiaries.

The elective oflicers are a president, a vice-president, and a sec-
retary and treasurer. The relief committee consists of five mem-
bers appointed by the president and serve without pay for terms not
longer than three months. The secretary and treasurer is paid a
salary of $100 per annum. The company's paymaster merely deducts
llie dues from the men's wages and his responsibility ceases when
the monev so collected is turned over to the association's treasurer.

The Employes Mutual Benefit Association of the Syracuse (N.
Y.) Rapid Transit Co. was organized Jan. i, 1899, largely through
the efforts of Mr. C. Loomis .\llcn, then general manager of the
company, and now has a membership of 148. Mr. Theodore Morri-
son, secretary of tlie association, has sent us a membership book
which contains the constitution and by-laws and a certificate of
membership which is signed by the secretary and issued to the new
member.

Membership is limited to employes of tlic company and terminates
on leaving its service. All persons who had been in the employ of
the company for three months on Dec. i. 1899. and those entering
the service later who are between the ages of 21 and 45 years are
eligible to membership on passing the medical examination.

The dues are $1.00 initiation, 50 cents per month, and such assess-
ments (not exceeding 50 cents in any one month nor $3.00 in any
one year) as may be necessary to pay the benefits allowed. Dues
are not payable while a member is sick or disabled.

The sick benefit is $1 per day after the first seven days and no mem-
ber shall draw more than $90 sick benefits in any one year. In case
of death the beneficiaries of the deceased receive $150, but out of
this sum the association in its discretion may expend not exceeding
$60 for funeral expenses and $40 for other urgent expenses incidental
to the death of a member.

The officers are a president, a vice-president, a secretary and a
treasurer chosen by the association by ballot. There are also eight
trustees who with the president of the association constitute the
executive board; the trustees are apportioned among the different
departments of the service and each is chosen by the members in the

deijartmcnt he represents. Vouchers and warrants on the treasurer
are countersigned by the general manager of the company.

The association has paid $1,033 '" ^<<^l< benefits and $.300 in death
benefits since its organization. At the time of organization the
Syracuse Rapid Transit Railway Co. made a donation of $500 to
the association and provided meeting rooms; in these rooms are
two pool tables and a library.

The New Orleans Traction Co. Employes Aid Association was
organized Mar. 25, 1896, with about 650 members. The management
is by a board consisting of the president of the New Orleans City
Railroad Co., three other active members whom he may appoint
and seven members, one elected from each of the seven branches,
making a governing board of 1 1 members.

Any employe in good jihysical health and of Caucasian birth is
eligible lor membership, and all applicants must submit to medical
examination. The regular dues arc initiation $1.00, and 50 cents per
month; an assessment of 50 cents is levied upon the death of a mem-
ber and 25 cents upon the death of a wife of a member or the mother
of an unmarried member dependent upon him for support. Benefits
are also paid on the death of children under 14 years of age.

Sick benefits of $3.00 a week are allowed for six consecutive
months, after which benefits cease. .\ death benefit is an amount
e<iual to 50 cents a member at the time of the death. Besides these
benefits, the association provides a physician for the member and his
family, for medical and minor surgical attendance, and also provides
free medicines for the members and their families.

Since its organization the association has paid 16 death benefits for
members.

The present officers of the association are: President. W. G. Lusk,

painter in the shops; vice-president. H. J. Dole, pitman; secretary,

Kd. Holt, conductor; treasurer. A. H. Ford, secretary and treasurer

of the New Orleans City R. R. The following data are from the

treasurer's annual statement for the year ending Jan. 9, 1900, sent us

by Mr. Ford:

RECEIPTS.

Casli balance on band Feb. 16, 1899 $ 7«5.W

From dues and assessments of mem1)ers 4JilO,Vi

From New Orleans City R. R.— subscription 1,000.00

Total »,V>b.U

DISBURSEMENTS.

5 Member Deatb payments $L,<J72.00

-s Wife and Mother Death payments 400.00

13 Child Death p.iyments ]<)5.0I>

Sick Benefits— 3(»V weeks I,(M9>V>

Physicians" Fees 996J0

DrUL'srists- Fees 880.84

Sundry expense items 138.70

Total Disbursements (4,772.04

Cash in Bank Jan. 9, 1900..

MEMBERSHIP JAN. I. 1900.
Station. Men Attached to Station.

Poland 110

Esplanade 96

Canal 114

Magazine 63

Prvtania 96 ,

.\rabella ; 243

.Annunciation 1X7

Sl.624.10

Members.

51!

fcj

•«

Total .•*»

43b

In touch with the Magazine Station are the shop and power
house employes. 65 in each. Possibly but a small number of these
employes are not eligible to membership in the association, but
many belong to other associations. In addition to these employes,
there are 188 men on the overhead and track forces. A few of the
latter are members of the Aid .\ssociation. but this is a changing
force, which condition keeps many of them out of the association.
The membership of the association at present is principally and
almost entirely among the station and car employes.

Mr. Ford's report concludes: "Since organization, not quite four
years, the receipts from members have been S16.712.77 and subscrip-
tions from the company $3,500. a total 01 $20,212.77, nearly all of
which large amount has been paid out on hundreds of claims for
sickness and death, going directly into the families of our members
and in many cases relieving them of absolute want or helping them
over a hard place while the family support was disabled. Your
treasurer has seen much of these suflferings and can testify to the

142

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

great good our association is doing. Our affairs are in a prosperous
condition and I can see no reason why every fellow-employe should
not be with us and sharing the benefits.

"W'e have passed through the experimental stage, have kept every
promise and paid every obligation, and our association is now upon
a solid foundation and working upon a broad and safe plan. We
should not fail to hold in grateful remembrance the substantial help
our employers are giving us, for to this help is due in great measure
our success."

The Street Car Mutual Benefit .\ssocialiun !.< the organization
formed among the employes of the Union Railroad Co., of Provi-
dence, R. I., and the following concerning the association is ex-
tracted from an "official souvenir" recently issued by it, and of
which we have received a copy from the secretary and treasurer,
Mr. D. S. B. Allardice.

"The association was formed in 1894 by a few conductors and
motormen, who believed in insurance, and especially in that form
that affords assistance to the living in times of sickness and distress.
They reasoned that if it was wise for wealthy men and for men re-
ceiving large incomes or salaries to provide for their families by in-
suring their lives for large sums running up into the thousands, it
was more than wise for the working man, whose daily earnings sup-
port himself and his family, to lay aside a few dollars from time to
time, while enjoying good health, and thus to provide for a future
possible need, rather than to depend upon cold charity when sick-
ness cuts ofT the weekly earnings, and when the expenses for med-
icine, nurses, doctors, food and other supplies are greatly increased
— coming to the member of the association as a right and not as a
charity and when it is inost needed, supplying little comforts and
accompanied by cheering words to the sick one, it brings a gleam
of sunshine and hope into his home and assists his recovery.

"Does a man love his wife, children or parents dependent upon
him for support? Can he be so selfish as to decline to lay aside a
small part of his earnings for their benefit or perhaps for his own
relief when he becomes helpless? Will he permit a fellow employe to
suffer for the want of necessary food and medicine, when that per-
son would hasten to his assistance under like conditions?

"The wisdom as well as the peculiar advantage of this fraternal
assistance has already been well demonstrated in other organizations
of this nature. It is therefore no experiment.

"All intelligent and true men recognize the blessings bestowed
by life insurance. In these insurance companies are found men
noted as governors, statesmen, bankers, manufacturers and other-
wise prominent and whose great wealth would seemingly place
them or their families beyond all possible need Of assistance, and
yet they recognize the uncertainty of wealth and provide for future
emergencies. Far more does the wage-earner need assistance today
or tomorrow when accidents or- sickness overtakes him with no ac-
cumulated wealth to draw from.

"This relief association was organized Nov. 5, 1894, with no funds
in its treasury. It has paid from its receipts to sick members over
$400; and to the widow of the only member dying in that time, $100,
and there still remains on deposit in bank, over $600 for future
needs.

"The only assistance received by the association from the public
was derived from a concert and ball given in Infantry Hall a few
years ago. While this organization has been dispensing its assistance
many of the employes not members of the association have fallen by
the wayside, leaving their families, in many instances, in destitute
circumstances and the objects of pity and charity, when if they had
been members they would have been promptly and kindly relieved.

The business aflfairs of the association are managed carefully and
economically; none of its officers are paid for their services. .-V
board of directors, chosen annually, one from each station, elect
from their own number a president and a vice-president, and from
the association a secretary and treasurer. All employes of the Un-
ion Railroad Co., having been in its employ for six months, between
the ages of 21 and 50. having a good moral character and capable
of passing a physician's examination, may become members of this
association.

The cost of membership is as follows: .Admission fee $5, yearly
dues $8, payable quarterly in advance; assessments, $2 on the death
of each member. The benefits allowed a member are, $5 a week for
13 weeks, after the first week's sickness, and should the sickness

continues they may be continued by a vote of the directors. Upon
the receipt of proof of the death of a member his wife or children
arc paid $100. and this sum is to be made larger when the member-
ship has increased sufficiently to warrant doing so.

"It can thus be clearly seen by this brief sketch of ihcmethods ot
atlfording relief and transacting its business that this association is
not a money-making enterprise, dependent upon trade conditions,
nor a labor union for adjusting troubles bclween the employer and
employed. '

The "souvenir" from which the foregoing history of the associa-
tion is taken is a pamphlet of 68 pages; it includes a copy of the
constitution and by-laws, the portraits ot officers of the association,
officers of the Union Railroad Co., the Governor of Rhode Island
and other prominent persons, and some 42 pages of advertisements.

The Capital Traction Employes' Relief Association is the present
name of an association organized among the employes of the
Washington & Georgetown R. R., of Washington, D. C. The
change in name was a consequence of the absorption of the Wash-
ington & Georgetown road by the Capital Traction. The relief
association was organized Aug. 2, 1886, with a membership of 236,
which increased to 257 in 1889 and to 457 in 1807: the present mem-
bership is 403.

Any employe of the company between the ages of 21 and 50 is
eligible for membership. The management is chosen by ballot on
the first Wednesday in January of each year. There is no initia-
tion fee and the dues are $1 a month with an assessment of 50
cents in case of the death of a member and 25 cents in case of the
death of the wife of a member. The sick benefit is $1 for each day
(except Sunday) so lost, but if a disability shall continue for more
than six months the benefit is reduced to 50 cents per day and
ceases after one year. No sick payments are made in cases of disa-
bility of less than six working days. The death benefit is $100 on
the death of a member and $50 on the death ot a member's wife.
Members withdrawing from the service of the company shall with-
draw from the association and are entitled to receive the full
amount of contributions paid by them less their pro rata share of
disbursements made during the time they were members.

Moneys and securities belonging to the association are entrusted
to the custody of the treasurer of the company, subject to the or-
der of the management. The association now has a surplus of
$5,539.46, of which amount $5,000 was donated by the company.

In addition to the relief features the association receives savings
accounts, on which it pays interest at the rate of 5 per cent per
annum. The amount on deposit January 1st was $67,231.87.

The secretary of the association, Mr. H. D. Crampton, advises
us that by reason of the destruction of the records by fire some time
since, he cannot state the total of death and sick benefits paid. In
a statement concerning this association published in the "Review"
for February, 1897. the total of sick benefits paid up to Jan. i, 1897,
was given as $18,030 and the total of death benefits as $4,000. In
1899 the amounts were $3,090 for sick and $200 for death benefits.

CAPITAL TRACTION EMPLOYES' RELIEF ASSOCIATION.

CERTIFICATE OF PHYSICIAN.

i hcrrby Arrtifij, That on thf.
1 comnirnccd attending^
^To. for

resulting from

d<ite to the rfwy of

from bodily labor.

day of .

18^ .....

hnUliJi^ Ccrlifitalf

. __ . and, that from tkaJ

IS , he /m/,6- heen totally disabled

In my Judgnujit he will not he able to perform his accustomed labor or duties for a
further period of d^ys.

Attending Pftpwioian.

18 Office orresideficr

Form 3.

Mar. 15, ](jctri.]

STREET RAILWAY REVIEW.

14.^

CAriTAI. TKACTION KIWPLOYKS^ KKLIKF ASSOCIATrON.

J^o

Wasiiini;t(jn, D. C,

T///S CERT amis ihtt

employed a$ n ■ hy the Capital Traction

Company, is a tn«mber oj t/its Association, and is rntitleil to all the beurfif^
cii/oyed hy contributors to its RelieJ Fnnd, as herein set forth-

J'retidfut
titer f tar]/.

Con!.titulion and By-Laivs subscribed to by me, this
day of tS

WlTNICSS :

CAPITAL TRACTION EMPLOYEES' RELIEF ASSOCIATION.

APPLICATION FOR MEMBERSHIP.

To iKt Serrflar}/ of the OnpUal Traction

Employees' RelieJ Amsocialion:

Ill prtx'iit i-mploywl as a , hi lh« sorvuw ol llic

Capital Traution Cumiwiny, apply to l» admitteil a nicinber of tlie Capital Traction Empix)veeb' Ke-
i.iEF Association, lii'rcby consenting tn Iw Ixnind by tin- rnles of the Asfociutlon ns set forth in tlie Con-
stitution and By-Laws, which I have nwl (or hnvc honrti rvncj to nic), and also lo conform to, tnd be bound
by, siioh additional by-laws, rules, and regulations as have been, or may hercoftcr be, adopted by its Com-
mittee of Management, in accordance witli llie provisions of its Constitution.

I also ngrw that $1.00. in addition to the death assessments, shall be deducted monthly, in iid%anw,
from the wages that arc now, or mny hcrcalWr becotnc, due nic, in order to socun.' to myself, or in rase n('

my dentil.

or if llicre shall ihcn be no sucli [M-rson, lo my 1(^1 reprcsciitalivcs, the bonefitu and retnrii fcf contribu-
tion sev'ored by siiid rnles, by-lawa, and regit Litinns to contributors to its relief fund.

I certify that I am correct and temperate in my babilH^ that I am now in good healtb; that 1 have
no injury or disease which will tend lo shorten my life, and that I am. years of age.

I do hereby acknowledge, consent, and agree that my suspension or discharge from, or voluntary S"'V-
erance of my connection witli. the Capital Traction Company shall forfeit my rights of mcmlicrsbip in
the above-name*] Association, and all heiieRls arininjL; tUercfmm, except the return of contributions as pro-
vided for in its Const i tut ion-and By-Ivaws.

In witness horet>f, I have signe*! these uresoiits this __

day of _ .,18

^ _ „..,.„. [seal.]

Form 2.

RECEIPT FOR SICK ALLOWANCE.

flccaloca I1<>< dR)' rmm the CAPITAL TRACTION EMPLOYES* RELIEF ASSOCIATION, by lb« band««r lh«Tr»sur>r. the
"'">' 'i' Doll«ri

(* 1, Ihrtiauic being full itllowBnoo, wblcb, uk mrmhpr "f ialil AMoclMUnn, I biii FiuKInt tn rmrlv*

rrom Its runili tm Ihp p^tloil ix>mm«nrln|t uid ending 1-<

b]r n»Mu orslclinma Incurred ID tbo wrvlrc of tbp L^plUI Tntcllaa Compkny.

I dccUre, on honor, Ihnt during Ihv prrlod above tUled I bax-p not b««n kMv, hy rf-ii»n i<f HHld nlckiicw. [•> pcrr-tnii my
Hocustomfd Irbor; and bavc not done work of any kind fnr pfty

(Hgn)

Strmbtr a/ AitKia'imu

ISEM..J

I i

This association was organized lliroiiKJi the efforts of Mr. Henry
Jliirt, who was then president of the VVashinKton & Georgetown
company.

The constitution and hy-Iaws of the association are printed on
I he first paKcs of the individual pass books, one of which is issued
to each member and in which his account with the association is
Kept. These books arc about 4 x 6 in. and contain .14 blank pa^cs
rilled for the account. Following the constitution an<l by-laws is a
certificate of membership shown in Form i.

The application form is printed on a sheet 8 x 10 in. and is
shown reduced in Form 2. The physician's certificate of disability
and the receipt for benefit received are on opposite sides of a sheet
7 \ S in., ami are shown reduced in Fortns 3 and 4.

INSTRUCTION BY CORRESPONDENCE.

During the last 10 years an entirely novel method of education has
been developed in this country and has proved to be extremely pop-
ular because the instruction, being carried on by correspondence,
was available to a very large number who had neither time nor
money for a regular course in the engineering schools.

The growth of the fnternational Correspondence Schools of
Scranton, Pa., which are typical of this method of education, has
been so rapid as to be phenomenal. They developed originally from
a demand made by the miners of Pennsylvania for education to help
lliem pass the mine law examinations. Mr. T. J. Foster, manager
of "The Colliery Engineer and Metal Miner," Scranton, prepared,
ill i8gi, a course of study in mining to meet this demand, and from
this small beginning the schools have grown until now there arc
some 70 separate courses with 150,000 students enrolled.

The system of instruction is based fundamentally on "instruction
]>apcrs," which are pamphlets of from ,30 lo 150 pages, convenient
for the pocket and hence for study at any available time. These
papers are frequently revised to make them clearer on points which
correspondence with students shows are most difllcult. are made as
simple in style as the subject will permit and are freely illustrated.
Each course is made up of from i to 60 instruction papers and ac-
companying "question papers" containing test questions. These
|)apers becoine the property of the student, who, however, agrees
to reserve them solely for his own use.

The instruction of a student is carried on as follows: When he
enrolls he is .sent the first two instruction papers with their ques-
tion papers. Alter thoroughly studying the first instruction paper
ho writes his answers to the test questions and sends his work to
the Schoois for examination and correction, and continues with the
second paper. All corrections arc noted in red ink upon the stu-
dent's work, which is then returned to him with suggestions for im-
provement, and so on until the course is finished. The student is
obliged to pass a final examination in all the subjects before a
diploma is issued to him.

When a student desires assistance imm liis instructors he uses an
"information blank" provided for the purpose, and the informa-
tion is promptly given him in personal letters. If he fails to send in
work within a reasonable time it is presumed that he is not pro-
gressing and he is urged to resuine. A special instructor is pro-
vided for him if he so desires; thus many backward students are en-
abled to finish their courses. Each student is provided with a com-
plete set of instruction papers in the form of bound volumes.

The subjects taught by mail include all branches of mechanical,
electrical, steam and civil engineering, mining, architecture, plumb-
ing, chemistry, bookkeeping, stenography, lettering and English
branches.

That new lines often create their own traffic is well shown in the
case of the extension of the Helena Power & Light Co.. of Helena.
^font., to East Helena. The new branch runs through a thinly
populated country to the little smelting town, but the travel has
already reached large proportions and is increasing.

Form 4.

The Toledo (O.) Traction Co.. in anticipation of next summer's
demands, has ordered 13 new 38-ft. motor cars, having a seating
capacity of 65 passengers each.

144 STREET RAILWAY REVIEW. [Vol. X, No. 3-

Operating Expenses of Connecticut Roads in 1699.

In accordance with our custom, wc give below extracts from
the report of the Railroad Commissioners of Connecticut and item-
ized statements of operating expenses on a car-mile basis. The
report covers the year ending June 30, 1899.

Since the 1898 report, the Waterbury Traction Co., the Central
Railway & Electric Co. (New Britain), and the Norwalk Street
Railway Co. have passed imder the control of the Connecticut
Lighting & Power Co. The Fair Haven & Westville road has
acquired the New Haven Street Ry. The Hartford & West Hart-
ford Horse Ry. has been placed in receiver's hands. The Milford
Street Railway Co. and the Mcriden, Southington & Compouncc
Tramway Co. present their first reports this year.

The street railways of the state carried 59,084,702 passengers
during the year, as against 50,269,468 passengers carried by the
steam roads of the state which have more than seven times the
mileage.

The total length of street railways in operation June 30, 1899,
was 416.233 miles, exclusive of 26.351 miles of siding; the increase
during the year was 29.222 miles of main track and 1.956 miles
of siding. The roads having the greatest mileage are the Hart-
ford Street Ry., 65.9 miles; Fair Haven & Westville R. R., 60.9
miles; Bridgeport Traction Co., 53.6 miles; Connecticut Light &
I'ower Co., 25.6 miles.

The total capital stock authorized is $23,328,000, of which $12,-
715.948 is issued; the increase during the year was $2,264,908. Per
mile of road the capitalization is $30,550.07, not including sidings,
and $28,731.15 including sidings.

The total amount of bond issued is $10,608,800. an increase of
$580,000 during the year. Per mile of road the bonded debt is
$25,487.65, not including sidings, or $23,970.14, sidings included.

The floating indcblcdnerts is $1,341,314.31, an increase of $582,-
486.27 over the previous year. The total of stock, bonds and float-
ing debt is $59,260.23 per mile of track not including sidings, or
$55,731.94 per niile including sidings.

The cost of construction is placed at $50,452.17 per mile not
including sidings and $47,4.18.30 per mile including sidings. The
corresponding figures for cost of equipment are $6,162.34 and
$S.79S-43- The totals are $56,614.50 and $53,243.71. The figures in-
clude the cost of lighting plants in some instances.

The gross earnings were $3,040,886.83, which is $7,305.73 per mile
of track operated, $0.2082 per car-mile and $0.05147 per passenger.

Operating expenses were $1,919,378.24, being 63 per cent of the
gross earnings. The operating expenses were $4,611.31 per mile of
track, $0.1314 per car-mile and $0.03248 per passenger.

Dividends were paid by 15 out of 31 companies reporting, the
amount being $343,000 on $9,940,000 of capital. No dididends were
paid on $2,775,948 of capital stock.

Interest charges were $468,848.26, including all of the bonded
debts save that of the Hartford & West Hartford Horse R. R.

The taxes paid aggregate $150,276.61, which is .7 per cent on the
cost of construction, 4.9 per cent of the gross earnings and 13 per
cent of the net earnings.

Pages 55 to 123 of the report are devoted to a reprint of the
"Standard System" of street railway accounting, which has been
made compulsory for the street railways of Connecticut.

In the following statements, the trackage is measured as single
track exclusive of switches and sidings, and the costs are in cents
per car-mile:

BRIDGEPORT TRACTION CO.

Track operated, 53.60 miles; closed cars, 53; open cars, 35;

equipped with motors, 71; snow plows, 7; car-miles run, 1,911,373;

passengers carried, 6,943,559; passengers per car-mile, 3.633; round

trips run, 329,465; employes, 200; fare, 5. 10 and 15 cents; operating

expenses, 53.7 per cent of earnings.

Repairs of roadbed and track 3126

Repairs of buildings and fixtures 1511

Repairs of electric line construction 5107

Removal of snow and ice 5838

Repairs of cars 3889

Repairs of electrical car equipment 5544

Care of horses 1022

Electric motive power 8700

Wages, conducting transportation 46397

Wages and salaries, other 6042

Damages 1175

Insurance (fire and accident) 5946

Legal expenses 3474

General expenses and miscellaneous 2705

Total expenses per car-mile 10.0527

Receipts from passengers per car-mile 18.1673

Earnings per car-mile 1S.7130

BRISTOL & PLAINVILLE TRAMWAY CO.

Road operated, 7.34 miles; closed cars, 5; open cars, to; equipped
with motors, 14; snow plows, i; car-miles run, 208,175; passengers
carried, 735.790; passengers per car-mile, 3.535; round trips run,
23.065; employes, 30; fare, 5 and 10 cents, 4-cent commutation, 3-
cent school; operating expenses, 80.3 per cent of passenger earnings.

Repairs of roadbed and track 9262

Repairs of buildings and fixtures 0107

Repairs of electric line construction 0372

Removal of snow and ice 2906

Repairs of cars 4459

Repairs of electrical car equipment 2370

Electric motive power 2.4994

Wages, conducting transportation 6.1223

Wages and salaries, other 8647

Damages 0663

Insurance 4564

Legal expenses 3883

Park expenses 1.0017

General expenses and miscellaneous 6643

Total expenses per car-mile 14.01 10

Receipts from passengers per car-mile 17-4033

CONNECTICUT LIGHTING & POWER CO.. NEW BRIT-
AIN (FORMERLY CENTRAL RAILWAY &
ELECTRIC CO.).

Road operated, 16.55 miles; closed cars, 16; open cars, 22;

equipped with motors, 32; snow plows, 4; car-miles run, 450,219;

passengers carried, 2,078,275; passengers per car-mile, 4.616; round

trips run, 79,985; employes, 85; fare, 5, 8 and 10 cents; operating

expenses 69.2 per cent of earnings.

Repairs of roadbed and track 8226

Repairs of buildings and fixtures 0176

Repairs of electric line construction 2035

Removal of snow and ice 5993

Repairs of cars' 9048

Repairs of electrical car equipment 2677

Electric motive power 2.3851

Wages, conducting transportation 5-5599

Wages and salaries, other 5504

Damages 0194

Insurance 1.4480

Legal expenses 0515

Park expenses > 7257

General expenses and miscellaneous 6661

Total expenses per car-mile 14.0648

Receipts from passengers per car-mile ;.. 19.3514

Earnings per car-mile 20.3260

CONNECTICUT LIGHTING & POWER CO., WATERBURY
DISTRICT (FORMERLY WATERBURY' TRACTION CO.).

Road operated, 13.04 miles; closed cars, 28; open cars, 30;
equipped with motors, 54; snow plows, 3; car-miles run, 642,836;
passengers carried, 3.897,112; passengers per car-mile, 6.062; round
trips run, 103.680; employes, 100; fare. 5 and 10 cents, 4-cent tickets,
3-cent school; operating expenses, 57.8 per cent of earnings.

Mm(. is, lyno. ]

STkKKT RAILWAY REVIP:W.

145

Kcpaiis of ruiidliuil and track I.022I

Repairs of biiiUIiiigs and fixliircs ' .0283

Repairs of clcclric line constriiclioii 187.3

Removal of snow and ice 4964

J\ei)airs of cars 9232

Rei)airs of electrical car cc|uipnieiit 4736

I'.lectric motive power 3.0030

Wages, conducting transportation 6.9708

Wages and salaries, other 7071

Damages .0601

Insin-ance ' i.'3Si

Legal expenses 1990

Transportation supplies accounts 7340

General expenses -4425

Total expenses per car-mile 16.3890

Passenger receipts per car-mile 28.2848

learnings per car-mile 28.3456

]).\NHURV iS: Uia'MEL STREET RAUAVAV CO.

Road operated, 10.59 niiles; cloScd cars, 13; open cars, 18;
equipped with motors, 25; snow plows, l; car-miles run, 327,511;
passengers carried, 1,132,032; passengers per car-mile, 3.458; round
trips run, 572,044; employes, 45; fare, 5 and 10 cents; operating ex-
penses, 63.6 per cent of earnings.

Repairs of roadbed and tracU 5476

Repairs of electric line construction 0964

Removal of snow and ice 1721

Repairs of cars 5939

Repairs of electrical car equipment 6857

IClectric motive power 2.4749

Blacksmithing 2975

Fires and headlights 1817

Wages, conducting transportation 4,6172

Wages and salaries, other 7420

Insurance .8689

Park expenses 0361

General expenses 0792

Total expenses per car-mile 11. 3933

Passenger receipts per car-mile 17.5808

Earnings per car-mile 17.9161

DERBY STREET RAILWAY CO.

Road operated, 5.89 miles; closed cars, 10; open cars, 15;

equipped with motors, 17; snow plows, i; car-miles run, 231,709;

passengers carried, 1,240,705; passengers per car-mile, 5.355; round

trips run, 51,674; employes, 22; fare, 5 cents; operating expenses,

56.7 per cent of earnings.

Repairs of roadbed and track 2526

Repairs of buildings and fixtures 1483

Repairs of electric line construction 2048

Removal of snow and ice 1250

Repairs of cars 9192

Repairs of electrical cir equipment 9163

Electric inotive power 2.3641

Wages conducting transportation ; . . . 5.1063

Wages and salaries, other 1.2316

Damages 4117

Insurance 0475

Park expenses 15379

General expenses ; 1.0753

Total expenses per car-mile. . .-,-.■. -.-. 14.3409

Passenger receipts per car-mile 24.0293

Earnings per car-mile 25.3019

ENFIELD & LONGMEADOW ELECTRIC RAILWAY CO.

Road operated, 8.36 miles; closed cars, 5; open cars. 5; equipped
with motors, 10; snow plows, i; car-miles run, 190,044; passengers
carried, 480,258; passengers per car-mile, 2.528; round trips run,
11,990; employes, 17; fare, 5 and 10 cents: operating expenses, 77.8
per cent of earnings.

Repairs of roadbed and track 4638

Repairs of buildings and fixtures OS^J

Repairs of electrical line construction 0672

Removal of snow and ice. 1229

Repairs of cars 11(7

Repairs of electrical car equipment 0618

ICIcctric motive power 2.08,17

Wages, conducting transportation 34480

Wages and salaries, other 2.4178

Damages 1461

Insurance 1074

Amusements 0852

General expenses . .7066

Total expenses per car-mile 9.8801

Passenger receipts per car-mile 12.6067

Earnings per car-mile 12.7067

FAIR HAVEN & WESTVILLE RAILROAD CO. (INCLUD
ING NEW HAVEN STREET RAILWAY CO.).

The roads were operated separately for the first four months of
the year. The data below arc for the whole year.

Road operated, 60.9 miles; closed cars, 97; open cars, 99;
equipped with motors, 181; snow plows, 5; car-miles run, 2,942,217;
passengers carried, 11,456,747; passengers per car-mile, 3.894;
round trips run, 276,273 in eight months; employes, 432; fare, S,
10 and 15 cents; operating expenses, 60,1 per cent of earnings.

Repairs of roadbed and track 6379

Repairs of buildings and fixtures 0542

Repairs of electric line construction 2370

Removal of snow and ice 4388

Repairs of cars 7384

Repairs of electrical car equipment 4286

Electric motive power 1.3800

Repairs of machinery and fixtures 0897

Wages, conducting transportation -. 54596

Wages and salaries, other 1.0632

Damages < 1138

Insurance < 0763

Attractions 1654

General expenses 8850

Total expenses per car-mile II-77I3

Passenger receipts per car-mile 19.2477

Earnings per car-mile '9- 5845

HARTFORD, MANCHESTER & ROCKVILLE TRAMWAY

CO.

Road operated, 18.68 miles; closed cars, 12; open cars, 21;

equipped with motors, 33; snow plows, 2; car-miles run, 420,051;

passengers carried, 926,260; passengers per car-mile, 2.205; round

trips run, 33.712; employes, 65; fare, 5, 10 and 15 cents; operating

expenses, 74.1 per cent of passenger earnings.

Repairs of roadbed and track i.35J6

Repairs of buildings and fixtures 12423 .

Repairs of electric line construction 1286

Removal of snow and ice 4190

Repairs of cars 1.3988

Repairs of electrical car equipment 12907

Electric motive power 3-3472

Wages, conducting transportation 50190

Wages and salaries, other 1.9160

Damages 163S

Insurance 2748

Rent of leased line 1667

General expenses 1.2855

Total expenses per car-mile 17.9800

Passenger receipts per car-mil« 24.2643

HARTFORD STREET RAILWAY CO.

Road operated, 70.56 miles; closed cars, 89; open cars, 85;
equipped with motors, 174; snow plows, 16; car-miles run, 3,148,-

146

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

930; passengers carried, :2,596,948; passengers per car-mile, 4.000;

round trips run, 385.569; employes, 550; fare, 5, 10, 15 and 20 cents;

operating expenses, 70.6 per cent ol earnings.

Repairs of roadbed and track 8597

Repairs of buildings and fixtures 1755

Repairs of electric line construction 3184

Removal of snow and ice 3876

Repairs of cars 1.0273

Repairs of electrical car equipment 5498

Electric motive power i.8oi i

Wages, conducting transportation 6.2159

Wages and salaries, other 8508

Damages 2814

Insurance 1879

Legal expenses 1469

Supplies and incidentals 7143

Repairs to machinery and tools 2563

Total expenses per car-mile 137729

Passenger receipts per car-mile 19.3898

Earnings per car-mile i9-5'83

MERIDEN ELECTRIC R.\ILRO.\D CO.

Road operated, 17 miles; closed cars, 22; open cars, 24;
equipped with motors, 22: snow plows, 2; car-miles run, 587,636;
passengers carried, 2.209.458; passengers per car-mile, 3.760; em-
ployes, 70; fare, 5, 10 and 15 cents; operating expenses, 65.9 per
cent of earnings.

Repairs of roadbed and track 8336

Repairs of buildings and fixtures 0871

Repairs of electric line construction 0952

Removal of snow and ice 4228

Repairs of cars 1969

Repairs of electrical car equipment 1314

Electric motive power 1-9777

Wages, conducting transportation 56422

Insurance ISI7

Legal expenses , 0624

Park expenses 10433

Sundries 19336

Total expenses per car-mile 12.5784

Passenger receipts per car-mile 18.1561

Earnings per car-mile 19.0810

.MERIDEX

SOUTHINGTON & COMPOUNCE TR.XMWAY
CO.

Road operated, 8 miles; closed cars, 5; open cars, 4; equipped
with motors, 9; snow plows. I; car-miles run, 218,160; passengers
carried, 495.397; passengers per car-mile, 2.271; round trips run,
'3.635; employes, 16; fare, 5 cents on each of three divisions; oper-
ating expenses, 62.4 per cent of earnings.

Repairs of roadbed and track 2939

Repairs of buildings and fixtures 0018

Repairs of electric line construction 0126

Removal of snow and ice 2175

Repairs of cars 0762

Repairs of electrical car equipment 0360

Electric motive power 1.6507

Wages, conducting transportation 2.9626

Wages and salaries, other 1.9476

Damages 01 14

Insurance 2217

Miscellaneous expenses 3423

Total expenses per car-mile 77747

Passenger receipts per car-mile 11.3520

Earnings per car-mile 12.4557

MIDDLETOWN STREET RAILWAY CO.

Road operated, 9.05 miles; closed cars, 6; open cars, 16; equipped
with motors, 13; snow plows, 2; car-miles run. 199.297; passengers
carried, 880,151; passengers per car-mile, 4.416; round trips run.

44.676; employes, 17; fare, 5 cents; operating expenses, 72.5 per

cent of earnings.

Repairs of roadbed and track 3454

Repairs of buildings and fixtures 1564

Repairs of electric line construction 5027

Removal of snow and ice 4152

Repairs of cars 3650

Repairs of electrical car equipment 3487

Car house expense 6798

Electric motive power 3-7175

Wages, conducting transportation 47030

Wages and salaries, other 7526

Damages 0535

Insurance 2386

Park expenses 2.0244

Sundries 4392

Total expenses per car-mile 14.7432

Passenger receipts per car-mile 18.4489

Earnings per car-mile 20.3268

MILFORD STREET- RAILWAY CO.

Road operated, 13.6 miles; leases cars from Bridgeport Traction
Co.; car-miles run, 153.731; passengers carried, 306,836; passengers
per car-mile, 1.996; round trips run, 9,272; employes, 19; fare, 5,
10, 15 and 20 cents; operating expenses, 69.3 per cent of earnings.

Repairs of roadbed and track 50530

Repairs of electric line construction 4944

Removal of snow and ice 5838

Use of cars, hay and provender 2.9061

Power and wages, conducting transportation 2.6850

Wages and salaries, other 0971

Damages 1243

Miscellaneous 1902

Total expenses per car-mile 12.1366

Earnings per car-mile 17.5200

NEW LONDON STREET RAILWAY CO.

Road operated, 6.96 miles; closed cars, 7; open cars, 16; equipped
with motors, 22; snow plows, 2; car-miles run, 220,427; passengers
carried, 1,210,526; passengers per car-mile, 5.502; round trips run,
36,339; employes, 25; fare, s cents; operating expenses, 58.3 per cent
of earnings.

Repairs of roadbed and track 7418

Repairs of buildings and fixtures 0260

Repairs of electric line construction 1115

Removal of snow and ice 5345

Repairs of cars 6547

Repairs of electrical car equipment 3910

Electric motive power 3-i7oi

Wages, conducting transportation 52482

Wages and salaries, other '-4798

Damages 0152

Insurance 1.2460

Sundries 7227

General expenses 6351

Total expenses per car-mile 14.9784

Passenger earnings per car-mile 25.3723

Earnings per car-mile 25.6698

NORWALK STREET RAILWAY CO.

Road operated, 7.9 miles; closed cars, 11; open cars. 9; equipped
with motors, 19; snow plows, i; car-miles run, 223.916; passengers
carried, 1,020,886; passengers per car-mile, 4.559; round trips run,
36,746; employes, 25; fare, 5 cents; operating expenses, 58.4 per
cent of earnings.

Repairs of roadbed and track 0079

Repairs of buildings and fixtures 0149

Repairs of electric line construction 0562

Removal of snow and ice 2661

Repairs of cars and electrical car equipment 5034

Mar. is, xxif). '

STREET RAILWAY REVIEW.

147

Elci-tric iiinlivi- i»nviT 3-3789

Wages, coiuliictiiig Iransijorlation 5.3018

Wages and salaries, other 1.8782

DaiiiaKCS 0035

Insurance yibd

Legal expenses 1381

Smidries 35^9

General e.xpciises 3543

Total expenses per car-mile 12.9731

Earnings per car-mile 22.2142

NORWAl.K TK.\MW.'\Y CO.

Road operated, 18.33 miles; closed cars, 9; open cars, 16; cqnipped
with motors, 17; snow plows, i; car-miles run, 451,761; passengers
carried, 1,535,601; passengers per car-mile, 3.400; round trips run,
64,251; employes, 50; fare, 5 cents, operating expenses, 63.0 per
cent of earnings.

Repairs of roadbed and track 2750

Repairs of buildings and fi.xtures 0367

Repairs of electric line and track construction 3725

Removal of snow and ice 2946

Repairs of cars and trucks 3000

Repairs of electrical car equipment 2887

Electric motive power 2.1358

Wages, conducting transportation 3.6778

Wages and salaries, other 6831

Damages 0759

Insurance 1386

Legal expenses 1037

Park expenses 2468

General and miscellaneous expenses 1.0413

Total expenses per car-mile 96714

Earnings per car-mile '5.3379

NORWICH STREET R.^ILWAY CO.

Road operated, 12.4 miles; closed cars, 13; open cars, 14; equipped
with motors, 21; snow plows, 2; car-miles run, 295,083; passengers
carried, 1,821.115; passengers per car-mile, 6.173; round trips run,
68.577; employes, 45; fare, 5 cents; operating expenses, 68.2 per
cent of earnings.

Repairs of roadbed and track 1.1370

Repairs of buildings and fixtures 0260

Repairs of electric line construction 2061

Removal of snow and ice 5999

Repairs of cars 4423

Repairs of electrical car equipment 1.0036

Electric motive power 3-7593

Wages conducting transportation 6.1110

Wages and salaries, other 1.8675

Damages 0070

Insurance 1. 0651

Park expenses 2800

General and miscellaneous expenses 1-452?

Total expenses per car-mile 17-9573

Passenger receipts per car-mile 25.9900

Earnings per car-mile 26.3205

SHELTON STREET RAILWAY CO.

Road operated, 2.5 miles; closed cars, 4; equipped with motors,
4; car-miles run, 61,037; passengers carried, 106,104; passengers per
car-mile, 1.740; round trips run, 24.455; employes, 6; fare, 5 cents;
operating expenses, 83.5 per cent of earnings.

Repairs of roadbed, track and bridges 4650

Repairs of buildings and fixtures 0467

Repairs of electric line construction 0041

Removal of snow and. ice 0817

Repairs of cars 37S7

Electric motive power 3.4S44

Wages, conducting transportation 38124

Damages 0164

Other expenses 3375

Total expenses per car-mile 8.6270

Earnings per car-mile 10.3364

STAMFORD STREKT RAILROAD CO.

Road operated, 10.41 miles; closed cars, 9; open cars, 11; equipped
with motors, 15; snow plows, l; car-miles run, 314,001; passengers
carried, 1,026,325; passengers per car-mile, 3.268; employes, 40; fare,
5 cents local; operating expenses, 72.8 per cent of earnings.

Repairs of roadbed and track 2757

Repairs of buildings and fixtures 0428

Repairs of electric line construction 2296

Reinoval of snow and ice 2328

Repairs of cars 3742

Repairs of electrical car equipment 1547

Repairs of mot<irs, trucks and other repairs 5815

Electric motive power 4.OJ43

Wages, conducting transportation 4-59^

Morses and provender 0770

Insurance 0530

General and miscellaneous, expenses 9474

Total expenses per car-mile 11.5962

Passenger receipts per car-mile >S-8375

Earnings per car-mile '5-9370

TORRIKGTON & WINCHESTER STREET RAILWAY CO.

Road operated, 12.56 miles; closed cars, 5; open cars, 9; equipped
with motors, 12; snow plows, 2; car-miles run, 247,527; passengers
carried, 844,984; passengers per car-mile, 3.414; round trips run,
16,198; employes, 27; fare. 5 and 15 cents; operating expenses, 53.7
per cent of earnings.

Repairs of roadbed and track 3618

Repairs of buildings and fixtures 0775

Repairs of electric line construction 0688

Removal of snow and ice 1600

Repairs of cars 2451

Repairs of electrical car equipment 1331

Electric motive power 2. 1306

Wages, conducting transportation 3-'9<M

Car house labor 549'

Wages and salaries, other 6937

Insurance 6725

Amusements 2495

General expenses 2121

Total expenses per car-mile 8.7535

Passenger receipts per car-mile 16.2275

Earnings per car-mile 16.2941

WESTPORT & SAUGATUCK STREET RAILWAY CO.

Road operated, 5.12 miles; closed cars, 3; open cars, 2; equipped
with motors, 5; snow plows, i; car-miles run, 58,757; passengers
carried, 125,214; passengers per car-mile, 2.131; round trips run,
7.776; employes, 6; fare, 5 cents; operating expenses, 98.9 per cent
of earnings.

Repairs of roadbed and track 1.8860

Repairs of buildings and fixtures 0340

Repairs of electric line construction 01 10

Removal of snow and ice 1241

Repairs of cars and electrical car equipment 3311

Wages, conducting transportation 6.0084

Wages and salaries, other 0645

Damages .-f^. , 0213

Insurance 3798

Legal expenses 5236

Other operating expenses '-3522

Total expenses per car-mile 10.7298

Passenger receipts per car-mile 10.6042

Earnings per car-mile 10.7310

148

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

WINCHESTER AVENUE RAILROAD CO.

A LONG VIADUCT.

Road operated, 21.5 miles; closed cars, 42; open cars, 58; equipped
with motors, 68; snow plows, 4; car-miles run, 1,099.558; passengers
carried, 6,014,419; passengers per car-mile, 5.469; employes, 170;
fare, 5 and 10 cents; operating expenses, 58.3 per cent of earnings.

Repairs of roadbed and track 9797

Repairs of buildings and fixtures 1768

Repairs of electric line construction 1025

Removal of snow and ice 2829

Repairs of cars 6389

Repairs of electrical car equipment 5365

Electric motive power 1-7420

Wages, conducting transportation 6.6582

Wages and salaries, other 7500

Damages . . 2434

Insurance ......'..'. 2036

Legal expenses 0772

Attractions 7783

Sundries 8390

General expenses 4208

Total expenses per car-mile 14-4343

Earnings per car-mile 24.7332

• « »

A GALLERY STREET CAR.

Letters patent have been granted to Fred Steflens and Otto F.
Koss of St. Joseph, Mo., for a new design of street car which is
sliown in the accompanying illustration. The objects of the im-
provements are to provide a car having greater seating capacity
than any single compartment car now in use, one that will be
better ventilated and cooler in summer and warmer in winter, that

will be more accessible to
the conductor than a dou-
ble-deck car, and that will
economize in height over
the usual double-deck car.

As will be seen, the lower
portion is constructed sub-
stantially as an ordinary
motor car, except that in
each of the four corners
there is a stairway connect-
ing with the gallery floor
ibove. The gallery flooring
is supported by T iron bars,
which at one end are rigid-
ly fastened to the side posts
of the lower section, and at
the center are arched, to
enable passengers in the
lower compartment to stand
upright in the aisle, the
floor itself not being of
suflicient height above the main floor to permit this. The seats in
the gallery compartment are arranged along this arch, back to
back, as shown.

We publish a description of this car because of its novelty and not
with the idea that the construction will commend itself to .\mcrican
street railway managers.

'■ ■*—*

WEIGHT OF STORAGE BATTERIES FOR
VEHICLES.

STEFFENS AMI KOSS lAK.

Mr. J. Rosset, discussing the "Weight of .Accumulators for Elec-
tric yehicles" in L' Industrie Electrique, gives the equation y = PI
-=- (250 — 1) ; where y is the weight in kilograms of the accumu-
lators,P the weight in kilograms of the vehicle including passengers,
and I the distance run in kilometers.

Reduced to English units this formula becomes: w = Wl -H
(156 — w) ; where W is the weight of the vehicle and load in pounds,
w the weight of the accumulators in pounds, and I the distance run
in miles.

The Wilkesbarre (Pa.) & Wyoming Valley Traction Company
last year completed a viaduct in Wilkesbarre which is over 1,000
ft. long and crosses 19 steam railroad tracks. The viaduct was de-
signed by Thomas Wright, chief engineer of the Traction Com-
pany; the material was furnished by the Pennsylvania Steel Com-
pany.

The street railway track is in Welles street which is parallel to
the tracks of the Delaware & Hudson Canal Company and the Le-
high Valley Railroad. The Delaware & Hudson Canal tracks are
about 35 ft. below, and the Lehigh Valley about 30 ft. below the
grade of Welles street. The viaduct begins at a point 220 ft. from
the line of Welles street, the approach to it being an earth fill on
a down grade of about 3 per cent, and continues in a line at right
angles to that of Welles street for a distance of 560 ft. On the ap-
proacli is located a turn-out there being but a single track laid on
the viaduct.

The first four spans of the viaduct are 40 ft. each in length and
cover the sharp slope from the higher level down to the Dela-
ware & Pludson Canal tracks; these spans are of 48-in. plate gir-
ders. The six succeeding spans are from 45 ft. to 76 ft. in length,
and are of 72-in. plate girders. In crossing the Lehigh Valley
tracks the viaduct is on a skew, the railway track being curved to
a radius of 80 ft. and thence proceeding at right angles to the for-
mer direction; over these tracks the floor of the viaduct is carried
on the lower instead of the upper flanges of the girders, this ar-
rangement giving the same clearance, 21 ft., above these tracks as
above the others.

Up to this point the length is, measuring the periphery of the
curve, 689 ft. and is level;- from here on the structure is 331 ft. long
on a down grade of about 5.5 per cent. From the end of the struct-
ure to Market street is an earth embankment 135 ft. long on the
same grade. Under the descending portion of the viaduct is a
switch of the Lehigh Valley Company which had to be covered to
avoid interference.

The viaduct is 12 ft. wide in clear with hand rails of gas pipe and
fittings. The ties are of 8-in. x 8-in. yellow pine. The trolley poles
are of steel mounted on the side of the bent and braced by yi-'m. x
6-in. plates bolted to the cross ties.

The foundation piers for the structure are of concrete and at
some points are over 20 ft. deep by reason of being located over
the bed of the old canal. The piers are with stones 30 in. square
and 24 in. thick. .Resting on the piers are steel columns to support
the viaduct, and these are fastened to il4-in. rods 5 ft- long, built
into the piers.

INSURING A TRAMWAY BILL.

Street railway presidents and general managers who have spent
time and labor in getting a franchise through a contrarily-minded
city council will be interested to know that in England it is possible
to insure oneself against the risk involved in undertaking such a
task. The following is taken from the Light Railway and Tr;im-
way Journal, of London.

"It is pretty generally known that the uiiderwriters who com-
pose the institution of \vorld-wide reputation called Lloyds, will
insure almost anything, from the risk of twins up to the largest bat-
tleship, but we fancy that a good many of our readers were not
aware that they can irisure a bill in Parliament. That such is the
case, however, is proven by recent happenings in connection with
the Coatbridge & Airdrie Tramways. The Town Council of Coat-
bridge had carefully debated the best plan to adopt in order to
carry out the tramway scheme, and had decided to apply for a
board of trade order, when at the last moment the dean of Guild
(also conveiior of the tramways committee) received a telegram
from Atr. Kennedy, the. Parliamentary agent in London of the
burgh, announcing that the expense of a bill could be insured with
Lloyds for a premium of 10 per cent." In view of the fact that a
bill froiu Parliament gives greater privileges, it was decided to ap-
ply to that body, and take out insurance against possible defeat.

.\rrangements may soon be made by the Chicago & Milwaukee
Electric Railway Co. for furnishing electric lights to all the towns
along the nor'h shore from Waukegan to Evanston.

Mak. is, igoo.'

STREET RAILWAY REVIEW.

14')

A DIFFERENTIAL METHOD OF TESTING RAIL

BONDING AND RETURN CIRCUITS FOR

ELECTRIC RAILWAYS.

IIV I.INrol,.\ NISSI.K^'.

I-;., M. !■;,

l''or tlio past eight or nine years there have apiJeaveil at various
irregular intervals in the cokimns of the technical press, descriptive
articles relative to rail bonding, return circuits and electrolysis of
electric railways.

The instruments and methods employed in making tests, the style
of bonding and the results obtained by the various electric railway
companies who have made investigations in this very important
subject and whose claims from time to time have been advanced
by conceded authorities, dilTer widely, and hence are very confusing
to those who happen to notice the disparity.

In the absence of definite information as to how results have been
obtained in any particular case, and the various different opinions
held by those directing electric railway properties, the electrical
engineer who happens to be making investigations in this field, is
liable to have his report of results obtained classified at once among
those mysterious variables that alTect the economics of operation of
nearly every electric railway in the country — and have his investiga-
tion placed in that category, of being capable only of approximative
predictions.

The writer believes that the attention of investors in electric
railway properties has never been sufficiently called to this matter,
and that in a great many cases they have siifTcred from this lack of
attention to the question; but the past year has witnessed the amal-
gamation of many of the smaller and competing roads into larger
systems. The manifest advantages of such consolidation will be the
placing of such properties in the hands of men who from their
special training and wider experience will organize and operate
them with due regard to technical and financial economies.

This article is, therefore, an attempt to describe a method of test-
ing return circuits of electric railways, a method successfully cm-
ployed by the writer in a recent test made on one of the largest con-
soiidated roads in the country.

For making this test an old i8-ft. car with single motor equip-
ment was fitted up, the necessary instruments and contact arrange-
ments for making observation were devised and installed at very
slight expense, the method of wiring and connecting difTerentially

Trolley

Generator

700 Amperes

SVolts

£*) I Weston Ammeter
Exploring Cable

Differential
Ammeter

5 HP

Uotor

wtSton iTrack
' Volt Meter

life instruments, rheostats, switclies, etc., in testing car, is shown in
wiring diagrams Figs. I and 2, and is sufficiently clear to need no
further description.

The time of making observations and measurements was at night,
this plan being adopted for the purpose of getting uniform condi-
tions throughout the operations, and to avoid, as far as possible, in-
terference with regular car schedules. Fortunately during the time
of taking the observations the condition of track was the same,
there being a dry rail.

The method of taking the readings was as follows: The car was
stopped opposite, or at the place where the observations were to be
taken, if at a fire hydrant, the smaller cable (not shown on Fig. i)
was taken by an assistant and contact made on the composition
valve of the hydrant. Now, if the Weston ammeter indicated that
current was passing, the differential ammeter was switched into
circuit and the current increased by the rheostats to 20 amperes,
whicli was decided upon by former adjustment of the instrument
to be about the best range of its graduation, and within the safe

limits of its windings. With 20 amperes of current flowing (as in-
dicated by the Weston ammeter) from the trolley to the rail and
fire hydrant, the voltage was taken, simultaneously the reading of
the differential ammeter was also taken and the readings noted, and
the difference or proportionate amount of current passing into rail
and hydrant according to the law of divided circuits placed in the
proper column of the record.

In testing bridges, viaducts and other conductors along the lines,
the exploring cable was run out and attached, the differential am-
meter cut out and the current increased to soo and 6oo amperes and
the drop measured. A water rheostat was used in connection with
taking these readings, so as to better guard against the accidental
burning out of the instruments and the possible overloading of the
independent generator used in the car.

After the entire system of trackage was covered by the testing car
operations, and the electrical survey finished, all the notes and data
sheets were calculated and properly reduced to graphic form.

Fig. 3 shows a cross-section sheet with plotted curve derived
from the deiluclions of the notes and covering one of the sliorter

^ — 1 —
87. or.

—

.-^

J . J

c
'5

12.0*

divisions of the road .Ml of the divisions were similarly treated.
and from the curve sheets a map was constructed wherc-on electric
contour lines were drawn, condensing, to a handy and workable
form all the electrical track conditions as they existed at the time
of making the survey. The curve readily shows where the greatest
leakage is taking place between the rails and the water mains. On
this division the two points of the curve show that the pipes in this
part of the system are not within the danger zone as the current is
leaking from the rails to the pipes, but after uncovering the rails at
the two points indicated by the curve it was found that the base of
the rail was nearly eaten away by corrosion. To illustrate further,
it was easy to determine in running the testing car over the various
divisions the portions of track that were in poor shape electrically.
Whenever a portion of the track was reached that was not well
bonded the instruments would show it instantly. Readings in this
test would invariably show an increase of current on the water
main side of the diflferential instrument, indicating of course that
the water main and the intervening soil combined offered the
path of least resistance from the testing car to the station. Within
the danger zones of the metalic conductors underground, the re-
verse would be shown, or in other words the instruments would in-
dicate the underground structures to be positive to the rails, and
the amount of current passing, and the difference of potential could
be determined, in the same way as before. On the better bonded
tracks the current would proportion itself between the rails and the
pipes and in many instances would gradually come back to the rails
and abandon the pipes and vice versa.

At all points where instruments indicated that all the current that
was flowing was returning to the generator by the pipe routes, the
resistance at that point was measured, and also the resistance by
way of the rail route was calculated from the same point of ob-
servation. Taking the cross-section of the rails and assuming them
to be electrically continuous from the car to the generator, anyone
would naturally suppose that the current from the car passing to the
generator would take this route, but in the majority of cases that
have come under the observation of the writer the pipe route is the
path of least resistance back to the station, whether it be one. two
or si.< miles, and if the cross section of the rails be small, but
bonded to their carrying capacity part of the current will still re-
turn to the station by way of the pipe and earth route. The kilo-

150

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

watt curves show this to advantage, and this fact points to the ne-
cessity in the case in hand of connecting the pipes to the rails at the
points of the curve on the water main side of the diagram, or by
connecting the rails at these points to a pre-determined size of re-
turn feeder of such low resistance compared with the earth as to
completely lead away from these two points of positive to earth all
the current that would otherwise escape into the pipe.

Only a slight study of the curve in Fig. 3 is needed to discover the
value of the differential method of testing, which the writer has so
far described. If it is desirable to devise a protective system for all
metallic conductors buried underground, the danger zones can be
easily traced out on the electric contour map and their location rela-
tive to the power stations at once determined. The primary cause
of all the trouble is, of course, poor bonding.

The contour map will show at a glance where this prevails and
the remedy can then be applied at these points. If the underground
metallic conductor to be protected should be the lead sheathing of
the electric railway's own feeders, then a ready means is at hand for
knowing the destructive currents most active. It is certain that
these lead covered cables will be the first to suffer.

If it is advisable to connect the system of trackage to the water
companies' underground piping, then it is only necessary to find on
the plotted curves of each division of the road the lowest points of
the curve and note their location and make the connection at these
points. After one or more of these things have been carried out,
another survey of the lines should be made with the testing car, the
data thus gathered to be again reduced to graphic form and the
electric contour drawn on the original map. using ink of a different
color.

A comparative study can now be made of the two surveys and if
we desire to go further into the study of the condition, calculating
from the mean areas of the contours will give the approximate re-
turn reduced to dollars, on the money invested for bonding after the
first survey was made. It will now also be found that the areas of
the danger zones have been reduced very much in size and have
shifted into new locations .and are now confined to small areas in
close proximity to the power station or stations, where they belong
and can be further treated in these newer locations much more
economically and with greater certainty.

It w-ill readily be seen from the above that in a further study of
the contour map. other information can be gathered affecting the
economy of other departments of electric railway construction and
operation. In fact there is hardly any limit to the uses of a testing
car, whore these comparative tests may not be employed to advan-
tage. The use of plotted data in graphic form can continually be en-
larged and extended to cover almost every department of electric
railway work.

Every electric railway company should make carefid observations
and measurements at the power stations for the determination of
the existing conditions of the ground return in these stations. One
particular case the writer has recently had to deal with, will suffice
as an illustration of how this important detail is neglected, by some
electric railway companies at least. The location of the station was
about 1,000 ft. from the nearest line of rails. There was found to
be over 4,000,000 c. m. of copper in the feeder leaving the station
switchboard and ramifying to all parts of the system, and supplying
the positive side of the line which was the trolley. As a return for
the negative or rail side of the system was found one 500,000 c. m.
cable fastened with a clampband to the deep well pump and leading
from there to the negative bus bar. This feeder was supplemented
by one of equal cross section leading from the switchboard, over a
pole line to the nearest point of the rails and there tapped in mak-
ing a total of 1,000,000 c. m. for a return of a station in which the
maximum amount of current to be delivered to the line daily
amounted to about 2,100 amperes. There was also found a potential
difference of many volts between the pipes in the station and the
negative bus bar. The investor in electric railway properties has
no protection, no hope for dividends where such an unbalanced,
ohmic condition exists. It has been said that the business of elec-
tric railways is a business of detail; it is hoped by the writer that in-
vestors at least will find it to be true, that it is becoming to be, in
a large measure, an engineering detail. In no other enterprise is a
smattering of knowledge so dangerous as in the direction of electric
railways. We do not insist that in this particular instance the pro-
found mathematics of a Clerk Maxwell need be applied to obtain
results, but rather an abundance of common sense of the broad

gage type. Conditions will, of course, vary in every instance. No
two systems being exactly alike, individual study must be made of
every detail to reach results of best economy. In this instance of
neglected return circuit the only way to realize an ohmic balance
in the distributing system would be to reduce to a minumum the
potential difference betw'cen the piping in the station and the nega-
tive bus bar, thus relieving the pipes from further damage. The
most economical way in the end would be to reduce the potential
difference between all the pipes, and all the parts of the track system
to and below a safe limit by tapping the rails at pre-determined
points with insulated return feeders so calculated as to size that the
proportionate drop in all of them will be the same. This would
necessitate an outlay for additional copper, which would mean an
increase of fixed charges; but the resultant increase of economy of
operation, the saving of fuel, better lighted cars, reduction of re-
pairs to motors, increased speed, and the reduced liability for elec-
trolytic losses would in the opinion of the writer fully warrant a
considerable increase in the fixed charges.

That too large an investment could be made for additional copper
is granted, as well as that there may be too little copper, but there
is a happy medium between the two, in which it is nearly always
possible to confine the case.

It is in place to add here, however, that the return feeders should
not be determined in the perfunctory way that such feeders are
generally put up, but the entire system should be completely worked
out on the electric contour map, and be made exactly analogous to
the trolley and over-head feeder system.

The investigations of the system, at present in vogue, of utilizing
the metal of the rails for taking current back to the station, from
the more distant portion of the line, show that the cross-section of
the rails is sometimes insufficient to bring the current in without
excessive drop. Assume two power stations of a consolidated line
supplying a net work of trackage, and say that for present condi-
tions a drop of 50 volts between the distant ends and the sections
adjacent to station A and station B as a fair basis. It has been
found in the writer's experience of testing such lines, that the drop
is considerably more than this; the great deterioration of bonds,
or no bonds, and the growth of traffic beyond that anticipated when
the lines were built, have more than doubled this drop so that there
is now a potential difference of 100 and even 200 volts between the
grounded return systems in sections between station A and station
B. This potential difference is enough to force the great current
flowing through a wide sweep of area about the system of trackage
and eat whatever metal it can find buried in the ground. Better
bonds, heavier and longer rails, and more return copper can be
added, but so long as the rails only are used as a return the reduc-
tion of the drop between 10 or 15 volts would, under the conditions
assumed, require an excessive coat of the conducting system.

WHY DON'T THEY GET ON?

The burcau-of-information-man in blank depot of blank road —
one of the great roads — yawned and said: "No show for an am-
bitious man in this position; no chance to advance." I asked him
for information as to how to buy my ticket for Crystal, Fla. He
didn't know, and, getting out the Plant System book, he couldn't
find out.

First, it was December 3olh, and he passed out a November
book; all out of tune, as a December book was out changing many
time tables.

Next, he was dumb about sleeper accommodations.

Finally, he wound up by saying: "I guess you know more about
this than I do."

This was the man who yawned and said; "No show in my posi-
tion for an ambitious man."

He cussed his "luck," cussed Carnegie, and Rockefeller for hav-
ing "money to burn." "Them fellers," he said, "had a show," and
more to same intent. He is a twentieth century illustration of the
New Testament, first century parable of the talents: "I know thee.
Lord, that thou wert a hard master, austere. Take your old tal-
ent,— a little bureau of information job is no place in which to
get recognition." Then the Lord took it, and possibly will give it
to Carnegie or Rockefeller, saying: "He will improve it; for to
him that hath shall be given, and to him that hath not, shall be
taken away, even that which he hath." — Graphite.

Mak, is, 1900.]

STREET RAILWAY REVIEW.

ISl

ELECTRIC PILE DRIVER.

By courU-sy <if Mr. A. I.. Kcmpstcr, secretary of tlio Scaltlc
(Wash.) Tniclion Co., \vc have received a plioloRrapli and descrip-
tion of an electric pile driver built in the company's shops after de-
signs of Siipl. N, Law-
son. The company has
alxnit two miles of tres-
tle work alonK the east
shore of Lake Union,
and when it became nec-
essary to replace this
piling last spring the car
shown in the accom-
panying illnstration was
built for the work.

The machine is
mounted on a 30-ft. dou-
ble truck flat car. The
gins arc 35 ft. in height
and in order to permit
the car to pass under
the span wires, the gins
are swrniK from channel

ELECTRIC PILE DKIVEK, SE.\TTI.E.

pins 8 ft. above tlie deck of the car. The hammer is of the ordinary
design weighing 2,400 lb. The motive power is one 15-h. p. F-30
railway motor.

With this pile driver as many as 72 piles were driven in one day,
the average number being 50.

SOME ESTIMATES ON COSTS.

The following table is extracted from an article entitled "The
Commercial Engineer" by Mr. C. W. Bennett, B. M. E., published
in the Wisconsin Engineer. Mr. Bennett is connected with the El-
wood, Ind., plant of the American Tin Plate Co., and the data were
prepared with special reference to rolling mill construction. How-
ever, they should be of value for other shop and manufacturing
buildings.

"The following table of costs has been found very useful and fairly
accurate for estimate work, the various items having been checked
over a number of years" observations and under varying conditions

of locality an<l state of market. The present unstable liiRli prices
quoted on steel products prevent close figures on these lines and
necessitate in the case of steel buildings or machinery the addition
of a percentage to ihe average cost, which percentage at present
is about one hundred. Where a ranging price on material or labor
is given the one best suited to the particular locality is of course to
be selected."

TAIII.K tjy COSTS VSV.lt IN KMTIMATKS.

Excavalitjii t-artli or clay

E.xcavatiun rock cuttintf

Brick work in fniinilationN and walls—

m.Mi rcil brick -«« x 4 x 2li—»'A to the cu. ft.

Laid in cement.

Cost per H»lO $4.50 lo iS5tl

Labor laving 2.00 to 6.00

Sand- >. .Yd .45 lo .70

Cement iPortland)— .6 sacks of

87 lbs .78 lo 4.511

Lime — 3 bu

Total cost per 1,01)0

S7.73 to «If..iO

t(i AOptrya.
1.70 per yd.

Lime mortar.

$4 511 to « 50

2 00 lo 6 00

.45 to .70

$7 31 lo $12.68

First ijualitv fire brick— (9 x *'A x I'/i) I" lo cu. *l.

Cost per lOOll

Labor laying

Fire-claj- Co ton)

Total

Masonry Rubble; 16?^ cu. ft. equal 1 perch

$22 rjo
4.50
l.OU

S27.Sa

Cost per jjerch

Labor laving

Sandl'5 yd.)

Cement ;5 sacks of 87 lb)

Laid in Cement,
9) (* to Jl 35
.80 to 2.00
30 to .45

Lime Mortar.

SOW) to $1 35
.80 to 2 00
.30 lo .45

.65 lo 1.30 2ba. .24 lo

.32

Total.

nticretin^ for foundations —

Crushed stone 1yd.)

Labor

Sand It vd.)

Cement (6 sacks of 87 lb.) .

r2 « lo 55 10

51 "M lo 54.12

»1.7»

.80
.00
.78

Total $4 .2J

Mill Uuildinps. Safe load on roof 40 lb. per square ft. ground area.

Horizontal wind pressure V) lb. per sq. ft.

.Foundations and floors not included.!

Iron or steel throughout. .5') ft. span. l.H ft. columcs 90

Iron or steel throughout, 65 ft. span, 25 ft. columns, crane run-
way

Iron or steel throughout, 60 ft. span. )0 ft. columns, crane

runway, brick curtains, a.sbestos roof

Iron or steel throughout, 50 ft. span. 30 ft. columns, slate roof
Brick— .50 ft. span, IS ft. height, walls 18 ft. high, wood

trusses, iron roof

Frame, for shop and factory purposes 40 lo

Foundation walls for brick'building 10 to .15 sq. fl.

Piers for iron building

Flooring 2 in. oak plank, (>(X) lbs. per sq. ft. aet load)

Hard burned paving brick

Cast iron plates— ;\ in. thick

40 tq. fl.

SO sq. fl.

70 sq. ft.
SO sq. fl.

50 sq. fl.
60 sq. fl.
bid. area

02 sq. fl.

14 sq. ft.

00 sq. ft.

35 sq. ft.

Actual floor space Cost per h. p.

Boilers occupied per h.p. set up complete.

Return tubular 90.S5 lo 51.K sq. ft. j Q fm to Sll.Ofl

Water tube 66 to .S5 sq. ft. 11 O1.1 lo 14.00

Piping and Boiler Connections.

Steam header and boiler pipes - .50.80 per h. p.

Feedpumps 40 per h. p.

Steam line to engines, 10 in. erected 3.25 per ft.

Cast iron water line 12 in 2.45perft.

Engines F. O. B. plant, per h.p .

Cross Tandem

Simple. Compound. Compound.

J7 to J9 513 to 515 «9 to 514

"The preceding table does not pretend to be strictly accurate in
the matter of costs, but serves as a good guide in the making up of
preliminary estimates. As showing the difficulty of establishing a
ti.xed line of prices, the particular item of steel buildings may be
noted; the prices given in the table are tlie average that have pre-
vailed for the past few years. A building that per the table would
cost 40 cents a square foot, at the present writing would be quoted
at 80 cents a square foot, or an advance of lOO per cent, as before
remarked. This is due to extraordinary conditions in the steel trade,
but it may confidently be e.xpeeted that the immense producing ca-
pacity of the country, which is being rapidly increased by the con-
struction of numerous large steel plants, will shortly have the effect
of bringing the price of steel down to the average of the past seven

152

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

years. It was thought best to give average prices in the table and
then make due allowance for a phenomenal condition. A few further
remarks as to the conditions governing some of the other items
herewith attach.

"E.xcavation for the ordinary mill foundation is usually performed
by hand labor with whccl-barrows. If the dirt is wheeled over loo
ft. the cost may reach 50 cents or more per yard; on the other hand
if shoveling directly into cars is possible, or if wheel scrapers are
used to good advantage, the cost may be as low as 20 cents.

"Foundation structure is governed largely by local conditions.
It is assumed that hard-pan, stiflf clay, or other bed can be uncov-
ered within a few feet of the surface. Soft, marshy, or quicksand
formations requiring the use of piling, need special treatment in
every particular case. Of the materials ordinarily used, brick and
limestone, cither makes an excellent foundation when properly put
in. The expression 'foundations are often too light but never too
heavy' deserves a wide and emphatic publication. Poorly con-
structed masonry, or insufficient depth of same, are exceedingly
difficult things to rectify after a foundation is once in place. Good
cement mortar should always be used below the flooring level and
the top courses laid with porlland to give greater cohesion and
solidity. Financial considerations will advise the use of limestone,
where same can be delivered for 50 cents a perch or thereabouts.
In central Indiana, where the cost reaches $1.35 or more with good
brick at $4.50 or $5.00, the use of the latter material will dominate.
The class of work determines the cost of laying in either case. In
rough foundations the mason will lay as high as 4,000 brick or to
perch of stone per day, but in faced walls of less than 18 in. thickness
the average will be 1,200 brick or 4 perch of stone.

"Mill building specifications often provide for loads of one ton or
more to be suspended from any point of a roof truss, in which case
allowance should be made for the increased weight of material re-
quired. The strain sheet for trusses is usually based on 1,200 lb.
tension, 10.000 lb. compression, 9.000 lb. shear per sq. in. of net sec-
tion of member. Crane runways, say for lo-ton cranes, cost approx-
imately $6.00 per running foot, when put in independent of build-
ing. The commonly specified iron or steel roofing consists of No.
20 corrugated sheets, 2j/2-in. corrugations; for sides of building No.
22 gage is used."

NEW CARS FOR THE CHICAGO UNION TRAC-
TION CO.

The Chicago Union Traction Co. is building at its Madison and
West 40th St. shops, which were described on page 661 of the
"Review" for Oct. 15, 1899, 70 single truck cars 31 ft. long, and
ID double truck cars, 40 ft. long. These cars, which are all of the
open type, are being erected after plans drawn by Mr. F. T. C.
Brydges, superintendent of shops, and the aim is to turn out solid,
substantial rolling stock without "frills" or unnecessary decorative
features, and built to fill the traffic conditions encountered on the
North and West Side lines. The single truck car-bodies have re-
versible seats, ceilings finished in quartered oak, and will be
mounted on Brill E 21 trucks with G. E. No. 52 motors. Curtains
will be supplied by the Curtain Supply Co., of Chicago.

In addition to the construction of tliese new cars, most of the
regular repair work for all the West Side lines of the Union Trac-
tion Co. and also some for the Chicago Consolidated Traction Co.,
which has no repair shops of its own, is being carried out at this
plant. Since our description in the "Review" a number of new
wood and iron working tools have been placed in position to ena-
ble certain classes of repairs to be made with greater dispatch and
economy.

To keep track of the quantity of small tools, as drill points,
punches, wrenches, etc., constantly in use in a large machine shop
such as this, the company employs the numbered check system.
Each man in the shop has a number and is allotted six brass
checks upon which his number is stamped. When he requires some
tool not included in the regular kit that goes with his machine,
he applies to the store keeper and obtains it, and the keeper hangs
upon a small hook in front of the pigeon hole from which the tool
was taken, a check bearing the man's number. In this way the
employe in charge of the store room can quickly tell where every
small tool in the shop is, and it is his duty to see that tools are
returned within a reasonable time, particularly when it is a special

pattern, of which there is a limited luinibcr. When the man re-
turns the borrowed tool the check is taken from the hook and
placed on a board near the store keeper's desk. The checks ar»
not given to the men personally. The store keeper is a mechanic
and busies himself making light electrical repairs and doing odd
jobs of punching and drilling when his services are not otherwise
required.

UNION TRACK JACK.

The accompanying illustrations show the "Union" track jack
which has been perfected by the Morden Frog & Crossing Works,

of South Chicago, 111., for rail-
way track work. Experience
for several years on both
steam and electric roads has
demonstrated that it is ad-
mirably designed for the serv-
ice required. The movement
is simple, the number of parts
small, the frame open so that
dirt does not collect inside and
clog the movements and all
the working parts are easy of
access. A cap or lug is placed
over the fulcrum pin obvi-
ating the use of bushings and
providing double wearing sur-
faces. The teeth on the lift-
ing bar are V^ in. apart and
the full movement of the
lever reaches three teeth; by
taking stroke of one tooth
only with the lever well down,
a very powerful leverage is se-
cured, the arrangement of
bearing pins giving a toggle
joint. The movable fulcrum
permits the pin carrying the
lifting pawl to move in a
straight line, and permits a
lifting pawl that is practically a clutch to be used; there is no rock-
ing motion of the pawl relative to the rack, as occurs where the
pawl pin moves in an arc.

The method of tripping the jack is readily seen by reference to
the three line drawings. No. i shows the position of the pawls
when the bar has been raised to the full extent of a single stroke
of the lever, and is at a point where both pawls are in engage-
ment with the teeth of the bar. To set the pawls to trip remove
the wooden handle, depress the lower pawl by raising the iron
lever socket, until it is low enough to allow A to pass B without
touching. Hold the lever with one hand and lift the front of the
lower pawl, revolving it on the pin, until it comes in contact with
the face of the bar and A has passed by B. Then raise the pawl,
by depressing the lever socket,
until A has passed up back of B,
as shown in No. 2. In this posi-
tion the lower pawl is securely
held out of engagement with the
rack by the upper pawl, which is
still sustaining the load, and the
jack is ready to be tripped. Press
down on the lever socket with the
hand or foot and the lower pawl
will move upward, throwing the
holding pawl out of engagement
and releasing the load.

The pawls will then, as is shown
in No. 3, each be securely held
away from the teeth w-hile the bar
descends. The first upward stroke of the lever releases the pawls
and they engage the bar without further attention. With a weight
of 150 to 200 lb. on the lifting bar there is sufficient friction on
the upper pawl to hold it in place against the weight of the lever
socket when set to trip. This makes it possible to remove the

Mah. is, lyoo.]

STREET RAILWAY REVIEW.

1S3

wcHiiUii lianilU- and scl lln- pawls In trip wlic-ii llic (rack lias been
raised lo Uic |)ropcr lieiKlil, bcfurc iloiiiK any laiiipint^; and the
jack can be tripped instantly and removed in case of emergency,

^nilTJONOrCLtfTtlf
In OlAGfTAM mi

without the necessity of stopping to adjust a l<cy and lower the
load, as with many otiier jacks.

The number of the jack corresponds to the distance in inches
through which it lifts its load. The capacity from No. 14 to No.
18, inclusive, is 12 tons, and they arc exactly alike save in height.
All parts arc malleable iron, except the bar and pawl teeth, which
are of steel.

Ilie under side of the roof, thus keeping ihcm out of the way of
snow water.

The body is a car formerly used as an express car. The weight
complete, when the car is loaded with sand to increase the traction,
is from 9 to 10 Ions.

Mr. Rice advises us (hat Ibis plow has been nccfled several times
this winter and has done its work in a satisfactory manner. Only
two men are required.

» « »

TOLEDO-MONROE ELECTRIC RAILWAY.

The Toledo-Monroe F-leclric Railway Co. was recently formed
by some of Detroit's wealthiest business men, and will build from
Toledo to Monroe, and from Monroe to Monroe Beach fa distance
of about 22 miles), an electric road of the very best character.

It has placed the building and equipping of the road in the hand<
of J. G. White & Co. (well-known contractors and engineers, of
29 Broadway, New York), who will survey the route, plan the
special structures, power house, cars, etc., and supervise the in-
stallation of the entire outfit, turning over the road in complete
working order. The specifications for apparatus arc complete and
cover the very latest and best types.

The power house will be equipped with an alternating current
plant, and current will be distributed to sub-stations at a poten-
tial of 15,000 volts and there converted to direct current at 6co
volts. The cars will be quite similar to those used on the Niagara
Falls & Buffalo road (which was built and equipped by J. G.
White & Co.), and will be equipped with sufTicient motor capacity

SNOW PI,OWS — B.\NGOR, OKONO ,>t OLD lOWN KV.

A MAINE SNOW PLOW.

We are indebted to Mr. W. G. Rice, superintendent of the Ban-
gor, Orono & Old Town Railway Co., of Bangor, Me., for the
accompanying illustration and description of a snow plow built in
the shops of that company. The company formerly had two snow
plows like that shown at the right in the engraving, and the truck
from one of these was lengthened for the new plow and the noses
fastened at the ends. The noses are about 8 ft. 8 in. wide at the base
and arc built of white oak covered with ;4-in. iron plates. When
the wings at the rear of the nose are extended the snow is cleared for
a distance of 6 ft. on either side of the track.

In front of the wheels are the ordinary diggers to clear the rail for
the wheel flanges. The noses have a vertical movement of about 12
in. and the position is readily controlled by means of hoisting appa-
ratus, which is easily operated by one man. The details of this were
worked out by the company's foreman, Mr. A. E. Reynolds.

The motor equipment consists of two 30-h. p. Westinghouse mo-
tors, but the wires are carried directly through the floor and along

for making a maximum speed of between 50 and 60 miles an hour.
T-rails of 70-lb. section will be used and the road will be of the very
best possible character; rock ballast is to be used throughout the
entire length of the line. With the exception of terminal connec-
tions, this road will be built on private right-of-way, and in every
respect will be laid out on the lines of a high-grade steam railroad.
This work was secured for J. G. White & Co. by its agent, the
Michigan Electric Co., of Detroit.

< « »

.A new 24 and 52 by 4S-in. compound Green-Wheelock engine
direct connected to a General Electric generator has been put in
operation at the power house of the Columbus (O.) Street Ry.

The Duluth (..Minn.) Street Radway Co. is making preparation
for improving its service to Park Point, a popular camping ground
and beach. New cars have been ordered and additional switches
will be laid down. .\ large hotel and pavilion will also be erected
at the Point by the company.

154

STREET RAILWAY REVIEW.

[Vol. X, No, 3.

LOSSES DUE TO REMOVAL OF BONDS.

Last month the manager of an intcnirban electric railway which
has suffered the loss of its bonds and direct return wires at the
hands of copper thieves, wrote us requesting information concern-
ing the losses involved, aside from the mere cost of the copper.
This company has secured the conviction of six copper thieves,
the sentences being 18 months in each case, and it is believed that
if the judge understood the full money loss the company suffers
by reason of the impairment of its return lines, heavier sentences
would be imposed.

The road in question operates from i to 14 miles from the power
house.

Following are the replies of several electrical engineers of street
railways to whom the hypothetical question was submitted:

power, to say nothing of the heating of motors caused l)y the im-
perfect circuits."

"C."

"I cannot answer off hand. In fact, it would be impossible to
give any kind of an idea without actually making tests. The re-
sistance of the return, under the conditions mentioned, would very
likely be extremely high, probably so high that on a road i to 14
miles long it would hardly be possible to move a car at the far
end of the line. And again, the small amount of current that
they would be able to have flow would necessarily have to return
by way of the earth, water pipes or other than through the rails."

"A."

"It is a very difficult matter to arrive definitely at an answer to
the question, but I would say that, under ordinary conditions, on
a line having three or four hundred bonds removed, unless of extra
heavy rails with well tightened fish plates, the cars would be prac-
tically at a standstill. On a stretch of road recently acquired where
both bonds and fish plates were very much out of repair, the drop
on the line was enormous. The maximuin voltage obtained from
the car while going up a slight grade was about 300 volts, while the
station voltage was 550. After bonding the rail, this drop was
reduced so that, under similar conditions, 500 volts was obtained.
I should say the only definite way to arrive at the exact loss due to
bends being removed would be to measure the drop on the joint
when properly bonded, then remove the bond and measure the drop
with other conditions the same. The difference between the drop
in these two cases multiplied by the current flowing will give the
loss in watts at that joint, multiplying this by the length of time that
the bond is removed will give the watt-hours of current lost. This
multiplied by the cost of power per watt-hour will give the loss in
dollars and cents due to the bond being removed.

"This on a recent test showed as follows: Current flowing, 99
amperes; drop on joint without bond, .5 volts; drop when bonded,
.001 volt; equaling 3 loss of 49.41 watts per hour. At the rate of
5 cents per kw. h. (average rate charged for electric power) this is
a cost of 2.47 cents per joint per hour. As this is only a test on an
individual joint, the actual conditions on the road referred to may
be Letter or worse according to the condition of the fish plate, as I
have seen the drop across a fish plate without bonds as high as 5
volts."

"B."

"From actual experience with the rail bond question, I have
found that the loss of the copper used for these bonds is a mere
trifle of the actual loss caused by their removal from the rails.
Testing a stretch of track (from which the bonds were stolen for
about 200 yd.) by putting an ammeter in circuit with the car motors,
I found that the increase in amperes was from 20 to 25 per cent;
and this was not confined to that particular place alone, but for all
the track beyond this place and away from the power plant. In
this case there were 5^ miles of track beyond the point where the
bonds had beien removed and the schedule called for three cars
on this portion, each one of which required 20 to 25 per cent more
current to operate it. When new bonds were put in, a test showed
a corresponding reduction in current consumption.

"My experience with another road resulted in practically the
same figures. The fish plates will carry the current so long as the
rail and plates are bright and perfectly tight, but after only one or
two rains rust appears between the plates and rail, and if the bonds
are removed, there is to a certain extent a 'dead section.' All the
tests I have made showed a loss of 20 to 25 per cent, and in one
instance 52 per cent — consequently requiring so much additional

Where the line from which the bonds are removed is part of an
extensive system the loss may not be readily discovered, as is
shown by the following from the engineer of a large road:

"The loss of more or less bonds on a line extending from i to 14
miles from the power house, in my opinion, will depend entirely
upon the condition of the fish phrtes. We have had a similar ex-
perience on a road three miles lon,g where practically four-fifths of
the bonds W'ere stolen and the operating department were not aware
of the loss for some weeks afterwards. Tlic rail was 70-lb. :ind tlic
fish plates were generally tight."

"D."

"We have no data at hand which would show us the loss due to
absence of rail bonds. We do know, however, that if bonds are
removed the rails themselves would deteriorate very rapidly where
heavy currents are used."

"E."

CUTTER FOR ICE ON TROLLEY WIRE.

The Chicago, Harvard & Geneva Lake Ry. has during this
winter made use of a device for cutting sleet from the trolley wire
which will be readily understood from an inspection of the accoin-
panying drawing. It is simply a bar of iron V2 x ij4 in. and about
10 in. long, bent slightly in the middle and with a V-shaped notch
cut in one end. It is clamped to the pole in contact with the harp

CUTTER FOR ICE ON TROI.LEV WIKE.

and replaces the trolley wheel so far as making contact is con-
cerned; when not in use it is clamped to the under side of the pole.

Usually when the wires are so coated with ice as to require the
use of this fork there is a man stationed on top of the car to manip-
ulate the trolley pole.

The experience of this company was that the sleet on its over-
head wires is very hard and forms with extraordinary rapidity,
due to the peculiar atmospheric conditions.

REDUCED FARES AT FORT WAYNE.

As announced in the last issue of the "Review," the Fort Wayne
(Ind.) Traction Co. has placed on sale books of tickets for work-
ing people at the rate of 3^ cents per ticket. In a recent interview,
A. L. Scott, manager of the road, stated that these reduced rates
were for working people only, the term including any person en-
gaged at a regular occupation and drawing a weekly or monthly
salary, as clerks, mechanics, solicitors, bookkeepers, etc. The per-
son must be working for an employer, whose name must be written
on the book. The books will be sold to men only at 100 tickets
for $3.50, but girls or women can purchase 50 tickets at a time at
$1.75. A number of large firms in the city have bought quantities
of the books for the benefit of their employes, allowing the latter
to pay for the tickets in small installments. The books are good
only during the hours of 6 to 7 a. m. and from 5:30 to 7:30 p. m.

The Fort Wayne Traction Co. also sells what it calls a citizens'
4-cent ticket, good at all hours, 'these are issued in books of 25
and too, and the person buying one must give his full name and
this is written on the book. If he wants his family to use the tickets
he must state that fact and the words "and family" will be added.

Mar. 15, K/H).

STREET RAILWAY REVIEW.

ISS

SINGLE RAIL SUSPENSION RAILWAY.

MARYLAND 4-CENT FARE BILL.

There is now ncariiig comijlc.tion in (ii-rinaiiy wliat may safely
said to be the most novel electric railway that ever progressed be-
yond the paper stage. This line extends from the Rittershauscn
railroad station in Bremen, throiigh Klherfcld to the railroad sta-
tion in Vohwinkle, having a length of 8 1-3 miles, all double track,
and the accompanying illu.stralions, which are reproduced from our
German contemporary, the Zeitschrift f\ior Kleinbahnen, will be ol
interest. The structure for a portion of tin- line is built over the

There was last month pending in the Maryland Legislature a
bill providing for lower street car fares in Baltimore. The Senate
gave the opponents of the measure a hearing, and as a result the
bill failed to pass. At this hearing Gen. Mgr. W. A. House, of
the United Railways & Kleclric Co., said:

"Basing our calculations on the passenger earnings for 1899,
which were $4,127,209,77, and upon the theory that all of the reve-
nue passengers carried would avail themselves of the privilege of six
tickets for a (juarter, our passenger earnings would be $.3.4J9..T4'S'',

SKCTIONS.

FIG. 2 — ELEVATION.

River Wupper; the general arrangement is shown in Figs, i and 2.
The cars, seating 50 or 60 passengers, are suspended from above
and run on small double flanged wheels bearing on a single rail.
The arrangement of the truck and the method of preventing de-
railment are very well seen from Figs. 3 and 4, in which c is the
electrical conductor, g the trolley, and s the running rail. The
speed to be attained is 25 to 30 miles per hour.

FIG. 3.

FIG. 4.

The curves are made of 300 ft. radius where possible, though near
the Vohwinkle terminus are some of 100 ft.; in the car shed and
station, shown in plan in Fig. 5, some of the curves have radii as
short as 8 and 9 m. (26.6 ft. and 30 ft.).

The longitudinal portion of the structure is in section like an
I with the lower bar extended, and is built of rolled shapes. The
relative position of the running rails on straight track, on curves,
and at island stations is shown in Figs. 6, 7 and 8, In Figs. 6 and 7

FIG. 6.

FIG. 8.

the two rails are 157H in- c. to c. and at the stations 27S-><; in. c.
to c. The height is such as to bring the cars 16 ft. above the
bridges over the river.

The system is the invention of Mr. Eugene Langen, of Cologne,
and the road is being built by a Nurenburg company.

The postmaster of Chicago contemplates establishing three new
electric railway postoffices, the cars to run over the Clark St.
and Wentworth Ave. lines of the Chicago City Ry., connecting the
Armour, Brighton Park, Stockyards and Englewood postal sta-
tions with the main office. This extension has long been considered
a desirable one, but was impracticable until after the grade cross-
ings at Clark and 16th Sts. were abolished.

showing the enormous decrease of $687,868.29, and to make up this
loss we would have to carry 16,508,839 additional revenue passen-
gers for the year or 45,230 passengers per diem. This statement,
however, that all riders will avail themselves of the privilege of
buying tickets has been questioned, and we are informed that where
six tickets for a quarter are sold 80 per cent of the company's
revenue is in tickets, and upon this basis we will submit the loss
that will be sustained by the company. Taking the passenger
earnings for 1899 as a basis, our earnings would then be $3,576,-
915.12, $2,751,473 from sale of tickets and $825,442 cash, thus show-
ing a loss to the company of $550,294.65, requiring us to carry 13,-
207,072 additional revenue passengers for the year or 36,184 per
diem.

"It has been said that a large number of people now walk be-
cause they will not pay 5 cents, but would ride if six tickets for a
quarter were sold. Is it reasonable to suppose that a man who is

FIG. 5 — TERMINAL STATION.

now walking to save 60 cents per week will spend 50 cents to secure
two free rides? Certainly there is but one answer to this ques-
tion—he'll not do it, and we cannot look for this increase in
passengers from those who do not now ride at all. and surely we
have not the floating population, and must depend entirely upon the
more frequent riding of our old patrons. For the sake of argu-
ment, and admitting that this reduction in fare would become pop-
ular, increasing the riding thereby to the extent that is necessary
to realize the same revenue, how is it to be taken care of? Our
present equipment, taxed to its full capacity, is carrj-ing 235.268
revenue passengers per diem, and should we secure the increased
riding on the 80 per cent basis, or 36,184 additional passengers, we
would be compelled to increase our rolling stock 15 per cent, our
working force in the transportation department, the mechanical
department, our power house capacity, and even the clerical force;
and the fact should not be lost sight of that in handling this greater
number of passengers the liability of accident is proportionately
increased, all without any increase whatever in revenue.

"The company's claim is that it will be injured for the reason
that it must do 20 per cent more business to take in the same amount
of cash, and in doing this increased business it will materially in-
crease its operating expenses; but. assuming that the revenue of the
company will not only equal its present revenue, but will be in-
creased, granting the argument that has been made, that the public

156

STREET RAILWAY REVIEW.

IVoL. X, No. 3-

will ride more and that those who do not now ride will then ride,
wherein lies tlie benefit to the public, when the aggregate amount
of car (arc spent by the public must necessarily be greater than
that now spent, if the argument made by the friends of the bill liold.<
good."

Mr. Robert Grain, counsel for the company, said in part: "An
argument that I understand has weight with you is the fact that six
tickets for a quarter works well in Washington. It is the one city
in the country where it does work well, and the reasons are obvious.
Washington is no criterion for Baltimore. In the first place,
Washington has a large transient population and we have none.
Two things result from this: Many strangers never use tickets at
all and many who do buy them never use them; less than 40 per
cent of the Washington traffic is on tickets and unredeemed tickets
amount to as much as $200,000 a year. But the great reason why
six tickets for a quarter is a success in Washington and would ruin
us is this: Our roads in 1897 carried less than 165.000 per mile; the
Metropolitan, of Washington, in that year carried 766,414 passen-
gers per mile — nearly five times as many. Washington streets have
no hills, no curves, no narrow crowded thoroughfares. There is
less danger of accident, the service can be operated more econom-
ically and there are no burdensome franchise taxes."

FARES AT BUTTE, MONT.

REPORT OF LOUISVILLE RY.

The annual liieeting of the Louisville (Ky.) Railway Co. was
held February 21st. The report of Pres. T. J. Minary gave the
following summary of the business for 1899:

Gross receipts $1,436,828.30

Operating expenses, including taxes, interest
and dividend on preferred stock 1,399,740.06

Net earnings $ 37,088.24

Dividend of I per cent on common stock 35,000.00

Net balance $ 2,088.24

During the year the claim of the city of Louisville for back taxes
has been compromised by the payment of $182,948.71, the same
being 70 per cent of the amount claimed. The power house was
improved at an expense of about $40,000, extensions made to the
lines and some additional rolling stock bought.

The earnings of the company in excess of what was necessary to
meet fixed charges have for some time past been used for improve-
ments, but as this plan did not altogether meet with the approval
of the stockholders, it was at this meeting decided to issue second
mortgage 4V2 per cent bonds to the amount of $2,000,000 upon the
property, to be sold at the rate of not exceeding $200,000 per an-
num, the proceeds to be expended tor extensions and betterments.
The first issue will be as of March 1st, and a 3><^-mile extension will
be built this spring.

♦-•-♦

SPRINGFIELD TROUBLES OVER.

The boycott against the Springfield (111.) Street Railway Co. was
declared off on February 20th. The strike began on October 19th,
the grievance being that the company would not recognize the
union. No cars were run for two days, but the tie-up was of short
duration, as the company found little trouble in securing men to
take charge of the cars in place of the union men who had qiiit
work. The Federation of Labor in a short time decided to put a
'bus line into operation, which for a time was liberally patronized
by a number of union men and sympathizers. After a time the 'bus
line did not pay expenses and the union men who were making
weekly payments for the strike fund became dissatisfied and as a
result objected to making them. The matter was discussed in 3
number of unions, which resulted in the Federation declaring the
boycott off. It is understood that the Federation has contracted
debts to the amount of several hundred dollars.

A company, in which Dr. J. E. Lowes is interested, has been or-
ganized to build a 36 mile interurban electric line from Dayton, O.,
to Greenville, and has secured franchises. Twelve towns are on the
line. Dr. Lowes advises us that work will be commenced about
April first.

The Butte Consolidated Railway Co. in accordance with its
promise made several months ago to the people of Butte has from
lime to time reduced the fare from 10 cents to S cents on its differ-
ent lines until there are but two branches remaining upon which
10 cents is charged, the Meaderville and Boulevard line and the
branch to the Columbia Gardens; in pursuance of this policy the
announcement was made last month that when tickets were pur-
chased in quantities the fare on the Meaderville and Boulevard line
would be S cents, although the regular cash fare would remain at
10 cents for the present.

The company has recently issued a little handbook containing
the following information regarding rates:

Twenty lo-cent tickets will be sold for $iSo

Twenty s-cent tickets for i.oo

I'"ifly 5-cent tickets for 2.50

Twenty students' tickets for 5°

Ten-cent tickets are good for one fare to Columbia Gardens.

Five-cent tickets are good for one fare to cemeteries, Williams-
burg and Meaderville.

Students' tickets good for one tare on all lines at all times during
school days only, tor students over 10 years of age, and good at
all times for children under 10 years old.

During workingmen's hours, from 6 to 8 o'clock a. m., tare on all
lo-cent lines is 5 cents.

Funeral cars from all points on the lines to and from cemetery
for $10, including motor car, seating 40 passengers.

Special cars to and from cemetery from all points in Butte for
$5. from Centerville $7.50, from Meaderville $7.50.

NORTH METROPOLITAN, LONDON.

We are indebted to Mr. R. L. Adamson, a director of the North
Metropolitan Tramways Co., of I^ondon, for a copy of the direc-
tors' report for the halt-year ending Dec. 31, 1899, from which
we take the following data:

The company owns 62^4 miles of trainvvays (nearly all double
lines) and at the close of the half-year owned the following work-
ing stock: 681 street cars .seating from 38 to 52 persons each; 21
omnibuses seating 26 persons each; 6,928 horses; 117 carts, traps,
vans and trolleys; 37 water vans; 19 forage vans; 3 breaks, 3 horse
conveyances.

The following is a comparison between the second half-year of
1899 with that of 1898:

1898. 1899.

Average number of cars run 562.27 566.35

Car-miles run 7,611,207 7,808,075

Passengers carried 80,782,426 81.787.750

Average receipts per passenger... 2.24 cents 2.26 cents
Average receipts per car-mile. .. .23.90 cents 23.66 cents
Percentage of total working and
general expenses to total receipts. 91.63 92.26

Traffic receipts £ 375,796 £ 384,832

A table in the report gives the total traffic receipts for the year
1899 at £749,153. In 1895 they were £471,649.

An interesting item in the horse account is this: "522 horses sold
to War Office."

The company has an outstanding share capital of £1,109,211
and bonds to the amount of £157,700. The dividend declared was
2^2 per cent on the stock.

CARD PARTY ON INTERURBAN CAR.

Mrs. E. E. Downs, wife of the general manager of the Citizens
Traction Co., of Oshkosh, Wis., on February 20th entertained
a whist club of which she is a member on board the interurban
car "Winnebago." Tables were set in the smoking compartment
for refreshments, while in the larger apartment lap-boards were
provided so that the guests might play cards en route. The car
left the Athearn hotel in Oshkosh at 2 p. m. and two hours were
consumed in making the run to Neenah, where the afternoon was
spent at cards and refreshments served. The return trip was made
early in the evening.

Mar. 15, 1000.]

STREET RAILWAY REVIEW.

1S7

CONSOLIDATION IN MASSACHUSETTS.

Tlic iiKiiia^'ii' of llic Massachusetts Electric Cos., Mr. I'. F. Sul-
livan, advises us thai 1,3 of the street railway companies which
I)asscd under its control in June of last year have ceased to exist.
They arc the followiiiK:

Norfolk Suburban Street Railway Co., Norfolk Ceiilr.il Street
Railway Co. and Needham & Boston Street Railway Co., which
have been absorbed by and consolidated with the West Roxbury &
Uoslindalc Street Railway Co.

(Jlouceslcr, ]'"ssex & Beverly Street Railway Co. and Rookport
Street Railway Co., which have been absorbed by and consolidaterl
with the Gloucester Street Railway Co.

Mystic Valley Street Railway Co., Reading & Lowell Street
Railway Co., Salem & Wakefield Street Railway Co. and Wo-
burn & Reading Street Railway Co., which have been absorbed by
and consolid;ited with the Waketield & Stoneham Street Raihvay
Co.

Brockton, Hridgewater & Taunton Street Railway Co., Brock-
ton & ICast Bridgewater Street Railway Co., Boston, Milton &
lirockton Street Railway Co. and Taunton & Brockton Street Rail-
way Co., which have been absorbed by and consolidated with the
Brockton Street Railway Co.

• » »

EXCURSION ON THE DAYTON & WESTERN.

One of the accompanying engravings was made from a photo-
graph taken in August, iSyg, and shows the cars provided to trans-
port an excursion parly delivered to the Dayton & Western Trac-
tion Co. at West Alexandria, C, by the Cincinnati Northern K. R.

THE

(conductor

SHOWS

THE

WAY

ROUTE & RAILROAD CONNECTIONS

Dayton and Western
Traction Company

n.N'* ION OH K)

I'KKSIDKS I ,\ M\N.\t,KK

our second illustration is reproduced from a poster recently put out
by it. The original measures 18 x .12 in. and is printed in red, blue,
yellow and black. The Dayton & Western road extends 25 miles
west from Dayton and through a territory where it does not have
In compete with steam railroads. Since this property was described

A DAVTON KXCIKSIO.N I'AKTV.

in our issue of March, 1899, page 170, Mr. Valentine Winters has
been chosen president and he now holds that office in addition to
the general managership to which he was chosen a year ago.

This company is now equipping all its cars with four G. E. 57
motors instead of two of that size; it has abandoned electric brakes
and adopted the system of the Standard Air Brake Co., using mo-
tor-driven compressors.

* • »

TUNNELS AND FRANCHISES IN CHICAGO.

All of our readers remember the bitter campaign waged between
the street railways of Chicago and the city council over the grant-
ing of 50-year extensions of franchises under the Allen law passed
in 1897; the agitation of the subject resulted in a failure of the
extension ordinance to pass and later in the repeal of the .Mien law
by the Legislature.

At the present time the opening of the Drainage Canal and the
desire of deepening the Chicago River to meet the requirements
of the deep-draft vessels of the lakes will probably bring the ques-
tion up again with prospects of an amicable settlement. The Chi-
cago Union Traction Co. has three tunnels under the Chicago
River which the city wishes to have lowered several feet; the com-
pany wishes to secure extensions to its franchise and permission to
substitute the overhead trolley on its cable lines. It is quite certain
that the street railway cannot afford to incur the expense of lower-
ing the tunnels with only a few years of operating ahead of it. The
city cannot afford to undertake the work itself and the Federal
Government refuses to do anything towards improving the river
until the tunnels are lowered.

We believe the general public would be highly pleased at the
substitution of electricity for the cable and that outside of the City
Hall there is practically no objection to the overhead trolley in
the few dow-n town blocks necessary for loops. The trolley has
given no trouble on any of the present lines and there is no good
reason why the entire system should not be made uniform. It
would greatly facilitate the breaking of blockades and relieve the
few present trunk lines, as electric cars could find exit from the
congested district over several additional routes.

ACCIDENTS IN CLEVELAND.

One thousand persons were in the cars shown in the picture and
were bound for the Soldiers' Home at Dayton.
This company believes in advertising for excursion business and

During the year 1899. 115 damage suits for personal injuries were
brought against the Cleveland Electric Ry., 50 against the Cleve-
land City Ry. and 30 against the various interurban roads. The
amounts claimed ranged from $100 to $25,000, the aggregate being
nearly $2,500,000. Few of these went to trial, however, and the
court dockets show that suits for amounts ranging from $5,oco to
$25,000 were usually compromised for about $150.

158

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

TRAMWAY SITUATION IN BOMBAY.

The municipal corporation of Bombay, India, is now considering
the action which it shall take in the tramway question. The Bom-
bay Tramway Co., which is operating its lines by animal traction,
has made application to the city for permission to adopt elec-
tricity. According to the Tramway Act the municipality was given
the right to purchase the company's property at the end of each
seven years. The first opportunity was offered in 1894, and the
city declined to purchase, being frightened at the value of plant
and good will, which was then estimated at 7,750,000 rupees (at
the present value of silver this is about $2,000,000), and in doubt
as to its ability to profitably operate the lines. The company, in
view of the heavy expeditures it would be called upon to make in
equipping its lines electrically, wishes the city to agree to forego
its right to purchase till 1915.

At present the city has borrowed some 47,500,000 rupees, the debt
limit being 54,000,000 rupees, and it would appear that there are
very serious financial difficulties in the way of a purchase in 1901.
On the other hand, it is contended that if the city waits till 1915
it will have a much greater sum to pay by reason of the extensions
to the tramway system which will inevitably follow the adoption
of electricity as a motive power.

CHICAGO LAND DAMAGE CLAIMS.

In the "Review" for June, 1899, page 376, was noted the decision
of the Circuit Court in a suit for land damage brought against the
Lake Street Elevated R. R., Chicago, by the Chicago Office Build-
ing Co., owning a building abutting on one of the streets occupied
by the elevated road. The Circuit Court held that as the fee of the
streets is in the city, and the city gave the railroad company per-
mission to build its road, property owners sustaining damage had
no right of action against the railroad.

This ruling was reversed by the Appellate Court on February
26th. The court said in part:

"While we are of the opinon that the construction and operation
of an elevated railway in a street, for the convenience of the public
and the transportation of persons from place to place in the city,
is not an additional servitude imposed on the street, we cannot con-
cede that the owner of property abutting on the street, who suffers
special damage by reason of the construction and operation of the
raihvay, cannot recover. Counsel assumes, erroneously, as we
think, that if there is no additional servitude there can be no recov-
ery. This doubtless was the rule prior to the adoption of the pres-
ent constitution in cases where there was no direct injury to the
corpus of the property. But such has not been the rule since the
adoption of the present constitution, whicTi provides that private
property shall not be taken or damaged for public use without just
compensation."

The case will be carried to the Supreme Court.

FREIGHT QUESTION IN MASSACHUSETTS.

James Means and others who had petitioned the Massachusetts
Legislature for incorporation as the Boston & Brockton Freight
Co., with powers to haul freight over the lines of the Boston Ele-
vated Ry., the Quincy & Boston Street Ry. and the Brockton Street
Ry., were last month given a hearing by the committee on street
railways at which the street railways concerned presented their
protests. The people of Brockton wish to secure lower freight rates
to Boston than the steam roads will grant and seek to secure them
by means of a street railway freight service.

In opposing the petition and bill it was argued that if a freight
business was to be done it should be done by the street railways
themselves under a general law, and not by special grant to one
company. As to the proposed company, there certainly would not
be room for freight and passenger service over the routes asked
for. The bill was also faulty in many respects, particularly in taking
control of the operation of cars from the street railways themselves.

Prcs. John R. Graham, of the Quincy & Boston road, said that
it would be impossible to operate his road, some of which was sin-
gle tracked, safely and expeditiously, if the freight cars of another
corporation were allowed to run over its rails.

Besides, it was absolutely necessary that his road have complete

control of its electrical power at all times. His road was ready to
carry freight, and believed it could do it at certain times of the day
without interfering with its passenger business, but he did not
believe that the time had yet come when the people were ready for
freight transportation over the streets.

He would cheerfully take the right to carfy freight if the Legis-
lature would give it to him, but the road had not asked for it be-
cause it was not believed that the right could be secured.

CINCINNATI. NEWPORT & COVINGTON.

The following is the statement of earnings and expenses of the
Cincinnati, Newport & Covington Railway Co. for January, 1900,
compared with January, 1899, furnished us by Mr. J. C. Ernst,
president of the company:

January.

1900

1899

$57,196.16
23,136.59

$49,871.86

Operating expenses

23,392.47

34,059.57
12,479.00

26,479.39

Tolls, taxes, damages, etc

14,176.23

Net profit

$21,580.57

$12,3CIJ.16

Ratio of expense toearningrs;

.5402
.4045

.6130

.4690

CONSOLIDATION IN NASHVILLE.

On January 21 st the street railways of Nashville, Tenn., com-
prising the Nashville Street Ry., the Citizens Rapid Transit Co. and
the Nashville & Suburban Railway Co., were all consolidated under
the name of the Nashville Ry. The Cumberland Electric Light &
Power Co. is also owned and controlled by the stockholders of the
Nashville Ry. Under the laws of Tennessee street railways and
electric light companies cannot consolidate, therefore the two
companies are operated separately.

The officers of the two companies are as follows: T. Edward
Hambleton, Baltimore, president; Thos. J. Felder, vice-president;
E. G. Connette, general manager; N. P. Yeatman, secretary anil
treasurer.

General Manager Connette advises us that the street railway is
now building 3J-2 miles of new track completing a double track line
to Glendale Park, and has contracted for a number of new trucks
and motors. A considerable sum will be expended in other im-
provements during the coming summer; Glendale Park will be
beautified and the Casino remodeled so as to provide for a country
club in the second story. The lighting company has contracted
for another engine and additional boilers and alternating current
generators.

ATTEMPTED HOLD-UP IN NEW JERSEY.

A conductor and motorman, employes of the Bergen County
Traction Co., of Fort Lee, N. J., had an exciting experience one
morning last month with two negro desperadoes, who attempted
to rob the conductor. The negroes boarded the car at the Bogota
terminus, and when approaching a long stretch of lonely road, one
of them with a revolver started for the conductor, while the other
armed with a heavy walking stick made for the motorman, who was
running the car at moderate speed. The conductor saw the move-
ments and instantly gave the emergency signal "full speed ahead,"
at the same time preparing to grapple with the man with the re-
volver. The negroes were not expecting the sudden jerk and were
almost thrown to the floor, giving the conductor an opportunity to
seize and disarm one of them and attracting the attention of the
motorman, who turned and overpowered the second. There were
no passengers on the car.

< » »

Mr. W. F. Sadler, Jr., secretary and treasurer of the Trenton
(N. J.), Lawrenceville & Princeton Railroad Co., writes us that
his company expects to be running in the spring. Several con-
demnation proceedings have delayed construction work longer than
was anticipated.

Mar. is, 1900.]

STREET RAILWAY REVIEW.

159

FOREIGN FACTS.

KxU'iisioiis lo tlic I lull (Kiig.) Tramways arc prujectcil.

The Loiuluii United Tramways Co. will build extensions.

Addiliniial lines are to be built by the Ijiswicli (Eng.') Corpora-
tion Tramways Co.

A bill has been introduced in the Prussian Diet for the con-
struction of light railways in Prussia.

The Cape Town (S. A.) Electric Tramways Co., Ltd., has de-
clared an interim dividend of 4 per cent.

Power to build 17 miles of electric tramways has been asked of
Parliament by the Hastings (Eng.) Tramways.

The I Ian-Shin (Osaka-Kobe, Japan) Tramway Co. will increase
its capital slock from 1,500,000 yen to 3,000,000 yen.

The Blackpool (Eng.), St. Anne's & Lythani Tramways Co. has
a bill in Parliament providing for the double tracking of its line.

The Musselburgh (Scotland) Town Council has granted a fran-
chise for an electric tramway between Musselburgh and Portobello.

The Wellingborough (Eng.) & District Tramroads Co. is pro-
moting a tramway bill in Parliament. The route to be covered is 20
miles long.

The Anglo-Argentino Tramway Co., with oflices at Calle Riva-
davia 3583, Buenos Ayres, Argentine, will equip its system with
electricity.

The Madras (India) Government is opposed to the Madras
Municipality issuing bonds for the purpose of purchasing the
Madras Electric Tramways.

Whitehaven, Eng., and the adjacent district is lo have electric
trams. Franchises have been granted to the British Industrials Co..
Market St., Manchester, Eng.

A bill is being promoted in Parliament by the Great Grimsby
(Eng.) Street Tramways Co. for permission to introduce electric
traction and make extensions.

Electric traction is being rapidly extended to almost all the prin-
cipal winter resorts of the Riviera, France. The tramways at
Cannes, France, have been completed.

Concessions for electric railways from Samaden to Canipoco
logno, Switzerland, with branches, have been granted to Frote &
Wcstermann. of Vogelsangstrasse, 50-4, Zurich, Switzerland.

The Sheffield (Eng.) Tramway Co. proposes to divide its car
into two compartments by putting a sliding door across the interior,
forming accommodations for first and second class passengers.

The gross receipts of the Patna (India) City Tramw'ay for the
year 1899 were 31,839 rupees, as against 31.346 rupees for the pre-
vious year. The expenses amounted to 27,242 rupees, leaving a
profit of 4.597 rupees.

The new tramways committee of the Newcastle (Eng.) City
Council has decided on the plans for the power station and equip-
ment of electric tramways. Contracts have not been let. Mr. Hop-
kinson is electrical engineer.

It has been decided by the Middlesex (Eng.) County Council.
1)1 which R. M. Littler is chairman, to construct a system of light
laiKvays in the county, which, it is expected, will ultimately involve
the expenditure of £3,000,000.

The cost of converting, for electric traction, the existing horse
tramways owned by the SalforiJ (Eng.) Corporation, is estimated
at £ 1,940 per mile of track, and the total cost is placed at £414,753.
Contracts have been let for the work.

•Applications for laying an electric railway between Kanagawa
and Kawasaki, Japan, has been presented to the Kanagawa Pre-
fectural authorities for sanction, by Zcnsukc Tanaka and several
other promoters of Yokohama, Japan.

The promoters of the recently organized Puerto Principe (Cuba)
Tramway Co. arc I. A. Kclsey, the prominent street railway capital-
ist of New Haven, Conn., and R. A. Bcntancourt, W. G. Bushncll
and S. C. Moorehousc, also of New Haven.

The authorities at Moscow, Russia, have decided to permit
American manufacturers, who desire to bid for the construction of
electric tramways in Moscow, to examine all the details of plans,
specifications, conditions and terms. M. Tcploff, Russian, consul-
general at New York, can give further particulars.

From Calcutta, India, comes the statement that the negotiations
between the Calcutta Tramways Co. (Ltd.) and the Town Corpora-
tion regarding the proposed agreement for electric traction have
been brought to a successful conclusion. The company will issue
£350,000 of 4'/! per cent first debenture bonds to defray the cost of
making the change.

The Durban (Natal, S. A.) Corporation is inviting tenders for
the supply of material for 14.36 miles of electric railways and bond-
ing 2.96 miles of existing track. Specifications may be secured from
the London agents, Webster, Steel & Co., 5 East India Ave., Lon-
don, E. C, by depositing £ 10 los., which will be returned later.
Bids must be in by April.

Consul General Richard Guenther, of Frankfort on the Main,
advises the State Department that the old horse car system in that
city is being converted for electric traction. One line connecting
the suburb of Sachsenhausen has been in operation by electricity
for several months and work is in progress on the others. The
overhead system with iron side poles is being used.

The first Chinese electric railway has been opened. It is four
miles long, connecting the Pekin railway station at Machiapu and
the South Gate of the capital. Its installation is interesting, as
showing the disappearance of that official superstition that placed
the steam railroad station for Pekin four miles outside the walls
so as not to offend the Feng-shin, which is one of the gods or
goddesses, we don't know which, that patronize the capital city.

A novel double-deck motor car has been purchased by the Dublin
United Tramways Co. It is vestibuled at either end, and the stair-
cases to the roof are enclosed within the vestibules, making it im-
possible for passengers to fall off. Access to the upper deck is
through a hatchw-ay above the vestibules. Around the edge of the
roof is a strong railing, and the seats on top are provided with
a cover. Complete protection is afforded to both motorman and
conductor from bad weather, and the platform area is increased
so as to accommodate parcels, etc. The seating capacity is 25 in-
side and 37 on top.

Berlin is the center at present of a number of electric transpor-
tation experiments. On the tramways between Berlin and the ad-
joining district of Charlottenburg, new storage battery cars are
being tried, and the mayor and traffic committee have also ap-
proved a scheme for the construction of a system of underground
electric railways similar to that in operation at Buda-Pesth. In ad-
dition to these, it has been suggested that by the substitution of
electric for steam traction on the Berlin Metropolitan and Berlin
Circle railways, the carrying capacity would be increased 260 per
cent, and steps have been taken to bring this about.

160

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

I CORRESPONDENCE |

C WW WW WW www www WW WW WW wwww

Spliced Cars.

Editor ''Review": In view of the increasing popularity of long
cars for city and of the fact that most roads now have an equip-
ment of short cars your readers may be interested in a short de-
scription of the method of splicing small car bodies which was em-
ployed by the Omaha & Council Bluffs Railway & Bridge Co.

We took two i6-ft. bodies and removed the ends of each car with
the exception of the end floor sills. The cars were exactly alike and
all moldings, panels, etc., matched so that it was only necessary to
draw the two parts together and fasten them with steel angles and
straps. Steel angles 4 x 6 in. by 32 ft. long were then placed under
the side sills; similar angles placed across the ends ui the spliced
car and securely bolted to the old sills. At the center of each of the
old bodies, the distance between the two being about one-third the
total length of the spliced car, oak cross sills 4x6 in. were put under
the floor and mortised into the other floor sills. From these cross
sills iron struts were extended, and two lyi-in. iron truss rods car-
ried from the steel angles at the ends over the struts on the cross
sills. New platforms were placed on each end of the car, vestibuled,
and so arranged that whenever the ends would drop down and get
out of line, the ends of the bolsters carrying the platforms, which
extended back to the truck beams, could be wedged at the outer end
of the platform and the car thrown back into line.

On the first car so spliced it was found that the only weak point in
the construction was at the junction of the vestibule and the car
body, the platform sagging and pulling the joints apart over the
end door of the car. This car did not have the 1 teel under frame ex-
tended around the ends. The steel end sill remedied this difficulty
and after five years' service the spliced cars are in as good condition
as when they came from the shop.

It is my belief that if we were to ask a car builder to make a 45-lt.
car for us today the whole construction would be probably one-
third heavier than in our spliced cars, the present tendency being
to increase the weight and strength of all parts. While I approve
of this heavier construction as a general proposition, I find that our
spliced cars, with a well-constructed floor and the other parts light,
have a considerable advantage over more modern construction be-
cause of the less power required for propulsion. This is shown by
the fact that our 45-ft. open cars seating 75 and often carrying 150
^people with the steps loaded, do not take any more power than one
of our closed cars, because of the latter being heavier in the trucks
and body.

W. S. DIM MOCK,
General Manager.

Council Bluffs. Feb. 24, 1900.

Benefit Associations.

Editor "Review"; I was quite interested in the data concerning
mutual benefit associations organized among the employes of street
railway companies. While associations of this sort have their draw-
backs, still when wisely managed and controlled by the persons in
charge of the company they are, in my opinion, beneficial. Of
course there are always in the service some employes who will not
join, but this very fact works for good, as it creates somewhat 0!
rivalry and urges activity and enthusiasm in behalf of the associa-
tion on the part of those who are members, in the face of adverse
criticism. I do not believe that there should be any compulsion
exerted either actually or morally on the part of a road's manage-
ment to force employes to join such an association.

It is some times the practice of railroad companies to give to their
employes at Christmas time, presents of various kinds. Such spo-
radic generosity often fails to accomplish the object desired, but a
regular system of contributing to the welfare of a company's em-
ployes, such as is afforded by the giving to a mutual benefit asso-
ciation, largely under the control of the men, of a regular fi.xed
amount, directs the money and benefits so contributed into chan-
nels of usefulness and help, and makes certain that those in actual
need are made the beneficiaries. One association I have in mind
is not only assisted by the company's regular contribution and the

dues of the members, but once or twice a year when some specific
object, either social, educational or charitable is to be compassed, it
gives a benefit entertainment under the control and management of
llie employes themselves, with a two-fold result of increasing the
amount in its treasury and at the same time giving to the members,
relaxation, and a closer social relationship.

The work connected with such an association does not fall heavily
upon anyone, and is far less troublesome than perhaps some street
railroad managers may imagine, for once instituted upon right
lines, its conduct is easy. As a manager I am heartily in favor of
mutual benefit associations both on theoretical grounds and as the
result of my experience with them. Yours truly,

GENERAL MANAGER.
» » »

Sleet Wheels.

Editor "Review": For the benefit of those who may be looking
for a first class sleet wheel, I would suggest that after all others
have failed, just pull the wheel out of the harp and slide along with-
out the wheel until the ice has been removed
from the wire. The harp makes a good scraper and
does no injury to wire or hangers, if the wheel is replaced as soon
as the ice is removed. Thus you have a sleet cutter that you can
bring into use on short notice, which is usually all the notice we
get at such times. During the last sleet storm we had here I ran
our 16-mile interurban line on schedule time, 40 miles per hour, and
the ice was frozen on the wire; so it was impossible to get contact
through any kind of a wheel. Yours truly,

E. E. DOWNS,
Vice-Pres. and Gen. Mgr. Citizens' Traction Co.

Oshko?h, Wis., Feb. 18, 1900.

WATCH FOR PICKPOCKET GAME.

Two pickpockets, well known to the police of Detroit, Mich.,
were arrested in that city a short time ago while trying to ply their
trade in a crowded car, after a rather novel fashion. The two men
boarded the car, and soon became engaged in a dispute that grew
into a hand-to-hand fight. Several passengers interfered and after
separating the two combatants, instead of permitting the men to
leave the car, as they evidently wished to do, held them until they
could be turned over to the police. In court several detectives rec-
ognized the prisoners and made the statement that the pair have
been working their game for sometime, by starting a row in a
crowded car and trusting to the resulting uproar and confusion to
enable them or their accomplices to busy themselves with the pock-
etbooks and jewelry of the passengers. The men were fined $5
and costs, with the alternative of six months in the house of cor-
rection.

HALIFAX TRAMWAY REPORT.

The report of the Halifa.K (N. S.) Electric Tramway Co., Ltd.,
for the year ending Dec. 31, 1899, shows a net profit of $61,799, as
against $54,749 for the previous year. The gross receipts were
$203,936, of which $120,697 were from the railway and the remainder
from the lighting and power business. Operating expenses were
$112,137, being 55 per cent of the receipts. The number of passen-
gers carried was 2,616,231, and the car-miles run, 613,942. The re-
ceipts per passenger were 4.59 cents. During the year the boiler
house and coal sheds were enlarged and a new 250-h. p. boiler and
some lighting generators installed.

The oflicers are: David MacKeen, president; John Y. Payzant
and W. B. Ross, vice-presidents; B. F. Pearson, secretary.

ICE-SKATING RINK NOT A SUCCESS.

Mr. H. C. Higgins, president and manager of the Marinette
(Wis.) Gas, Electric Light & Street Railway Co., in reply to an
inquiry, writes as follows:

"We have no skating rink on our lines this winter. We did run
a rink for two years some years ago, but as it was a losing invest-
ment (as the brass band adjunct took all our profits), we abandoned
it. We could not seem to get a crowd without a band and as the
band cost us $20 a night we could not make both ends meet."

Mar. is, lyoo.'

STREET RAILWAY REVIEW.

161

A. S. R. A. ANNOUNCEMENTS.

'I lie icjlli :iiimuil meeting of Ihc American Street Railway Asso-
ciation will be liekl al Coiivcntinn J hill, Kansas City, Mo., Oct.
i6, 17, 18 and 19, 1900.

Papers will be read on the following subjects

"Double Truck Cars; How to ICtjuip Them to (Jbtain .M.iximuni
Efficiency Under Varying Conditions."

"Construction, Operation and Maintenance o( Roads that Oper-
ate 20 Cars or Less."

"Comparisons of the Various Systems of Electrical Distribution
for Street Railways."

"Consolidation of Street R.iilw.iys and Its ElTeet Uijon the Pub-
lic."

"The Store Room and Store Room Accounting."

"Painting, Repainting and Maintenance of Car Bodies."

The buihhng contains 50.000 S(i. ft. of floor space, without a post
or obstruction of any Uind.

Friday, October 19th, has been set apart as a day for the exam-
ination of the exhibits; no session of the association will be held,
so that all may have plenty of time to view the exhibits. It is
earnestly requested that managers have their heads of departments
present on that day.

The annual banquet will be held Friday evening, when the ofticers-
clect Vi'ill be installed.

The headquarters of the association will be at the Midland Hotel.

Rates per day at the hotels will be as follows:

American. European.

Midland $3.00 to $6.00 $1.00 to $5.00

New Coatcs 3.00 and upwards i.oo and upwards

Savoy '2.50 to 6.00 1.50 to 3.50

Baltimore 3.00 to 5.00 1.50 to 3.00

.Ml of these are in close proximity to the hall.

The income from the sale of space will go to the American Street
Railway Association. The executive committee of the Association
has fixed the price at 10 cents per sq. ft., and ruled that no space
of less than 100 sq. ft. will be assigned, but applicants may have as
many multiples of this quantity as they wish, all in one body. Pay-
ment for space should be made to T. C. Penington, secretary and
treasurer of the American Street Railway Association, No. 2020
State St., Chicago. Application for space sliould be made to W. A.
Satterlee, 15th and Grand .\ve., Kansas City, chairman committee
on exhibits. It should be stated in the application for space, the
shape desired, number of feet wide and long, and the committee
on exhibits will comply with the request, it possible. Cars, sweep-
ers, and plows will be placed outside of the building under a porch
which can be closed in with canvas.

It is earnestly requested that all exhibits shall be in place and all
work finished by Monday evening, October isth, which is the even-
ing prior to the opening of the convention. Watchmen will be in
charge of the building, so that the exhibits will be safe.

All articles intended for the exhibition shall be delivered at the
building by the agent or owner, and at his expense, but the local
committee has made arrangements with the Kansas City Transfer
Co. to haul and deliver all shipments to and from the building at
low rates, if directed in its care.

All goods should be marked to yourselves, Convention Hall,
Kansas City, Mo., in care of Kansas City Transfer Co., sending it the
bill of lading or advice that you have shipped goods in its care, giv-
ing particulars in regard to shipment, and they will be delivered
on your space in the Exhibition Hall. Ship all goods early to in-
sure delivery in time and prepay charges.

Articles will be placed on the proper space in the hall if marked
with the number of space on the boxes. The numbers of the spaces
will be mailed to exhibitors in ample time for shipment.

All electrical connections for power and extra light must be made
at the expense of the exhibitor. Perhaps it would be well for the
exhibitors to make arrangements to have the building open in the
evening, as it is well lighted, and the electrical companies expect
to make a large display.

Space should be applied for by September ist. Assignments will
be made as promptly as possible and exhibitors notified of their lo-
cation. Exhibits of like character will be grouped together, and
space will be assigned in the order of application.

The committee on exhibits will make contracts with carpenters,

electrical workers and laborers, at regular prices, so the exhibitors
will not be overcharged for lumber, labor, etc.

Railroad rates will be the same as at former conventions, one
and one-third fares (or the round trip.

In order to increase the membership of the Association, and
make lyoo the banner year, the executive committee, at a meeting
held Feb. S, 1900, passed the following:

"Resolved, That the payment of the membership fee of $25 be
waived to any company becoming a member of this .Association
prior lo Oct. I, 1900, provided the annual dues of $25 to OcUiUvr,
/900, be paid at the time application for membership is made."

CHANGES TO BE MADE AT CHATTANOOGA.

The officials of the Chattanooga (Tcnn.j Rapid Transit Co. have
decided to extend the service to the top of Lookout Mountain and
will build three miles of new track to connect with the incline roarls
now running to the summit. The company exiiecis lo arrange for a
carriage service at Chickamauga Park under its own supervision,
and arrangements have been made with the Southeastern Passenger
Association so that tourists will be permitted to stop over at Chat-
tanooga for one day. According to these plans, it will be possible
to go t J the park, drive over it for half the day, return and go up
on the mountain for the remainder of the day, visiting all the places
of interest and return to the city on the Rapid Transit company's
line. The price of this trip will not exceed $1.

With the completion of the three-mile line mentioned, the Chat-
tanooga Rapid Transit Co. will own 21 miles of track. At its
power station there are installed one direct connected Hamilton-
Corliss engine and a 5SO-voIt Siemens & Halske generator, and
two belted generators of 215 watts capacity.

ATLANTA CONSOLIDATION.

An injunction to prevent the Trust Company 01 Georgia, which
controls the securities of the Atlanta Railway Co. and the Atlanta
Consolidated Railway Co., from consolidating the two properties
was granted in November last. The petition was filed in the name
of the state by a property owner who claimed he would We in-
jured by the consolidation.

February 27th the Supreme Court of Georgia reversed the judg-
ment, and the consolidation may now be carried out.

The court, all concurring, held:

That portion of the constitution which denies to the general as-
sembly "power to authorize any corporation to buy shares or stock
in any other corporation" is not absolute in its terms; but it was
designed only to prevent the General Assembly from authorizing
one corporation to purchase shares or stock in another when doing
so "may have the effect, or be intended to have the effect, to defeat
or lessen competition in their respective business, or to encourage
monopoly."

The Trust Coinpany of Georgia is authorized by its charter to
buy stock in other corporations.

The proposed control of the two railways by the Trust company
is not a lessening of competition.

After the decision became public, Mr. Woodruff, president of the
Atlanta Railway & Power Co.. said:

"There are about 26 miles of the .Atlanta Ry. practically isolated
from the -Atlanta Railway & Power Co. This means two fares when
passengers go from one of these lines to the other. It is a fact
that 25 per cent of the passengers on the -Atlanta Consolidated ask
for transfers to the -Atlanta Railway Co., which, of course, cannot
be furnished.

"It can be seen at a glance then how the public convenience and
the public purse would be subserved by proper and needed physical
connections which this decision would seem to give the power of
making."

The Camden (N. J.) & Suburban Railway Co. presented to the
city of Camden a bill lor $3.91 for damages to one of its cars which
was struck by a fire truck. The common council instructed the
clerk to inform the company that the city would stand half of the
expense.

162

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

This department is devoted to the construction and operation of electric railway
power houses. Correspondence from practical men is specially invited. Both the
users and makers of power house appliances are expected to give their views and
experiences on subjects within the range of the department.

NEW STATION AT BAY CITY.

By the courtesy of Mr. E. S. Dimniock, general manager of the
Bay Cities Consolidated Railway Co., of Bay City, Mich., we have
received drawings showing the front elevation and the ground plan
of the new power house which that company is now building, the
contracts having been placed in December last. In exterior appear-
ance and in general arrangement this station is similar to that
of the Omaha & Council Bluffs Railway & Bridge Co. described in

NEW POWEK .ST.\TIOX AT B.W CITY.

our May. 1899, issue, page 296; one marked difference, however, is
that in the Bay City station mechanical draft will be used.

The plan shows the arrangement of the building, which is one story
in height. The main portion is 65 ft. 7 in, wide and 96 ft. 8 in. long,
these measurements being from outside to outside of pilasters. Ad-
joining the boiler room is a low roofed addition for coal which
measures 15 ft. 4 in. by 55 ft. 5 in. outside and 13 ft. 7 in. by 52 ft.
n in. inside. The exterior walls of the main building are 21 in.
thick, with pilasters 12J/2 x 25 in. spaced about 12 ft. 4 in. c. to c.
The exterior is to be of No. i hydraulic pressed brick. The interior

PI..\N OF STATION.

finish in both engine and boiler rooms will be cream enainel brick.
The engine room measures 48 x 60 ft. inside and will be equipped
with two tandem-compound condensing engines built by the Rus-
sell Manufacturing Co., which will be direct connected each to a
Siemens & Halske generator of 550 kw. capacity. The Siegrist
system of lubrication will be used. Other minor equipment in-
cludes Cochran separators, heaters and purifiers, Kelly & Jones
valves and Laidlaw, Dunn & Gordon jet condensers and pumps.
The .-Xrhuckle-Ryan Co., of Toledo, O., general contractor, was
awarded the contract for the complete installation.

The boiler room is separated from the engine room by a 17-in.
wall, and measures 41 ft. 4 in. by 60 ft. inside. The contract for
boilers has been let to the Stirling Co.

The cost of the building and its equipment is estimated at $84,000.

RELATIVE EFFICIENCY AND DESIRABILITY

OF VARIOUS TYPES OF ENGINES ON

CENTRAL STATION LOADS.

Aljstracl of a paper read before tlie Northwestern Kleclrical As.suciatioii, by
Prof. A. W. Richter, of the University of Wisconsin.

From the time of Savery and Newcomen, the steam engine, with
a duty of but a few million foot pounds per hundred pounds of
coal, has gradually advanced, until we have attained the high effi-
ciencies of the present day. The very highest efficiencies reported
are those of the Nordberg pumping engines at Wildwood, Pa.,
showing the remarkable duty of about 163,000,000 ft. -lb. per 1,000,-
000 B. t. u., and the performance of the Sibley College quadruple
expansion engine with a reported consumption of less than 10 lb.
of steam per i. h. p. per hour.

Such high economies have not been reached in power and light-
ing station engines and probably never can be, but there is no rea-
son why, with modern appliances and with the gradual improvement
in the efficiency of such appliances, results more nearly approach-
ing these, should not be attained in station engines.

Considering the efficiencies quoted as standard, we must look
upon the station engine as a very uneconomical machine; this is
especially true of the street railway engines. The deficiency is due
principally to the great fluctuation in load, added to the fact that
the engines are usually underloaded, in order to enable them to
carry the "peak" of the load.

The general improvement called for in station engines, as indeed
in all other engines, is the reduction of

First: Cylinder wastes effected by

(a) The kind, size and style of engine and

(b) The introduction of the storage battery and other equal-
izing devices.

Second: Transmission losses from cylinder to dynamo.

Third: Losses and wastes in auxiliaries, piping, etc.

In discussing the style of engine for power and lighting pur-
poses, time will not permit a discusssion of all the details, but it
is hoped that some of the principal points may be made clear. In
order to meet the demands of the varying load on the engine, the
work done in the engine cylinder must be varied, the changes be-
ing in all cases automatic. This is accomplished by throttling, as in
the throttling engine, or by varying the range of cut-off, as in the
automatic cut-off. The only advantage of the common throttling or
slide valve engine is its cheapness. The workmanship is usually
very poor, causing leaks and increased friction. This engine uses
more steam for a given power than any other engine on the
market, its consumption being about 60 lb. of steam per i. h. p. per
hour; in some cases it even exceeds that amount.

The only circumstances that would make the use of this engine
excusable, though probably not advisable, would be if all the ex-
haust steam were used for heating purposes. The great difficulty,
however, is that seldom, if ever, can all the exhaust steam be utilized.
Having then practically discarded the common throttling engine,
we will consider for a moment the automatic cut-off. classified as to
valve gear, we have the drop cut-off engines and those engines
which have a positive valve gear. Considering speed as a basis,
we have the high and low speed engines. We have also the con-
densing or non-condensing engines; the simple, compound, triple
expansion engines, etc.

Mar. is, 1900.]

STREET RAILWAY REVIEW.

163

'J'lic iJiimipal lypcs of llic <1i-(j|) cut (iff ciiKiiu-s arc tlic corliss and
some poppet valve engines. The advantages of tliesc engines lie in
llic facts that the steam is admitted at a pressure almost equal to
the Ijoiler pressure. A more perfect steam distribution can be main-
tained for the different points of cut-olT. The rapid motion of the
valve at cut-ofT and admission causes less wire drawing at these
points. All of these points result in an increased cfTiciency. The
first cost of these engines is, however, considerable, as the valve
gear is usually quite complicated. The action of tlic Corliss and
other detachable valve gear engines limits lluir speed to that of
slow and medium speed engines.

Passing on to the consideration of the high and slow speed en-
gines, we find that all engines may be run direct connected. The
high rotative speed permits the direct connection of engine and
dynamo at less cost than the slow speed, as the reduction in speed
necessitates an increase in the size of the dynamo and engine and in
the amount of material used in their construction.

Increasing the speed of an engine reduces the time allowed for
initial condensation, and, therefore, other things being ccjual, re-
duces the amount of steam condensed in the cylinder. On the other
band, high speed engines are usually constructed with a proportion-
ately shorter stroke than are engines of less speed and with greater
clearance and port areas, thus presenting more condensing surface
to the inflowing steam. They arc, consequently, more suljject to
internal wastes By cylinder condensation. High speed engines are
more easily regulated and operate with less friction; they are, how-
ever, more subject to wear and to accidents. Accidents occurring
with high speed engines arc usually much more serious in results
than with engines running at lower speeds. The slow speed engines
are generally more economical in steam consumption, though some
of the high speed engines, as the "Willans," show a remarkably
good efficiency.

If it is desired to obtain llie very Iiigbcst engine cfiiciency, slow .or
medium speed engines should be used, while if the first cost is of
prime importance, itmight be advisable to use engines of highspeed;
but it should be remembered at all times that the cheaper engine
usually increases the cost of boilers and au.Kiliaries. There is no
reason, however, why the high speed engine should not be used for
the necessary duplicates.

Condensing engines are more economical than non-condensing,
because the temperature of the exhaust steam is less. As the ef-
fective steam pressure is greater for the same cut-ofi a smaller
cylinder is required for the same power. With engines of equal
power and cylinders of the same size, the steam can be cut off
earlier in the cylinder of the condensing engine, consequently less
steam is used per stroke, and, therefore, per horse power. The
cylinder condensation and subsequent re-evaporation depends
in part upon the range of temperature in the cylinder
through which the steam acts. The compound engine has
an advantage over the simple engine in that this range of tempera-
ture is reduced, the volume of each of its cylinders is less and the
steam re-evaporated during expansion and exhaust in the first cylin-
der is again available for work in the next succeeding cylinder.

Compound engines are more generally used than triple expansion
engines, not alone on account of first cost, but also because of
the variable load; triple engines cannot attain a sufficiently greater
economy to warrant their use in many cases. Of the compound
engines, the tandem has an advantage in first cost, compactness
and small friction. The cross compound has lighter stresses in
its running parts, and has no dead center when the cranks are set
at an angle of 90°.

Engines of the vertical type require less floor space and have less
friction as compared to those of the horizontal type.

On several occasions the following question has been put to me
by members of the electrical fraternity: "Is it advisable to place
a heater in the exhaust of a condensing engine?" It seems that
claims are occasionally made by unscrupulous agents that the feed
water temperature can be raised to, say, 180° or 200° F. Suppose
we have a pressure of 2 lb. absolute in our exhaust pipe, corre-
sponding to a temperature of 126° F. It stands to reason that if
a heater be introduced without changing the conditions, the tem-
perature of the feed water leaving this heater must be considerably
below 126°. Should the temperature of the feed water be higher, it
would simply show that with the introduction of the heater sufficient
resistance has been introduced to raise the temperature and pres-
sure of the exhaust steam and consequently the back pressure on
the engine. The loss occasioned by the rise in the back pressure

will, of course, be greater than the gain occasioned by the rise
in the temperature of the feed water. This would be true even
though the vacuum gage, which is usually connected directly to the
condenser, may show no apparent change of vacuum.

With the possible exception of the rolling mill, the variation in
load upon an engine is probably nowhere as great as in the electric
station. This is especially true of the street railway engine, in which
we have sudden changes of from a few amperes to the maximum
output of the station. The lighting load offers no such great sudden
changes, although here, also, the load varies considerably with dif-
ferent hours of the day.

Unless other means arc provided, the engine must immediately
respond to these variations of load; the engine must then be of a size
to enable it to carry the heavy maximum load. It will at once
be seen that for a greater portion of the time the station engine is
an underloaded machine. This evil has been greatly mitigated by
the introduction of the storage battery. In taking up the rapid
fluctuations, the battery relieves the engine of this duly and makes
the engine load more constant. Wc are told of tests in which the
fluctuation of the engine load has been decreased to a remarkable
degree.

In an article on "Electric Tramways with Stationary Accumula-
tors," by Ludwig Schroder, wc find that in speaking of the Rcms-
cheid Electric Tramway, he says: "The battery consists of 250
cells, having a capacity of 648 ampere-hours at a discharge rate of
216 amperes, though a current up to 420 amperes may be taken
from them. Eight cars scat 16 passengers each, and there is stand-
ing room for 12 more. Tlic current delivered to the line for fac-
tory motors and the tramway varies from 100 to 460 amperes on
week days, the mean being 232 amperes; the current from the ma-
chine varies from 210 to 255 amperes. Without the factory load the
current supplied to the lines varies from o to 375 amperes, its mean
value being 135 amperes; the current from the machine varies from
IIS to 150 amperes. The pressure varies from 495 to 510 volts.
It has been calculated that at this station over 11 tons of coal are
saved per week since the traction system was altered, but it is not
only the coal consumption that must be considered. Two hundred
horse power of dynamo output has been saved, and the battery
that eflfected this saving only cost one-half as much as the ma-
chines which have been set at liberty and are now available for
any further increase in the load."

In reports of the Chicago Edison Station, it appears that about
25 per cent of the peak of the load is carried by the batteries.

Many similar cases could be cited, but those given will be suffi-
cient to illustrate the effect of the storage battery when introduced
as a part of the station equipment.

The extreme fluctuations and the peak of the load being carried
by the storage battery, the size of the engine can be reduced. The
engine can be of a size nearly equal to the average load of the sta-
tion. Its cylinder condensation could thus be reduced. As the
fluctuation decreases, the triple expansion will show a greater com-
mercial gain over the compound and simple engines. It will be
possible to introduce larger units with an increased economy.

There is now and always has been a tendency toward the introduc-
tion of higher steam pressures. The time is probably not far dis-
tant when steam pressure of four or five hundred pounds will be
used with a corresponding increase in the number of cylinders. All
of these conditions will tend to increase the eflSciency of the sta-
tion, the greater the improvements, the more nearly will the effi-
ciencies approach those of engines having perfectly constant loads,
as our modern pumping engines.

With reference to friction fosse's it is evident that the direct con-
nected system offers the highest efficiency. Etficiencies of 82 per
cent between indicated horse power and electrical output are guar-
anteed and we also have reported efficiencies as high as from 84 to
85 per cent. The belting of dynamo direct to engine at times offers
some advantages as it may provide better facilities for dividing the
machinery into the most economical units, while the losses intro-
duced by the belt are not very great. .\s the belt is flexible it re-
sponds somewhat to the sudden changes of the load, thus relieving
the engine of sudden shocks. This of course is an advantage.

By placing the dynamos at different distances from the engine,
several machines may be belted to the same engine pulley. The
introduction of a jack or counter shaft, as was common practice
in some of our older stations, causes additional and unnecessary
losses. At the present time counter shafts are seldom employed.
In many stations a change to a more direct method of transmitting

164

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

tlic work of the engine to the dynamo would show a decided finan-
cial gain even though it might be necessary to discard some of the
machines in order to make such a change. With efficiencies rang-
ing from 60 to 70 per cent as are occasionally reported, it is evident
that a saving of from 15 to 20 per cent can be cfTectcd. Whether it
is advisable to make changes and especially to what extent such
changes should be made is a question which must be specially con-
sidered for each case.

(As an instance of what a small change may do, data of tests of a
combined railway and lighting plant taken under different condi-
tions were presented and it was shown that moving a small alternat-
ing machine formerly driven from the jack shaft to a position where
it was connected to the engine pulley by a short belt reduced the
commercial efficiency of the station from 3 to 5 per cent. The prin-
cipal reason for this loss was that the short belt slipped at heavy
loads and the generator could not carry the night load alone as it
had formerly done.)

Since the efficiency of a station engine is so intimately connected
with the efficiency of its auxiliaries, a few words in this connection
will probably not be found out of place. It is a noted fact that aux-
iliaries are as a rule very wasteful in the use of steam; a steam con-
sumption as high as several hundred pounds per h. p. hour having
been observed. They are, of course, usually operated with a very
much smaller steam consumption. It can be shown, however, that
an electrically driven pump will, in a great many if not in all cases,
show a very great improvement in efficiency. Suppose, for exam-
ple, that we require 20 lb. of steam per engine i. h. p. per hour; if
engine, dynamo, and motor each have an efficiency of 90 per cent
we have an efficiency from engine cylinder to motor output of about
73 per cent corresponding to a steam consumption of 27.4 lb. per
c. h. p. h. delivered by the motor. With a total efficiency of 60 per
cent as compared to the mechanical efficiency of the ordinary steam
pump, the steam consumption will be but 33 1-3 pounds per h. p. h.
With an engine using 25 lb. of steam per i. h. p. per hour this
amount will be increased to 41 lb., a steam consumption considera-
bly below that of the ordinary feed pump. On the other hand the
introduction of the motor will increase the first cost. Other things
being equal, the more inefficient the main engine, dynamo, motor
and transmitting device from motor to pump, and the greater the
cost of motor as compared to the steam pump the less will be the
gain occasioned by the introduction of the motor. When the exhaust
from the steam pump is utilized the electrically driven pump has
not so great an advantage. On the whole it would seem, however,
that in many stations the electrically driven pump will show the
greater commercial efficiency.

In choosing the most economical outfit for a station local condi-
tions must largely govern, but thc^ tendency should be in the follow-
ing directions:

First: The introduction of the largest possible units in order to
make the cylinder condensation, first cost per horse power, attend-
ance, etc.. a minimum.

Second: The choice of a style of engine giving as great a thermo-
dynamic efficiency as local conditions will admit, it being borne in
mind that, with the ordinary conditions, the compound condensing
engine gives the greater commercial efficiency. For small units and
for duplicates the vertical compound, condensing, direct connected
high speed engines give excellent results. With several engines
on the same circuit it would be advanta.gcous to have all engines
but one continually operated at rated capacity.

Third: The introduction of storage batteries, thus equalizing the
load upon the engine. The size of the engine can be chosen more
nearly equal to the average load, decreasing cylinder and other
wastes. This with the introduction of higher steam pressures will
make it profitable to introduce triple and quadruple expansion en-
gines for the larger powers.

Fourth: The introduction of the direct connected system, thus re-
ducing the transmission losses to a minimum.

Fifth: Great care should be exercised in the choice of auxiliaries
since an uneconomical system of auxiliaries will often greatly re-
duce the efficiency of an otherwise economical plant.

IDE ENGINES FOR RAIL\A^AY SERVICE.

The Brooklyn Rapid Transit Co., as announced in the "Review"
last month, has made arrangements with the street cleaning depart-
ment of Brooklyn for clearing snow from the streets, and will
employ in addition to carts and trucks 50 flat trail cars, each hold-
ing 18 cu. yd. of snow.

A. L. Ide & Sons, of Springfield, III., are paying special attention
to their soo-h. p. direct coupled four-ported compound engines,
which are built after designs, drawn with the view of securing the
greatest possible strength, economy and efficiency, under the heavy
fluctuating loads found in street railway service. This concern is
better prepared than ever before to fill contracts quickly and well,
having recently made large extensions to its factory, placed electric
cranes in the foundry and machine shop, built additional switches
into the works, and installed a new three-wire system for lij^hting
an] independent motor work.

< ■ »

ELECTRICAL LABORATORIES OF THE UNI-
VERSITY OF ILLINOIS.

The electrical engineering laboratory of the University of Illinois
is well equipped with alternating and direct current apparatus of
various types and sizes, and has a large collection of the best meas-
uring instruments.

A standardizing laboratory is equipped for accurately measuring
current and electro-motive force, thus admitting at all times of
ready calibration of the instruments used in the l»boratory. An
experimental telephone and signaling line has been erected, and
several sets of receivers and transmitters have been provided for
testing purposes. A high potential testing transformer, with a
specially designed electrically heated oven, and other accessory
apparatus, facilitate disruptive tests on insulators and insulating
materials.

ENTRY OF INTERURBANS AT COLUMBUS, O.

The various interurban electric roads seeking an entry into Co-
lumbus, O., have decided to make no further attempt to come to an
agreement with the Columbus Street Ry. for the use of the latter's
track, but will endeavor to get an independent entrance. The inter-
urban companies concerned are the following: Columbus, Lon-
don & Springfield Ry. ; the Columbus & Lancaster Traction; the
Grove City & Green Lawn Street Ry. ; the Columbus, New Al-
bany & Johnstown Traction; the Columbus, Buckeye Lake & New-
ark Traction; the Chillicothe, Clarksburg & Columbus Ry.

The proposition from the Columbus Street Ry. asked the inter-
urban roads to pay it 75 per cent of the receipts from local passen-
gers and 10 per cent per annum on the cost of laying the third rail
necessary to make a standard gage track.

FRANKLIN (PA.) ROAD SOLD.

The property of the Franklin Electric Street Railway Co., of
Franklin, Pa., has been purchased by the Citizens' Traction Co., of
Oil City, Pa., and the following officers elected: President, Daniel
J. Geary; vice-president, William Hasson; secretary, F. W. Bowen;
treasurer, James Hasson.

The Citizens' Traction Co. is a new corporation organized to
build lines in competition with the Oil City Street Railway Co.
and in addition to franchises in Oil City, has secured rights of way
in Rouseville, Cornplanter Township, Siverly, Reno and other locali-
ties. Mr. John Fobes has been appointed general manager, with
offices in the Blizzard Block, Oil City, and construction work will
be started at once.

FROM SOUTH AFRICA.

.\ correspondent in Harper's Weekly writes as follows: "There
is a car line propelled by sleepy mules, running from Kimberley
along Dutoitspan Road to Dutoitspan, a suburb. The day I arrived
in Kimberley I beheld the apparition, and stood mute. Tears-
patriotic tears— gathered in my eyes; for, lo and behold! on the
side of the car stood forth, in bold .American letters, 'Battery to
Central Park.' It was an old New York Broadway car, redolent
with the perfume of Jake Sharpe— misunderstood man— and his
aldermen. The world is small indeed, my masters!"

M/\K. 15, i')iy>.]

STREET RAILWAY REVIEW.

165

RECENT STREET RAILWAY DECISIONS.

KIHTKll IIY J. I,. K()SKiNllKK(;i:K, ATTOKNl;V AT 1,A W, CrilCAflO.

NOT I.IAIil.lC I'OR DRAGGING WOMAN BY SKIRT AF
TER ALIGHTING.

Ddylc V. Metropolitan Slriil Railway Co. (N. Y.), 60 N. Y. Supp.,
475. Oct. 25, 1899.
AccordiiiK to the tcslinioiiy of the plaiiilifT, she was a passenger
on one of the cars of the defendant company, and, desiring to alight
at a certain street corner, so signaled, and the car stopped. She
alighted, and, after both feet were on the pavement, the car
started, and dragged her along for about the width of two houses.
She testified that her skirt was caught by some part of the car,
how or in what manner did not appear. There was no evidence of
any defect in the car. On the contrary, it appeared that the car was
built in June, 1898, of the most approved form and pattern. Under
these circumstances, the appellate term of the supreme court of
New York holds that the judgment of the trial justice in favor of
the defendant, on the ground that the plaintiff had failed to estab-
lish her case, was right, and should be aflirnu-d, with costs.

NOT LIABLE FOR COLLISION WlllCRlC DRIVER TRIES

TO CROSS TRACKS AFTER WAITING FOR ONE

CAR WITHOUT LOOKING FOR ANOTHER.

Devine v. Metropolitan Street Railway Co. (N. Y.), 60 N. \'. Supp.,
520. Oct. 25, 1899.
While driving a horse and cart, the latter loaded with dirt, the
plaintifT, seeing a south-bound car approaching, when he reached
a double-track street railway, stopped and waited until that car
had passed. Then he started on, and, too late to avoid a collision,
discovered a north-bound car close at hand. The gripman on the
latter car saw him stop, and continued on with his car, not seeing
that he started on again until he emerged from behind the south-
bound car not more than 10 or 12 feet away. Under the circum-
stances, says the appellate term of the supreme court of New York,
in reversing a judgment which the plaintiflf obtained and the gen-
eral term of the city court of New York affirmed, no greater duty
was imposed upon the defendant than was required of the plain-
tiff, and, it holds, the necessary inference was that the plaintiff
failed to acquit himself of contributory fault, so that it was error
to deny a dismissal of the complaint.

CHANGE OF PLANS DOES NOT RELEASE GUARANTY-
ING COMPANY FROM LIABILITY.

Mathesius v. Brooklyn Heights Railroad Co. (U. S. C. C), 96
Fed. Rep. 792. Oct. 4, 1899.
It is within the exercise of its legitimate powers, tlie L^nited
States circuit court. Eastern District of New Y'ork, holds, for a
company which has employed a construction company to build a
road for it to guaranty the payment of the price agreed to be paid
by the construction company for appropriate plans it bought and
labor necessary to make such plans effective. And while the court
admits that the railway company may be at liberty to change its
plan, it denies that it can do so at the expense of third persons, of
whom it has engaged labor and material. So it holds that if the
construction company engaged an engineer whose skill related to a
system of construction adapted for the use of coitipressed air, the
guarantying railway company would not be excused from paying
for such engaged services upon the plea that it had concluded to
employ an electrical plant, in the construction of which such en-
gineer's ability would not be serviceable.

INSTRUCTIONS PERTINENT TO CASE WHERE .\T-
TEMPT WAS MADE TO CROSS IN FRONT OF CAR.

Williamson v. Metropolitan Street Railway Co. cK. V.V 60 N. \'.

Supp.. 477. Oct. 25. 1899.

Counsel for the defendant company asked the court to charge

"that, if the jury find that both the plaintiff and the defendant were

negligent, their verdict must be for the defendant." The court

said: "That is for the jury to decide." Again, counsel asked the
court to charge "that if the jury believe that, at the lime when the
plaintiff started to cross in front of ihc defendant's car, it was evi-
dent to him that he could not pass in safely unless the molorman
stopped or slackened the speed of the car, he is guilty of contribu-
tory negligence, and their verdict must be for the defendant." The
court answered: "The jury has been charged as to negligence as
to that point, and as to the power to stop the car." Lastly, coun-
sel asked the court to charge "that, if the plaintiff saw the car, the
negligence of the defendant cannot be predicated on an alleged
failure to ring the gong." And to this the court replied: "That
is for the jury to decide." The plaintiff got judgment. But that
is reversed by the appellate term of the supreme court of New York.
The legal propositions contained in the foregoing requests being
applicable to the facts and circumstances disclosed by the testimony,
and not being covered by the charge as given, the higher court
holds that the defendant had a right to have them laid before the
jury. As the testimony was undisputed that the plaintiff's driver
saw the approach of the car, actionable negligence, the court par-
ticularly says, could not be established by proof of the fact that the
niotorman did not ring the gong.

COURTS CANNOT INQUIRE INTO MOTIVE OF LEGIS-
LATIVE AND LOCAL ACTION ON FRANCHISES
AND THE LEGISLATURE CAN CURE DEFECTS.

Kittingcr v. Buffalo Traction Co. (N. Y.). 54 N. E. Rep. io8r. Oct.
10, 1899.

Mr. Chief Justice Parker, speaking for the court of appeals of
New York, here states that, after considerable investigation of the
subject, he feels warranted in saying that there is no case in any
court of last resort in this country holding that the motive of legis-
lation may be inquired into by the courts, and the legislation set
aside, if, in the judgment of the court, it was induced by dishonest
and corrupt motives.

The local municipal authorities, under the constitution, as supple-
mented by the provisions of the railroad law, it is recounted, have
the power to determine upon what streets, if any, there shall be
constructed a surface railroad; to which of two or more corpora-
tions, if so many applicants there be. it shall be given; the amount
of the bond that may be required for the purpose of protecting the
municipality against injury to the streets by their tearing up; and
the many other conditions that experience has taught municipal
authorities it is wise to impose in order to fully protect the public
interests. In the exercise of this power the local municipal authori-
ties are, by the constitution and the statute, clothed with sov-
ereignty, and are, therefore, it is held, beyond the direction and
control of the courts.

There is, it is further declared, no constitutional restriction upon
the power of the legislature to validate and confirm consents to
the construction and operation of street railroads, notwithstanding
the failure to obtain the certificate required by section 59 of the
railroad law. More specifically, the court holds that the legislature
had the power, in the first instance, to have authorized the granting
of franchises without the consent pf the railroad commissioners;
and that it also possessed the power by retrospective act to cure
any irregularity which existed by reason of the refusal of the rail-
road commissioners to grant certificates.

Three members of the court dissent, maintaining that where a
municipal body is charged with fraudulent use of power and col-
lusion, and a consequent waste of municipal property, a case is pre-
sented for judicial inquiry.

NOT LIABLE TO SCHOOL BOY INJURED PLAYING

WITH TRAILERS LEFT AT END OF LINE.
George v. Los Angeles Railway Co. (Cal.). 58 Pac. Rep. 819. Oct.
20. 1S99.
This was an action brought to recover damages for personal in-
juries sustained by a boy of the age of 9 years and 9 months. The
evidence disclosed that for two days preceding the accident the

166

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

company had left seven or eight small cars, commonly known as
"trailers," at the end of the line on a certain street. It was the
custom of the company to use the cars during the hours of time
when there was the heaviest travel, and during the interval they
were left at the point stated, for convenience. One of the public
schools of the city was within one block of this point, and another
within three blocks, and fully one-half of the pupils at these schools
passed this place in going to and from these schools. On the day
of the injury, a number of boys, including this one, left one of the
schools at a little after three o'clock in the afternoon, and, on ar-
riving at the cars, began to play with them by pushing them a
short distance up the track, starting them down the grade, and
jumping on and riding back. The only means which had been taken
to hold the cars in place was to properly set the brakes on them.
The employes engaged in operating the regular cars came to this
point about every 15 minutes during the day. And that afternoon,
a little before the accident occurred, the employe of the company
in charge of the trailer cars was at the place, and made the boys
leave the cars. He also set the one loose brake that he found. This
boy had not been on the cars before. He was injured by being
run over by the forward of two cars started down the grade, after
he had jumped from the car step and tried to cross 10 or 20 feet
in front of it and had his foot caught by a splinter of wood pro-
jecting from one of the cross-ties. Under these circumstances, the
jury found a general verdict for the defendant, and the supreme
court of California affirms an order denying the plaintiflf's motion
for a new trial. In passing, the court acknowledges it to be true
that the right to so use the street must come from the city, and
holds that the force of other instructions as to the care the com-
pany should exercise in so occupying the street was not weakened
by an instruction that whether the defendant's trailer cars should
have been permitted to stand on the track in the street during the
hours of the day when they were not needed for carrying passen-
gers was a question to be determined by the city authorities, and
was a wholly irrelevant and immaterial question in this case.

DOES NOT THINK HOUSE INJURED BY CARS P.JlSSING
OVER SWITCH.

Starr v. North Side Traction Co. (Pa.), 44 Atl. Rep. 556. Nov. 6,
1899.
The mere appearance of some small cracks on the inside and out-
side of a house built with 13-inch brick walls which are not other-
wise injured in any way, the supreme court of Pennsylvania does
not consider would warrant taking off a compulsory nonsuit in an
action brought to recover damages from a street railway company
on the ground that the house was thus injured by the bumping of
the cars over a switch 80 feet away.

NOT DEFENSES TO ACTION FOR INJURIES SUS-
TAINED BY INFIRM PASSENGER BOARDING CAR.

Post V. Hartford Street Railway Co. (Conn.), 44 Atl. Rep. 547.
Nov. 7, 1899.
The plaintiflf signaled a car to stop. It was night. The conductor
did not see her nor her signal, but the motorman did, and stopped
the car. The conductor was at the time engaged in the front part of
the car. After the car had stopped a sufficient time for passengers
to enter, the conductor gave the signal to start, and the car was im-
mediately started. Up to this time the conductor, who had not left
the front part of the car, had not seen the plaintiff, nor the woman
who accompanied her. As a result of the start, the plaintiff was
thrown to one side against the rear railing, and partly down upon
the steps or platform. Immediately thereafter the conductor's at-
tention was called to the situation. The car was at once stopped,
and the ladies were assisted by him into the car. The plaintiff was
at the time suffering from a spinal injury, caused by a fall upon the
sidewalk nearly two years previously, and in consequence was un-
able to board a car without considerable difficulty and some assist-
ance. But of this neither the motorman nor the conductor had any
knowledge. The fall in attempting to board the car was one which
would have meant little to a person in ordinary physical condition,
but happening to the plaintiff in her then enfeebled state, it was the
exciting cause for the aggravation of her spinal and nervous
troubles, and resulted in an increase of pain, suffering, and disabil-
itv for some considerable time.

Upon these facts, the trial court found that the defendant was
guilty of negligence in starting the car in the manner above stated,
that this negligence was the cause of the injury to the plaintiff for
which a recovery was had in this case, and that the plaintiff was not
guilty of contributory negligence. The supreme court of errors of
Connecticut affirms the judgment for the plaintiff. It holds that
under the circumstances it was the duty of the conductor to know,
before giving the signal to start, that the plaintiff was either safely
on board of the car, or so far free from the car that she could not
be injured physically by putting the car in motion. He knew that
the car had stopped to receive a passenger. Before he gave the
signal to start, he knew the passenger had not boarded the car, and
he did not know, and made no reasonable attempt to know, whether
she was or was not in the act of getting on board. He thus failed,
the court says, to perform a plain duty devolving upon him, and
such a failure, under the circumstances disclosed, warranted a hold-
ing that the accident to the plaintiff was due to the defendant's neg-
ligence. And, in this view of the case, it holds that the fact that
those in charge of the car had no notice of the plaintiff's infirmities
was of no consequence. It also holds that it was no defense to her
right of action against the company, if, after the accident and before
trial, she obtained damages from the city for the sidewalk injury
without disclosing that it had been aggravated by another injury
and thereby practically recovered damages from the city for both
injuries.

TO PROVE OWNERSHIP OF CAR.

Karrigan v. Ninth Avenue Railroad Co. (N. Y.), 60 N, Y. .Supp.
682. Nov. 10, 1899
One o' the issues in a personal injury case being whether a cer-
tain car was owned and operated by the defendant, or the latter
was legally responsible for such operation, the appellate division,
first department, supreme court of New York, holds that a wit-
ness might be asked if he knew of his own knowledge that it was
the car of the defendant, and that if the witness testified without
having knowledge of the facts it was for this weakness to be shown
upon cross-examination.

WAITING FOR TEAM TO PASS BEFORE ALIGHTING.

Hutchins v. Macomber (N. H.), 44 Atl. Rep. 602.

From the facts disclosed it appeared that the plaintiff, as she
was about alighting from the rear platform of a street car, requested
the conductor to wait a moment for a team to pass, which was ap-
proaching at a high rate of speed on the side of the car on which
she was; and that, after it had passed, as she was putting one foot
from the lower step to the ground, she was injured by the sudden
starting of the car. Here, the supreme court of New Hampshire
holds, was evidence from which the jury was warranted in find-
ing that the plaintiff acted properly in waiting for the rapidly ap-
proaching team to pass, and in not exposing herself to injury by
stepping in front of it; that, having requested the conductor to
wait a moiuent for it to pass, and there being no objection on his
part, she had a right to expect that he would wait a reasonable
time for her to alight; and that she was in the exercise of due care
in respect to the occurrence from which the injury arose. Where-
fore, it maintains, a motion for a nonsuit was properly denied.

FAILURE TO RING GONG WHEN BOY STOPPED TO
PICK UP PENNY DROPPED ON TRACK.

Frank v. Metropolitan Street Railway Co. (N. Y.), 60 N. Y. Supp.
616. Nov. 10, 1899.
In reversing the judgment which the plaintiff obtained in this
case, the appellate division, first department, supreme court of
New York, holds that if the boy, after starting to run across the
track, stopped to pick up the penny which he had dropped, and as
a result was injured, then no recovery could be had. Nor does it
consider that it could be inferred that the gripman was negligent
because he devoted his energies to the brake, and failed to ring the
gong, assuming that the boy could have crossed safely but for his
stopping to pick up the penny. With the boy suddenly stooping
in front of the car, he could not be saved by ringing the gong, and
the duty of the gripman was to give all his attention to stopping
the car.

Mak. 15, lyoo.j

STRIiET RAILWAY REVIEW.

H.7

MAY MAKIC CONDITIONS l"OK (iRANTINc; CONSICNT.

Gacdckc v. Slalcn Miill.iiiil K.iilrciad Cu. (N. V.l. U> N. \. Siipp.
598. Oi-l. 3, iSw.
Where tlu- i)owcr Id give consenl lo llie laying of llie iraeks of a
street railroad in tlie highway is by law deposited with the high-
way conimissioiiers, the appelliilo division, second departjneiU, 01
the supreme court of New York, hohls that, while lliey may not
make any unreasonable requirement a condition of granting such
consent, and probably may not add olher conditions where the
statutes provide tin- iimdilions npoii wliieli the consent shall be
granted, yet conditions wdiich arc for ibc benefit of llic public,
which are proper in character, and an- nni prohibilcd, cillur actu-
ally or explicitly, are properly exacted, and that in muIi a case it is
proper to condition the giving of the consent upon an agreement
of the company to issue transfers to its conueding Inics,

N(JT KKgUIRRD TO PAY FOR DF-PKr-XIATrON ANU
liUT KKA.SONAHI.K INTKKKST.

DRIVKK ol' DRAii RESPONSIBI.K I'OK fOl.l.lSION.

Schlitz V. Nassau Electric Railroad Co, (N. Y.), 60 N. V. Supii.
822. Nov. 21, 1899.
Where a driver of a "drag" or vehicle having seven cross scats,
which was drawn by six horses, hitched in spans, knowing that
cars were running upon each track at intervals of about a minute,
and could have turned to the right, though his progress might
thereby have been impeded, when a car came U]) behind and rang
its bell for the vehicle to remove from the track, he was properly
chargeable with negligence, the appellate division, second depart-
ment, supreme court of New York, holds, in turning to the left,
whether he saw a car approaching on the left track or not. It
holds the driver chargeable with the knowledge that the transfer-
ence of his horses and drag from one side of the street to the other
would almost certainly bring him into contact with an approach-
ing car, and, if a collision did not occur, the progress of the car
would be impeded, and he would in any event infringe U])on the
paramount right of way which the moving car possessed.

NOT l.lAlil.K WHERE LITTLE BOY RUNS
STREET TOO CLOSE CAR.

ACROSS

Hunter v. Consolidated Traction Co. (Pa.). 44 .\tl. Rep. 57S. Nov,
6. 1899.
The supreme court of Pennsylvania here alTirms a judguKiU ren-
dered for the defendant on a charge that the latter would not be
liable for an injury to a little boy, who could not himself be charged
with contributory negligence on account of bis not being more
than perhaps 6 or 7 years of age, if the jury found from the evi-
dence that the company had not been guilty of any negligence, the
boy being so close to the car when he ran across the street from
the curb that it was not practicable for the motorman to stop the
car in time to avoid the accident, in other words, if the jury found
that the accident was unavoidable, and that the motorman did,
under the circumstances, his whole duty: that immediately upon
discovering the boy he did all that he reasonably could to stop the
car and prevent the accident.

CARE MUST BE TAKEN TO STOP CARS AT SAFE
PLACES.

Stewart v. St. Paul City Railway Co. (Muui.l. 80 X. W. Rep. 854
Nov. 17. 1899.
The supreme court of Minnesota says that a street railway com-
pany is not responsible for the condition of the streets on which it
operates its cars, but it is bound to exercise proper care to stop its
cars for the discharge of passengers at a safe and suitable place for
that purpose. Or. as the court expresses it in slightly different
language in the syllabus prepared by it, while a street car company
is not responsible for the condition of the streets on which it
operates its cars, yet it is bound to exercise reasonable care to
.stop its cars for the discharge of passengers at a safe and proper
place for that purpose. And, without stating just what the evi-
dence in this case was, it holds it sufficient to justify the jury in
finding that the defendant was chargeable with notice of a certain
hole in the street, and was negligent in stopping its car in such close
proximity to it that a passenger, in alighting in the dark, was liable
to step into it.

Lakeside Railway Co. v. Duluth Street Railway Co. (Minn.), 80
N. W. Rep. 8.11. Nov. 22, 1899.

The supreme court of .Vlinnesota says that the plaintiff built an
extension to the ilefendant's street car line, and furnished cars for
the same; and the defendant, by means of its own power house and
power plant, operates such extension in connection with its own
line. By the terins of the contract therefor, the plaintiff aKrcrd lo
pay the actual cost of operating such extension, and of inaintainini;
the same and keeping it in repair. Construing the contract the court
holds that the plaintiff is not re<|uired to remunerate the defendant
for any part of its loss caused by the dcjireciation of its power
house. i)ower plant, rir car houses.

Taking up the further provision of the contract rc(|uiring the
Ijlaintiff to pay to the defen<|jnt ":: fair proportion of the interest
01 the investment" of the defendant "in its power house and its
equipment, and in car houses and equipment," the court holds that
the plaintiff should pay a reasonable interest or income on the
investment, and not the legal rate of 7 per cent per annum on the
indebtedness of the defendant incurred in constructing such prop-
erty, nor the rate of interest which the defendant then paid or is
now i>aying on any such indebtedness.

METHOD OF STARTINt; CARS,

Uickert v. Salt Lake City Railroa<l Co.( Utah), 59 Pac, Kep. 95.
Nov. 4. 1899.

However usual the method of a common carrier, such as a street
railway company, in starting its cars, it that method is dangerous,
and its use violative of the high degree of care which the carrier is
required to observe regarding its passengers, and in the use of that
method a passenger is injured, the carrier, the supreme court of
Utah holds, is liable.

In an action for damages for personal injuries alleged to have been
caused by the dcfcnd.ant starting one of its cars, on which the per-
son injured was a passenger, in a reckless, careless, and negligent
manner, the question for the jury, the court goes on to say. is
whether or not in this particular instance the car was started in a
negligent, dangerous, or improper manner; and it holds that an in-
struction which, in effect, charges the jury that, if the officers of the
defendant, by experience, were satisfied in their own minds that the
method used in starting the car was reasonably sale, the defendant
would not be liable, is erroneous.

MERE R.VPID APPRO.VCH OF CARS DOES NOT CREATE
LIABILITY FOR FRIGHTENING HORSE.

Marion City Railway Co. v. Buboise (Ind.). 55 N. E. Rep. 266.
Nov. 23, 1899.
In a case where it thinks that it would seem almost a declaratioo
against the right of the public to be transported by means of elec-
tric railways to hold the railway company responsible for an un-
fortunate accident arising from the frightening of a horse, the
appellate court of Indiana holds that a street railway company
cannot be held responsible for injury caused by a mere taking
fright of horses at the appearance of a car approaching on the
same street, and being operated in the ordinary manner, though
it be approaching rapidly, where there is no reckless or wanton con-
duct indicating disregard of the safety of those so using the street
for passage, or malicious purpose to injure them. No rights, it
says, should be held to belong to such a company in this respect,
except such as legitimately belong to the full enjoyment of the
franchise: but the rights of others in the use of the highway must
be enjoyed with such regard for the right to the concurrent use by
the railway company as will not practically and unreasonably in-
terfere with the rapid transit for which electric railways are intended
and adapted. A rule prescribing the care which a street railway
company should excrci.se for the safety of travelers in vehicles
must be reasonable and practicable, having in view the purpose
to be subserved and the means of accomplishing it.

168

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

STREET CARS NOT EMBRACED IK ORDINANCE RE-
QUIRING PERSONS RIDING OR DRIVING TO
CHECK UP AT CROSSINGS.

TROLLEY OFF AND ANOTHER CAR FOLLOWING.

Citizens' Railway Co. v. Ford (Tex.), 53 S. W. Rep. 575- Nov.
14, 1899.

A city ordinance of Waco, entitled "Streets, Alleys and Side-
walks," provided that "on all crossings over the streets and alleys
of this city from one pavement or sidewalk to another, preference
shall be given to pedestrians, and it shall be the duty of any person
riding or driving on any of said streets or alleys to check up or
even halt, if necessarj', when they approach such crossing, if per-
sons on foot be passing thereon, so as not to obstruct, hinder or
endanger such foot passengers or pedestrians on any such
crossing."

In a personal injury case the question was raised, which the court
of civil appeals certified to the supreme court of Texas for an
answer, whether such ordinance applied to street cars operated
by electricity, and required them to check up or halt, if necessary,
when they approached such crossings, if persons on foot were
passing, etc. The supreme court for its answer holds that street
cars are not embraced in the terms of the ordinance.

After discussing at some length the ordinary signification of the
words "riding" and "driving," and the effect of using them in the
disjunctive form, etc., the supreme court says that the rule of con-
struction is to ascertain the intent of the lawmaker, and, applying
this rule to the language used, it thinks the motorman of a street
car was not intended to be included in the phrase "any person
driving." To justify the application of the ordinance to street cars,
it goes on to state, it is not sufficient that the words might be con-
strued so as to embrace motormen on street cars, but the language,
as ordinarily used, must point them out as persons to be affected,
with such certainty that, upon reading it, they would understand
obedience to its mandates to be required of them.

ON COLLISION WITH FURNITURE WAGON AND DUTY
TO KEEP DOWN DAMAGES.

Blate V. Third Avenue Railroad Co. (N. Y.), 60 N. Y. Supp. 732.
Nov. 10, 1899.

With a horse and a furniture wagon that was about 25 feet long,
the plaintiff attempted to cross the street, in front of an approaching
cable car, under circumstances warranting a jury finding that when
he started he had reason to believe that he would be able to cross
without a collision, and that, upon seeing the car, he increased
his speed considerably, but that the car was not stopped, nor its
speed slackened, although he was in plain sight, and that if the
speed of the car had been slackened he would have succeeded in
crossing without a collision, as he was able to get so nearly across
that the car struck only the tailboard of his wagon. Such being
the case, and in view of what it says is now established to be the
reciprocal duty of a driver of a car towards one attempting to
cross a street, the appellate division, first department, supreme
court of New York, holds that the plaintiff was not guilty of con-
tributory negligence as a matter of law, and that the jury was
justified in concluding as a fact, not only that the plaintiff was not
guilty of contributory negligence, but that the defendant failed in
its duty towards him, and was guilty of negligence.

Furthermore, in affirming a judgment for the plaintiff, the court
holds that while the rule is not doubtful that the party who claims
to have suffered damage by the wrongful act of another is bound
to use reasonable and proper efforts to make the damage as small
as practicable, and is not entitled to recover for any damage which,
by the use of such efforts, might have been avoided, yet a jury can-
not say that he should or should not have taken the advice of any
particular physician, nor that he should have obtained any particular
kind of treatment. As to that he must himself be the judge. Tho
jury is concerned simply with the affairs presented to it at the
trial, and whether the damages then appearing to exist are the
natural and probable results of the injuries, diminished by the
efforts for a cure which a reasonably prudent man would have
made. If the damages have not been kept down by means that a
reasonably prudent man would have used, the jury must take that
into account in reaching its verdict.

Blanchctte v. Holyoke Street Railway Co. (Mass.), 55 N. E. Rep.
481. Dec. 16, 1899.

The evidence in this case was such as to warrant a finding that
the plaintiff, while a passenger on an open electric car of the de-
fendant company, was thrown from the car by reason of its com-
ing into collision with the rear end of another car of the company's.
Damages were assessed in the sum of $S,ooo.

On the trial the following instruction was asked: "The proxi-
mate cause of the collision or contact of the two cars was the
throwing off by a passenger of the trolley of the first car, and the
plaintiff cannot recover because of any injury to her as the result
of the collision." This, the supreme judicial court of Massachu-
setts holds, was rightly refused, because the plaintiff's case rested
entirely upon evidence of negligence on the part of the conductor
after the trolley came off, and this negligence was nearer to the
accident in point of time, and more closly connected with it as a
cause, than the throwing off of the trolley, however or by what-
ever person it was thrown off.

The tracks of the railway ran through woods, on a down grade,
with frequent curves. The curve just before the place of the
accident was of such a kind that the motorman of the second car
could see only about 150 feet ahead. A light rain had fallen, and
the tracks were slippery, so that the brakes would not hold well.
The second car left two minutes after the first. All this was known
to the conductor of the first car, and yet, when the trolley came
off, instead of letting his car go by its own momentum down the
grade, he signaled to stop it, and when it stopped after going some
distance, instead of giving warning to the other car which was
approaching from behind, he proceeded to get on the top of the
car to adjust the trolley; and the collision occurred. Evidence to
this effect, the court holds, would warrant a finding of negligence
on the part of the conductor.

Then, the defendant offered to show that it was not customary
for the motorman to leave his post at the front of the car, and go
back to give warning to any approaching car of the position of
the car which is ahead, or for the conductor to give him any such
directions. The evidence, the court holds, was rigidly excluded.
It says that if the offer was to show the defendant's own custom
in answer to a charge of negligence, the evidence was plainly in-
competent. If it was to show a general custom on electric rail-
ways, the offer was to prove a negative, and it related to other
railways as they were constructed, while it did not appear that
there was any other electric railway situated as this one was, or
that a trolley car came off on another railway in such a place. The
situation was so unlike that of electric railways generally, that the
absence of a custom on such railways to do that which ought to
have been done at the place and under the circumstances of this
accident was of no significance.

STATES CASE FOR PASSENGER ON FOOTBOARD IN-
JURED BY FIXED STRUCTURE.

West Chicago Street Railway Co. v. Marks (111.), 55 N. E. Rep.
67. Oct. 25, 1899.
A cause of action, the supreme court of Illinois holds, is stated
by a declaration alleging that the plaintiff became a passenger on
the defendant's cars, and the latter did not use proper care to see
that the former should be carried safely; that it negligently ran
its cars so near to a fixed structure that there was not room enough,
unless standing very close to the car. when riding on the footboard,
to be carried in safety; and that the plaintiff did not know of the
fixed structure, and was not warned of it by the defendant, and,
while using due care and caution for his own safety, was unavoida-
bly struck and injured.

# » »

The Great Falls (Mont.) Street Railway Co. has refused to accept
a franchise for an extension to its line, for the reason that the ordi-
nance contains a clause making the franchise non-transferable.

A resolution has been introduced in the city council of St. Louis
providing for a maximum fare of 3 cents to be collected from
every passenger over 12 years old. and of I cent for every passenger
under 12 years of age, who enters a car after every seat is occupied.

Mar. is, lyoo. ]

STREET RAILWAY REVIEW.

}(>')

A TALE OF WOE.

One nf ilic Iiardcsl rain .storms experienced in llie East in years
swept across Massacluisetts last month causing streams to over-
flow their banks, washing away dams and doing great damage to
land and buildings. Reports from several street railway companies
slate th.il they sulTered considerable destruction of property and
in a nnnd)er of places traffic had to be entirely abandoned for sev-
eral hours.

At noon on February 13th cars on the Northampton Street Ry.
were stalled by water flooding the tracks near the Williston Mills
and at l o'clock the Northampton & Andierst Street Railway Co.
had to abandon cars between lladley and Amherst, as the rails were
several inches under water. At Woodlawn a dam gave way, wash-
ing out a section of the line of the llolyoke Street Railway Co. In
a short time afterward, however, the company had cars running in
both directions from this point and passengers were transferred
around the break. The dam which gave way was formed chiefly
by an embankment about 15 ft. in height and 25 ft. or 30 ft, wide,
on the top of which were the roadway and the street railway tracks.
The cut was deep, and it took several days to replace the roadbed
in its former condition.

The cars entering Orange, Franklin County, could not get into
the square at the center of the town owing to the high water, and
people living at the east end of the village had to walk around the
outskirts to arrive at their homes.

The storm was particularly disastrous to the Greenfield & Tur-
ner's Falls Street Railway Co., and for a time its power station at
Miller's Flails was threatened with destruction. As it was, cakes of
ice carried away the wooden gate house and clogged the water
wheels, causing a damage of about $400. The company fortunately
has a reserve steam plant, which enabled it to keep cars running
through the storm. The Talmer & Monson Street Ry., the lines
in the vicinity of Springfield, and all the roads along the valley of
the Connecticut River, report washouts and damages to property
amounting to several thousands of dollars.

From other sections of the country also come tales of disasters
due to rains and snow. At Allegheny, Pa., one day last month,
20 passengers on a car of the Troy Hill line of the United
Traction Co., of Pittsburg, had a narrow escape from being buried
under a landslide caused by excessive moisture. The Troy Hill road
is cut out of a hillside for a distance of about a mile. Part of this
cut is held in place by retaining walls, some of them nearly 25 ft.
high, but at other places there is no wall, and it was at one of the
latter, near Prospect St., that the landslide occurred. The motor-
man of a car, while approaching the point, noticed that the recent
ranis and thaw had loosened the earth all along the hillside, but
paid no special heed until he saw a great mass of earth suddenly
break loose and start down the hill a few feet ahead of his car.
Knowing he could not stop in time to escape being struck, he
turned the current on full and succeeded in running from under
the greater part of the stone and dirt. One edge of the slide struck
the rear platform, but did no serious injury. The pile of earth com-
pletely covered the tracks and stopped all travel for some time.

F'reshets near the headwaters of the Mohawk an<l Hudson Rivers
caused those streams to rise and overflow their banks in several
places. All the streets near the river at Albany were flooded and
the United Traction Co. was compelled to resort to horses to keep
cars moving on some of its lines.

The Stillwater branch, operated by the Twin City Rapid Transit
Co., of Minneapolis, Minn., was tied up for a day by a recent snow
fall. One of the heavy plows from the St. Paul-Minneapolis interur-
ban line had to be sent over the branch to clear the tracks so that
traffic could be resumed.

At Kansas City, Mo., the Metropolitan Street Railway Co. had
a hard fight with snow and sleet early in February. It took five
loads of salt, 70 wagon-loads of sand, a number of sleet cutting
trolley wheels, all the snow sweepers on the system, and a large
force of extra men to keep the road open.

A snow storm on February 22d compelled the street railway at
I-aconia, N. H., to suspend operations for the day.

On the morning of February 26th there were serious blockades
on nearly all of the Cleveland lines, but the lines were cleared be-
fore noon. The trouble was due to ice which in some places formed
to a depth of several inches over stretches of track from 50 to 200
ft. long.

The storm of February 271I1 was very severe at St. Louis. Mr.
W. C. Jenkins, of the St. Louis & Suburban Ry., writes us that the
tracks of that system were covered with two inches of solid ice (not
snow) and that there was an inch <>i ice on the trolley wires. The
storm, with its after etTcct, meant 60 hours' continuous work, with
but little sleep, for the men. The following comment irom one of the
.St. Louis papers shows how well the work was done: "The Su-
burban Street Railway Co. is entitled to credit for the manner in
which it did not let the blizzard shut it up. Any line can run in
fine weather, but it takes forethought and management to face
emergencies like the present." In appreciation of the manner in
which the men fought the storm. Gen. Mgr. T. M. Jenkins issued
the following bulletin: "For your faithful, manly and persistent
work during the recent storm, which not only kept our lines from
closing, but enabled us to operate cars of the Suburban lines
proper, on almost perfect schedule time, a 10 per cent increase in
the pay roll for the last half of February will be given you." This
applied to all in the company's service, and included the men in
shops, power houses, car houses, and on the cars.

The St. Louis Transit Co. fared even worse than the Suburban
company, and was forced to entirely abandon one or two of its
divisions for several hours. The chief source of trouble was the
sleet and ice on the trolley wire, this being heavy enough in one
or two instances to tear down the overhead work. The only way
some of the lines were kept open was by placing a man on the
top of each car to break the ice on the wires as they went along.
Considerable delay was also caused by broken limbs of trees fall-
ing upon the track.

At East St. Louis, III., the East St. Louis Electric Ry. was
greatly hampered by ice on the rails and during the night the
wires on the Denverside division gave way under the weight of
sleet, and cars were unable to operate until nearly noon the next
day.

The fall of snow at Chicago during the storm of February 27th
was the heaviest that has occurred since the Weather Bureau has
kept records; it amounted to 11.4 in., the heaviest snow previously
recorded being 11.2 in. The street railways by hard work succeeded
in keeping all of the main lines open and traffic was delayed less
than on some of the steam suburban roads where delays of from
one to two hours were the rule on the morning of the 28th. This
storm proved the Waterloo of many of the automobiles.

March 5th the street railway traffic in Milwaukee was badly de-
moralized by a blizzard. A car on the Milwaukee-Racine line was
snowbound all day, and the n passengers on board had nothing
to eat except the lunches of the train crew, which the latter dividc<i
with them.

This same storm reached Chicago later in the day: snow and
sleet fell in the afternoon and evening, changing to rain at mid-
night. By the next morning the temperature had again fallen and
another storm was predicted. On the evening of the 5th all the
transportation lines in Chicago suffered.

At 8:15 p. m. the South Side Elevated was blocked by slippery
rails at the in-line at i6th St. and traflSc interrupted for over three
hours. About the same time the trains of the Lake Street Ele-
vated struck ice on the Wabash Ave. side of the Union Loop, and
they were not able to move until after 10 o'clock. The Metro-
politan Elevated lines were stopped near Canal St., by the sleet on
the rails, at 8:25 p. m.. and were unable to move a train across the
river for several hours.

The electric surface lines were able to give only a very irregular
service, the trouble being ice on the wires and rails.

CHARGED WITH DEPRECIATING STOCK.

The special grand jury that has been investigating the circula-
tion of false rumors resulting in the recent serious depreciation of
Brooklyn Rapid Transit stock, has placed six men under indict-
ment, and five of them have been arrested. The men taken into
custody are .■Mfred R. Goslin, president of the Security Investment
Co., 29 Broadway; H. J. Alexander, advertising agent. 11 Broad-
way; Eugene L. Packer, broker. 29 Broadway; Chas. Thomas
Davis, editor of the Wall Street Review; and W. T. Allen, all of
New Y^ork City.

170

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

THE THIRD AVENUE RAILROAD IN THE
HANDS OF A RECEIVER.

The public pre.ss in alt parts of the country has of late been teem-
ing with statements regarding the financial condition of the Third
Avenue Railroad Co. as though it were a matter ot national interest
as indeed it is a matter of universal commercial interest. The re-
ports regarding the condition of the company include rumors of
mismanagement and in some cases charges of fraud against the
managing ofticials. The cause of the trouble, however, seems to be
rather a mistake in judgment on the part of some of the largest
stockholders, who were also the highest ofticials. they being un-
willing to have the extra $40,000,000 stock issued, that was author-
ized in July last and designed to pay for the extensive improve-
ments that have been going on for a year or more. This unwilling-
ness arose doubtless from a desire to retain a controlling position
in the atlairs of the company. The Third .\venuc system of street
railways includes the old Third Avenue lines proper, the main trunk
line of which is on Third Ave. with the 125th St. cross town line
and the loth Ave. line, all of which was formerly operated by cable.
The system also includes the Forty-second Street, Manhattanville &
St. Nicholas .\venuc Ry. Co., Dry Dock, East Broadway & Battery
Railroad Co. and the Union Railway Co., the latter lines of which
operate north of the Harlem River and include the street railwa;'
system of Yonkers. The improvements mentioned above include
the change of the Third .Avenue system proper from cable to under-
groiuid electric traction, and the changing of the Forty-second
Street system from horse to the iniderground electric system.

The work on the cable line was nearly completed, there being only
about one mile at the upper end of Tenth Ave. that was about half
finished, and the remaining work on the Forty-second Street system
could have been finished in about three months. The cars on the
Third Avenue lines proper and some of the cars on the Forty-second
Street line have been operated by electric power for sometime, al-
though there has been great delay in getting the cars and equipment,
so that the returns from operation are just beginning to pick up
and show such a gratifying increase in traffic as to justify the deci-
sion of the company in making the change from cable to electricity.
Power for operating cars is derived from temporary stations that
have been installed in or near the three cable power houses, but the
main power house which is located near Kingsbridge and from
which the entire system is to be operated is not yet completed, the
foundations only being in. The cost of reconstruction has doubtless
been excessively high as charged, but the conditions have been cor-
respondingly severe. It was necessary to keep the lines running
during the construction period and this required the installation of
temporary tracks over the whole reconstructed portion. This with
the higher price of material has helped to load the road with a debt
out of proportion to the present earning power of the system. It is
still a good property, however, the new construction being as good
as the state of the art could provide, and the company will doubtless
soon recover under the receiver's management.

The flury in the price of securities began in Dccemebr and the
stock declined till it reached the selling price of 4sH. having fallen
in one year from 230.

On February 28th, Judge Lacombe in the United States Circuit
Court appointed ex-Mayor Hugh J. Grant as temporary receiver,
the application being made by representatives of the Old Colony
Trust Co. of Boston. The time of temporary receivership was made
for two weeks and will terminate on the 14th of March, when Mr.
Grant will doubtless be made permanent receiver. For some weeks
before the receiver was appointed, efforts were made to reorganize
the property. A banker's syndicate was proposed and also a stock-
holder's company that should lease the property, but the necessary
sum for completing either of these arrangements, $8,000,000 in cash,
was not forthcoming. Soon after the appointment of the receiver,
the principal officers resigned from the Third .Vvenue company and
from the allied roads, Mr. \. J. Elias, president, and Mr. Henry
Hart, vice-president, leaving their positions. Mr. J. Beaver was re-
tained as treasurer of the Third Avenue system by the receiver and
Mr. J. H. Robertson was continued as superintendent. Mr. Beaver
was also made president of the Forty-second Street system and Mr.
J. W. Lynch, former superintendent, president of the Dry Dock &
East Broadway.

The receiver will doubtless issue receiver's certificates to pay off

the mechanic's liens that have been recently entered against the
property and which will be a prior lien to the $5,000,000 first mort-
gage bonds of the company, which have also fallen from 125 to 117..

Among the names of firms familiar in the street railway field that
have filed mechanic's liens against the Third .•\venue and also some
of the controlled lines are: Noughton & Co., railway contractors,
for macliinery and services, the two liens amounting to $2,879,691;
the John A. Roebling's Sons Co., $291,178 for materials; the West-
inghouse Electric & Manufacturing Co.. $507,861 for electrical ap-
pliances and machinery ; Westinghouse, Church, Kerr & Co., of
New York. $622,416 lor engines, electrical appliances, etc.; Isaac A.
Hopper, $1,332,809 material and labor; John P. Kane Co.. $109,242
[or cement, brick, and broken stone; the Lorain Steel Co., Loraine,
O., $548,205 for girder rails; Haskins & Coffin. $2,800 for coal con-
veying machinery; the National Conduit & Cable Co., two liens, one
of $144,389 and the other $83,234; the Pennsylvania Iron Works Co.
$48,732; the St. Louis Car Co., $114,048 balance due for cars and-
trucks furnished; James Curren Manufacturing Co., $9,581; the
New Haven Car Register Co., $6,048; the United Building & Ma-
chinery Co., $65,813. It is said that some of these liens are duplicated,
that is, that some of the larger companies have filed liens to include
their obligations to some of the smaller ones, while the smaller ones
have not neglected their interest but have filed their independent
claims. The first lien was that of the National Conduit & Cable Co.,
filed February 23d.

Whatever may be said in regard in ihi.- financial alTairs of the road,
nc;> word of complaint has been heard against the operating depart-
ment, and the work of Superintendent Robertson in keeping the
cars running during the period of reconstruction and the general
supervision that he has been required to have over the new designs
and plans challenge the admiration of all who understand street
railway management. In company with the consulting engineer. Dr.
Louis Duncan, he has designed the cars and the mechanical features
of the street construction. As an evidence of the economical man-
agement of the operating affairs, one has but to refer to the last
annual report of the Railroad Commissioners of the State of New
York and compare the published results with that of some of the
neighboring systems. The Brooklyn Heights system reports the
cost of operation at 12.94 cents per car-mile, and the total expenses
per car-mile, including fixed charges are 20.40 cents. The Metropol-
itan Street Railway Co. reports cost of operation 15.09 cents per car-
mile and total expenses including fixed charges 25.86 cents, while
tlie report of the Third Avenue system shows 10.74 cents for operat-
ing and 13.88 cents total.

The last annual report of the company, up to Sept. 30, 1899, shows
the securities and indebtedness of the company as follows: Capital
stock, $12,000,000; [unde<l debt, $5,000,000; net floating debt. $12,-
866,215.

Construction work on the I'hoeni.xville (Pa.) & Bridgeport Elec-
tric Ry. will be commenced at once. This will make a complete elec-
tric line from Philadelphia to Spring City.

It is reported that on a number of iiiterurban electric lines in
Connecticut, including the third-rail section of the New York, New
Haven & Hartford R. R., a sweeping reduction in fares will be
made in the early summer.

For the six months ending Dec. 31, 1899. the Union Traction Co.,
of Anderson. Ind., reports gross earnings of $222,895; operating
expenses, including taxes, $112,640; net earnings, $110,255; other
income, $20,439; total, $130,694; interest on bonds, $109,820; sur-
plus, $20,874.

Suit has been brought against the Toledo (O.) Traction Co. by
the city of Toledo, to recover i per cent of the gross receipts of
the road since March, 1889. In that month a franchise was granted
that has since been acquired by the Toledo Traction Co. and it is
on a clause of this franchise that the suit is based.

H. D. Laughlin has bought the patents on the Moore street rail-
way truck from C. E. J^Ioore and W. H. Carter and will organize
a company to make these trucks, using the plant of the American
Brake Beam Co. It is rumored that Mr. Carter will be connected
with the new company. These trucks, several hundred of which are
used on the Chicago City Ry., were described in our issue of March:
1899, page 178.

Mar. 15, Kjoo. 1

STREET RAILWAY REVIEW.

171

INSULATING FORMS FOR THIRD RAIL IN-
SULATORS, RHEOSTAT BLOCKS, ETC.

NEW CARS FOR SOUTH SIDE ELEVATED.

Tlic ilhi'.lr.iliDii'^ Iicrcwitli show forms f)f insulators (or various
spciial iinr|)cis(.s \vliicli arc made of recoustruclcd granite, a material
lli.il i^ a Ki'oil insulator and is strong both in tension and com-
pression. This material is a high grade of Maine granite, which in
the process of manufacture, is pulverized, mixed with a binding
clay, molded into the desired form and vitrified in kilns at a high
temperature. The material undergoes important chemical changes,
so that the product when put u|)on the market has such insulating
<|ualities that the designs for third-rail work have stood up under
test made at Niagara Falls to a voltage of 56,000 even after being
soaked in water. The product is not only fireproof, but is not in-
jured or affected by liealing to a high temperature and then sud-
denly (-(Hiling. Neither is it alTccted by the lowest temperature that
can be prndueed by li(|uid air. It resists acids and alkalies, does
111. I i-iiiil.iiii 01 .ib-icirli iniii-;lnre, and has a crushing strength of

14,565 lb. and a tensile strength of from 680 to 700 lb. per sq. in.
The material is not only adopted for third-rail insulation, but is
now being employed for a general line of insulators for electric
railway purposes.

Fig. 2 illustrates a three-channel rheostat block. These are made
in three or six channel sizes or in any desired size. The material
is specially valualile for rheostat and controller blocks, as it will
not receive or hold an electrolytic deposit of copper upon its sur-
face, a feature that causes short circuits with some other mate-
rials. It is also a good arc blow-out, and is designed as an arc
arrester for street car controllers. Reconstructed granite can be
as readily moblcd into switch bases, lamp sockets or other form
of insulating blocks as well as porcelain material. These blocks
have been employed on a number of elevated railways for insulating
the third rails, and have sustained all the claims made for them.
For this use the style shown in Fig. i is mounted on a wooden
block and attached by means of strips of metal or fibre, as in the
illustration; each wooden block is provided with a lag screw by
means of which the device is firinly attached to the end of the tie.

The works of the Reconstructed Granite Co. are located at Nor-
ristown. Pa., where they occupy large buildings with an area of
seven acres of ground. The New York office is at 17 Dey St.. and
is under the management of Mr. W. Courtenay, president of the
company, wdio will gladly furnish information desired.

TRANSFER SUIT AT DETROIT.

Detrt)it has another street railway suit in the Federal courts. In
January the city council passed an ordinance to compel the Detroit
Electric Railway Co. (the 3-cent line) to issue transfers on trans-
fers, the old ordinance of the company only calling for transfers
on tickets. The company claimed that this was a reduction in the
rates of fare and on March ist secured an injunction from Judge
Swan, of the United States District Court, restraining the city from
enforcing the ordinance. The court announced that it would hear ar-
guments on the permanency of the injunction March 14th.

The city council instructed Corporation Counsel Flowers to ap-
pear for the city and defend its interests, but that official politely
stated that the city had no legal right to reduce the rates of fare and
that he did not care to father a losing case. The council will, there-
fore, have to employ outside counsel.

The South Side KIcvaled Railway Co., o( Chicago, has Icl con-
tracts for the construction of 50 new elevated railway cars, which,
when finished, will represent the highest development ot the car
bnilfler's art.

The order for the coaches was secured by the JcwcU Car Co., o(
Newark, O., through its Chicago representatives, Hanna & Gray,
Maniuette Building, Chicago. The general dimensions will be:
Length over platforms, 46 ft. 5^ in.; length over sills, 39 '•• 4 ""•:
height of platform above rail, .3, ft. 6 in.; weight complete without
motors, but including trucks, 50,000 lb.

The car bodies are to be finished throughout in mahogany with
plate glass windows, Pantasotc curtains on fixtures furnished by
the Curtain Supply Co. They will have spring scats and backs,
covered with rattan. They will be mounted on Peckham "L" spe-
cial trucks, fitted with Christenscn air brakes and Van Dorn cou-
plers. A separate cab is to be provided for the motormen, as on the
cars now running over the road.

The platform gates will be difTerent from those now in use. They
will be worked by means of a lever as at present, but will extend
from the platform floor clear to the hood of the car, making, when
closed, practically a vcstibulcd train. This departure was made
primarily to prevent passengers from catching on to the gates
after the train has started.

EXPERT INVESTIGATION AT CLEVELAND.

Both the Cleveland Electric Railway Co. and the Cleveland City
Railway Co. have applied for extensions to their present franchises
which expire within the next four or eight years, the exact date
being in dispute. The city appointed a franchise commission to
handle the question of compensation, fares, etc., and after holding
several sessions, this commission decided to make a thorough in-
vestigation of the books of the Cleveland City Railway Co. for the
purpose of detennining six points regarding the company's affairs,
i. e., the amount of capital stock, the total investment, the gross
receipts, the cost of carrying passengers and the probable increase
of business in the next 25 years. The officers of the City railway
promptly notified the commission that any responsible experts who
should be appointed would have free access to the company's books,
and they would be aided in every way to arrive at the true state
of affairs. In accordance with this, the city council, on February
.'6th, passed a resolution appropriating $2,000 to defray the expense
of employing experts to make the examination, and the commis-
sion has appointed to do the work John W. Langley, of Case School
of Applied Science, of Cleveland, and Richard Tregaskis, a prom-
inent street railway accounting authority of Detroit. It is expected
the report of the experts will be ready in about a month.

< • »

SIGNAL LAW PROPOSED IN OHIO.

In addition to the bills pending in the Ohio Legislature that were
mentioned last month, page 71, there is one amending the existing
law relating to the authority of county and city officials to compel
electric and steam railroads to place danger signals at crossings.
The bill defines what shall constitute a dangerous crossing, and
provides that all such shall be so regarded where the road is on
a level with the railroad crossing it. The measure attaches a very
heavy penalty for the failure of the railroad company to comply
with the order to erect some modern danger signal or provide
gates, within the time prescribed by city councils or boards of
county commissioners, after proper notification of the action of
the authorities shall have been given requiring them to do so. For
failure to comply with the law in this respect the company subjects
itself to a penalty of $500, with an additional $10 for each day
thereafter while the neglect continues.

Mail cars will be put on the Exeter (N. H.), Hampton & Ames-
bury Street Ry. between Exeter and Amesbury. Mass.

The Worcester (Mass.) & Marlboro Street Railway Co. has
been granted the right to carry baggage on its regular cars to and
from Worcester.

172

STREET RAILWAY REVIEW.

(Vol. X, No, 3-

HALF FARES.

Denver, Col., is to have a street railway mail collecting and dis-
tributing system.

Telephones will be placed in all the elevated stations of the
Brooklyn Rapid Transit Co.

The Louisville (Ky.) Railway Co. paid its taxes for 1900 with a
check for $70,125.22.

.\ new electric railway between Elyria and North .\mherst, O.,
has been opened to traffic.

Press reports state that the women of Ortonvillo. Mich., have
raised $600 for a new electric road.

Construction work is about completed on the Caseyville, Collins-
ville & East St. Louis (111.) Electric Ry.

Over 150 new open summer cars are boing built by the Union
Traction Co., of Philadelphia, at its own shops.

A second unsuccessful attempt to wreck a car at Columbus, O.,
by placing a large stone on the track was made recently.

The Metropolitan Elevated Railroad Co.. of Chicago, has de-
clared a dividend of 2j/. per cent on the preferred stock.

The Tri-City Railway Co., of Davenport, la., has voluntarily
increased wages of motormen and conductors, 10 per cent.

The Montreal (Can.) Street Railway Co. has asked the city coun-
cil for permission to place all of its feed wires under ground.

Twenty carloads of structural iron for the northern terminus of
the Northwestern Elevated of Chicago have arrived from the mills.

The Echo Mountain House, at the head of the long inclines of the
Mount Lowe Ry., up Mount Lowe, Cal., was destroyed by fire last
month.

The City & Suburban Railway Co., of Portland, Ore., is installing
a new 400-h. p. corliss engine, which will enable it to increase its
service one-third.

The strike of members of the Building Trades' LTnion in Chicago
has resulted in a number of fights in street cars between non-union
men and union pickets.

The Lakeside Street Ry.. until recently operated by the Duluth
(Minn.) Street Railway Co., has been purchased by Thomas
Lowry, of Minneapolis.

The Wilmington (Del.) & Chester Traction Co. has decided to
adopt a 12-hour swing system, with wages at $1.90 for the 12 hours,
an increase of 6 per cent.

A half-hourly all-night service has been instituted by the Capital
Traction Co., of Washington, D. C. This is the first time the
capital city has had owl cars.

The Metropolitan Street Railway Co., of New York, reports for
the last quarter of 1899 $3,565,682 gross; increase, $472,926, and
$1,807,661 net; increase, $182,485.

The Board of Railroad Commissioners of New York has given
the United Traction Co., of Albany, authority to increase its capital
stock from $4,000,000 to $5,000,000.

In the counties of Queens and Nassau, New York, street railways
may not be built in macadamized public highways without a major-
ity vote of the town electors, and a bill has been recently introduced

in the Legislature to except incorporated villages in Nassau County
from this act.

The Union Traction Co., of Philadelphia, has let the contract
for the building of a new car barn at West Philadelphia, to F. T.
Maguirc, of that city. The contract price is $20,000.

The summer pavilion at Wenona Beach, owned by the Saginaw
(Mich.) Consolidated Street Railway Co., was totally destroyed by
fire recently, causing a loss of $16,000.

The colored people of Savannah, Ga.. have petitioned the Savan-
nah, Thunderbolt & I.sle of Hope Street Railway Co. to provide a
pleasure park, exclusively for their race.

The Syracuse (N. Y.) Rapid Transit Co. is having considerable
trouble with counterfeit silver pieces which are being passed on
the conductors in imusually large quantities.

The Washington (D. C.) Traction & Electric Co. has removed
its offices from the old location at East Capitol and isth Sts. to the
Loan & Trust Building, at gth and F Sts. N. E.

The Union Traction Co., of Philadelphia, contributed $2,500 to
the Republican National Convention fund for defraying the ex-
penses of the convention to be held in that city.

A serious personal conflict recently arose between a Milwaukee
street railway conductor and a passenger over the time of day, the
question having reference to the validity of a 4-cent ticket.

The Cleveland, Painesville & Eastern Electric Railroad Co.
does not permit its motormen to make use of the electric brakes on
its cars within the city limits, except in cases of emergency.

The common council of Montreal has passed a resolution com-
pelling the Montreal Street Railway Co. to operate cars on a two-
minute instead of a five-minute headway during business hours.

It is announced that the Seattle (Wash.) Electric Co., owning four
out of the six street railway systems in the city, will spend $2,000,-
000 in improvements and extensions during the next two years.

An attraction at Idora Park, Youngstown, O., next summer, will
be an aerial railway from which are suspended small carriages con-
trolled and propelled by one person, after the fashion of a bicycle.

We are indebted to Mr. T. J. Nicholl, general manager of the
Rochester (N. Y.) & Sodus Bay R. R., for a number of fine half-
tone engravings from protographs of places of interest along the
route.

Several suits, growing out of the combination of the street rail-
way properties forming the Cleveland City Ry., are being tried.
The disagreement arises over the transference of various blocks of
the stock.

The Chicago City Railway Co., on a number of its line, is put-
ting an extra man on each car during rush hours, whose only duty
is to prevent boys from jumping on to the platforms and buying and
selling transfers.

An electric railway from Rochester, N. Y., to Canandaigua, with
a branch from Pittsford to Fairport, is said to be a probability of
the not distant future. John Winter and A. L. Parker, of Delriiit,
: re known to be interested.

Early in the spring the Chattanooga (Tenn.) Rapid Transit Co.
will commence putting the park at McFarland Lake in shape. The
lake, it is understood, will be enlarged, and swings, pavilions, etc.,
will be placed on the grounds.

An increase of 5 per cent in wages of motormen and conductors
went into effect March ist on the lines of the Wilmington (Del.) &

Mar. 15, 1900]

STREET RAILWAY REVIEW.

173

Chester Traction Co. This will make a difference of 10 cents a day
on a 12-hour run, bringinK the wages of the men from $12.60 to

$!.•!. 30 for scTcn days' work.

Water power coiilrollcd by the city of Marfiuetic, Mich., will
probably be rented for operating in future the cars of the Mar<|uetle
City & Presque Isle Railway Co. This company will retain its
present steam plant for use in case of emergency.

The Columbus (O.) Street Railway Co. has asked for a 2S-ycar
extension of one of its important franchises which expires this year,
and also for permission to connect its old lines with the newly ac-
quired lines of the Columbus Central Railway Co.

The Worcester (Mass.) & Suburban Street Railroad Co. will sell
all its old summer cars, and has ordered 24 new ones. These will
be of the combination open and closed California type, with all the
latest appliances for the safety and comfort of passengers.

The Omaha (Neb.), Council Bluffs & Suburban Railway Co. has
arranged for a bond issue of $600,000; dated Jan. i, 1900, due in
20 years, but redeemable Jan. i, 1906; interest, s per cent per
annum; trustee of mortgage, Royal Trust Co., of Chicago.

Atlanta, Ga., is to be one terminal of a new 45-miIe iiUerurban
road. The line will run to Douglasville, Ga., traversing a portion
of the country made famous by Sherman's march to the sea. At
.\nstell, Ga.. a park of several hundred acres wmII be developed.

To protect tlic smaller animals and birds in the Cincinnati Zoo
from rats and cats, two moderately heavy copper wires are stretched
around the cages and at night current from the electric light wires
is turned on. Hardly a night passes that a rat is not killed in this
way.

The Twin City Rapid Transit Co. is engaged in repairing 30 of
its old cars that have been out of use for some years and in com-
pleting 20 double truck cars that were commenced last summer and
on which work was suspended because of the difficulty in securing
steel.

The mayor of Little Rock, Ark., has officially notified the offi-
cers of the Little Rock Traction & Electric Co. that unless imme-
diate steps are taken to improve and repair the plant, rolling stock
and track, he will proceed at once to have its charter revoked and
declared void.

The final arguments in the suit brought by the Peoria (III.)
Water Co. against the street railway companies of Peoria, for dam-
ages to water mains by electrolysis, have been submitted before
Frank L. Wean, special master in chancery. A report is expected
at an early date.

A total of 1,961,400 passengers were carried by the South Side
Elevated R. R., of Chicago, for the month of February, last, or an
average of 70,050 a day. This is a gain of 16 per cent over the cor-
responding month of iS9<), which was itself a gain of T4'/2 per cent
over February, 1898.

The contract for a power house at 'Elsmere, Del., has been let
by the Wilmington (Del.) & Brandywine Springs Railway Co. to
William H. Greenw^alt & Son, of Wilmington, who are to erect the
bui'iilng for $5,000. Three boilers, three engines and three gener-
ators, for which contracts have been signed, will be installed.

Owing to the urgent demand made by the local liquor dealers
of .\drian, Mich., for a rigid observance of the Sunday laws, the
street railway company and all the hack lines in the city suspended
operation on Sunday, February :8th. It is believed the liquor men
are trying to get square for recent interference in their business.

The presidents of the New Orleans & Carrollton Railway Co.
and the New Orleans Traction Co. have each been fined $10 for vio-
lation of a city ordinance, requiring street railway companies to

put their feed wires underground. In each case an appeal bond was
taken and the validity of the law will be fought in the higher courts.

The Brooklyn Rapid Traniit Co. in accordance with a recent
decision of the courts has put into effect an optional transfer ar-
rangement between the surface linc^and the elevated roads, instead
of the system requiring passengers on the outlying branches to
change to the elevated line in order to reach the heart of the city.

President Lowry, of the Twin City Rapid Transit Co., of Minne-
apolis, in his annual report for the year ending Dec. 3t, ifV/j, states:
"The surplus earnings for the year were $737,578, an Increase of
49 per cent, after paying quarterly regular dividends on preferred
slock. The surplus for common stock was $550,025 on August 15th.

The South Bend (Ind.) Power Co. has been incorporated to build
a dam across the St. Joseph River at Bertrand, four miles north of
Nilcs, Mich. Power will be generated at this point for operating
an electric railway to be built from South Bend to LaPortc and
Michigan Cily, in Indiana, and from South Bend to Niles and Ben-
ton Harbor.

All the property and franc^■ises of the Nassau Electric Railroad
Co., of Brooklyn, have been leased to the Brooklyn Heights Rail-
road Co. for 999 years, upon the same terms, it is understood, as ex-
pressed in the one year lease under which the former road has
been operated since Apr. i, 1899. This lease provided for an annual
rental of $150,000 and payment of all fixed charges and taxes.

Residents of Jefferson Park, Avondale and Mayfair, northern
suburbs of Chicago, have petitioned the city council to secure for
them a 5-cent fare to the business district, via the lines of the Con-
solidated Traction Co. and the Union Traction Co. The council is
considering an ordinance remitting all compensation requirements
on certain lines on condition that the companies will reduce the fare.

Preliminary conferences looking to a consolidation of the New
Brunswick City Railway Co., the Brunswick Traction Co. and the
New York & Philadelphia Traction Co. under the name of the
latter have been held. This would give the consolidated company
a line as far as Irvington, a suburb of Newark, N. J., and be a
great step in the completion of a New York-Philadelphia electric
line.

It is proposed to repeal the New York law forbidding the build-
ing of railroads on the Albany and New York post road, and it is
stated a syndicate in which John D. Rockefeller. Levi P. Morton
and J. Pierpont Morgan are reported to be interested, will build
electric lines, connecting the prosperous towns along the Hudson,
and forming a continuous electric railway from New York to
■ .-Mbany.

The Appellate Division of the Supreme Court, Borough of Man-
hattan, on February 23d, rendered a decision vacating the reassess-
ment of the capital stock and surplus of the Manhattan Elevated
Railroad Co., of New York, for 1894, and the assessment is ordered
stricken from the roll. The decision absolves the company from
paying such taxes for not only 1894. but for all the years from then
up to and including 1898.

The .Vshland & Catlettsburg Street Railway Co. is extending its
line from Catlettsburg, Ky., to Huntington, W. Va. When this
branch is completed, the system will comprise 20 miles of track.
The company has also just let the contract for the construction of
a new opera house at Clyffeside Park, which will seat 2,000 people
and will be one of the best equipped, up-to-date opera houses in
northeastern Kentucky.

A consolidation of the Bergen County Traction Co.. of Fort Lee.
N. J., and the Ridgefield & Team-ck Railway Co.. has been per-
fected, and a new company formed to be called the New Jersey &
Hudson River Railway & Ferry Co. The plans include the building
of extensions, establishment of a pleasure park at Edgewater-on-the-
Hudson, improvetiient in the ferry service, etc. Frank R. Fprd is
general manager of the systeiti.

174

STREET RAILWAY REVIEW.

|\'oL. X, No. i.

AN INTERESTING STREET CAR.

The accompanying iUu.stration shows an interesting novelty, be-
ing a combined passenger and freight car and an electric locomo-
tive as well. The car body is 29 ft. long by 8 ft. wide and is carried
on a No. 21-E. Brill truck of ^ft. 6 in. wheel base. The front end
is vcstibuled with a door at the left side which forms the main en-
trance to the passenger compartment; this compartment is 11 II.
t'/j in. long witli si.x reversible back seats spaced 2 ft. 5 in. between
centers. The only passengers which it is intended to carry are
workmen to and from their labor and the single entrance and stir-
rup step are sufticienl.

^il

COMBIN.\TIOX CAR .\ND LOCOMOTIVE.

The freight compartment is 17 ft. 5' j in. long with side doors in
the center of the car, 3 ft. 6 in. wide. This compartment is also
reached by a door from the passenger compartment and is provided
with folding seats along the sides and bulkhead. With its tw'o mo-
tors the weight of the car is 19,850 lb. This car, which was built by
the J. G. Brill Co., is a very pretty illustration of the flexibility and
adaptability of the electric locomotive; it is equipped with an M. C.
B. coupler for handling standard steam cars and also has a radial
draw bar for street cars.

GOLD CAR HEATERS AND PLATFORM
GATES.

The illustrations herewith show the Gold platform gate which
has been applied to the entire equipment of passenger cars on all
elevated railways, as well as to many surface lines. Gates are a
necessity on elevated cars, and the desirable features are simplicity
and case of operation, and a lock such that when the gate is shut
it cannot be opened by pressure either from the outside or inside.

The various parts in the engraving are indicated as follows: B,

COLD PL.\TFOKM (l.'VTIi.

platform^ D, link to door; E, slide; F, link; H, handle. The left
hand view shows the gate, closed, in elevation and the dotted Imes
indicate the position of the levers when open. On the right hand
is a plan of a platform showing one gate open and one closed.
When the gate is closed the hand lever is past the dead center and
effectually locks it in position.

Since the first gate lock was produced no change whatever has
been made in the construction, and it is operated satisfactorily on
the elevated roads in New York, Chicago, Brooklyn and the Lon-
don Underground, where it has never been the cause of an acci-
dent of any kind. These gates are now made and sold by Edward
K. Gold, president of the Gold Car 1 U-.iting Co., Frankfort and Clilt
Sts., New York.

During the past year the Gold Car Heating Co. has made a
number of improvements in its electric heaters and has perfected
a system for elevated railways which will commend itself for sim-
plicity and eliiciency. The illustration shows one end of an ele-
vated car equipped with 18 Gold standard heaters in the body of
the car and 2 "Iinproved" panel heaters, in the motorman's com-
partments, I at each end. With this improved system three in-
tensities of heat are provided, the regulation being by means of the
3-point switch A. When the switch is turned to point I, current is
passed through one-third of each heater in the car; point 2 puts
two-thirds in circuit, etc. The heater B in the motorman's com-
partment is connected In ilu' general system wiring, so that it is

I.MPROVED COLD CAR HEATINC SYSTICM.

controlled by the shunt switch "E," and may be twisted off or on
at will. When in circuit current passes through one-third, two-
thirds, or the whole of B, according as the regulator A may be
set. The heaters in the body of the car are suspended underneath
the seats about half way between the floor and seat.

The illustration shows the arrangement as adopted for the Brook-
lyn Elevated cars; the Gold standard heaters are used by the South
Side Elevated, Chicago.

* » »

IMPROVEMENTS AT WICHITA, KAN.

We are in receipt of a letter from Mr. S. I-. Nelson, the newly
appointed manager of the Wichita Railroad & Light Co., giving
some of the details of the work planned at that city. The company
will rebuild 4l4 miles of track with 7-in. 60 and 70-Ib. T-rail, and
about live miles with re-rolled SO-lb. T-rail; it will also rebuild the
remaining 8 or 10 miles of track with the present 35-lb. T-rail,
using new ties. Atlas rail joints for both the new and old rails
have been purchased and the first shipments arrived March sth.
The company has ordered 12 new closed car bodies, 10 of which will
be 16 ft. long and two 18 ft. 6 in. long; also 10 seven-bench center-
aisle open cars. These will all be of the latest pattern, and are
under construction at the works of the Jewett Car Co., of Newark,
O. They will be mounted on Peckliam 7-B trucks, eifuipped with
G. E. 800 motors.

For street railway purposes, the company is installing three Stir-
ling boilers, aggregating 800 h. p., one Westinghouse 250-kw. di-
rect connected generator and one 360-h. p. tandein coinpounl con-
densing Russell engine. For the street lighting plant, there are
being placed in position, temporarily, two A. S. 8-120-900-2,300
volt, 60 cycle single phase generators, to operate 185 enclosed type
series arc lamps, but this installation will later be changed for a
300-kw., ISO r. p. m. monocyclic generator.

Mr. L. O. Williams, late superintendent of the Springfield (O.)
R. R.. is now in charge of the installation of the steam and electric
plant, and Mr. W. R. Morrison, formerly assistant manager of the
Bay Cities (Mich.) Consolidated Railway Co., will be in active
charge of the track work.

Mar. 15, 1900.1

STREET RAILWAY REVIEW.

CHANGES IN WELL-KNOWN SUPPLY

Mc(iill, I'lirlrr i<; l!^■r^;, successors lo .Midill, I'lHiicTdy & Cn.,
liavc moved iiilo lluir new office and slorc room at .109 Uearhorn
Si., CIiicaHo, vvliere lluy will make a specially of electric streel rail-
way and electric ni.iinilaclnrers' supplies, representiiiK the follow-
ing manufacturers as territorial aRcnts: Ohio Urass Co., Cutter
Electric & Manufacturing Co., Spcer Carbon Co.. 1 lorslnirKli &
Scott, CliicaRo Mica Co., I'rank Riillnii (',,, .md ll.ini Sand I'.r.x
Co.

Mr. J. II. .Mctiill has been actively ennaKcd in tile electric supply
business since iHyo. when he was cmployc<l as stock man by the
Electric Sup])ly Co., afterwards the Ansnnia Hlectric Co. .'\t the
tiine of that company's failure in i8().? he held the position of trav-
eling salesman, .■\fler the dissnlvinu ni the .Nnsonia Electric Co.
he secured a position as saksni.nn with the IVru I'.lectrical Si Manu-
facturing Co., but resigned this to t.ike a like position with the
Sunbeam Lamp Co. When the latter company was obliged to dis-
continue temporarily, pending patent litiRation. he opened an office
in Room 15,^3 Monadnock Building, as Western sales agent for the
Peru Electrical Si M.innfacturing Co. To this agency was soon
added tli,-it of ihe ( )hio I'.r.-iss Co, In March. I.S07. his Ijusiness

J. It. M^CII.L.

J. \V. I'ORTI'.R.

was consolidated with that of J. G. Pomeroy. agent for the .\danis
Bagnall Electric Co., under the firm name of McGill & Poineroy.
The business increasing, they moved to 317 Dearborn St.. and to
their business as manufacturers' agents added that of dealers in
street railway supplies.

Mr. J. W. Porter came into Ihe linn. May 1. iSgy. having pur-
chased Mr. Ponieroy's interest. Mr. Porter has been in the elec-
trical business since i8qi. He was with the Edison General Elec-
tric Co.. in the engineering department, erecting street railways be-
fore the formation of the General Electric Co. At this time he
went with the b'leclric Supply Co.. Chicago, and remained until the

affairs of this concern were
wound up in 1893. since when he
lias been in the electric lighting
field as the manager of a central
station in Chicago.

Mr. Max A. Berg, recently as-
sistant secretary in the railway
department of the Ohio Brass
Co.. Mansfield, O.. returns to
Chicago, his native city, to be-
come the third member of the
new firm. He began his career
in the electrical business in 1889
with the Electrical Supply Co..
and in 1893 when the Supply
company went out of business he
held the position of manager of
the railway department, and as-
sistant to the manager of the company. During the past tour years
Mr. Berg has held a very responsible position with the Ohio Brass
Co. and is thoroughly familiar with the details of the street railway
supply business in its various branches. He is very well and favor-
ably known, and has a wide acquaintance among street railway men
and the supply trade.

M.\X A. IIERC

The new firm makes a strong eoinbiiiation of enterprising anil
))opiilar young men, all of whom have a large ac<|uaiiilance with
both street railway men and their wants. They arc iletermincd lo
please their cnsloniers in every possible way, and have every reasr)n
lo largely increase a business already pros|>crrni.s anil growing
rapidly.

• » »

MACHINE FOR CLEANING AND RE-IN-
SULATING WIRE.

We are indebted to Mr. E. W, llenninger, of the Detroit Citi-
zens' Street Railway Co., for the following description of a very
ingenious machine invented by him. The device takes wire the
insulation of which has been injured, strips it and rc-insiilates it
re.idy to be again used. While it was designed for use in rewinding
Ihe fields of railway motors, its application is not limited lo this
purpose. Mr. /\. B. ihi Pont, general manager of the Citizens' road,
.iihises us that this machine has greatly reduced the cost of niotoi
repairs on his road.

The description and method of operating are as follows: The
reel of wire or "field" is placed at the right near A; the wire passes
through a hole in the end of the frame C, under the guide wheel
D. over the end of the cleaner E, and under E. over the guide wheel
M. and under the tension wheel M, over the driver .V, and through
llie arbor S. and thence on to the new field to be wound. The
wheel D is fastened on to the frame by means of a stud and is
stationary. 'Ihe cleaner EF is hclil in place by the hand wheel G,
iiid is so arranged that it can be turned at any angle desired pro-
ducing any desired pressure upon the wire. To the same stud upon
which the guide wheel H is fastened, the arm J sivings as a hinge,
and the other end slides in the slot L and is held in place by the
hand wheel K. adjustable so that any desired pressure can be pro-
duced on the driver N. The friction bevel wheel G is on the same
shaft as N. and engages the bevel wheel T to which a U-shaped
frame U carrying the tape V is fastened. .As the wire passes over
\ motion is imparted to T, which wraps the tape around the
wire as it passes through the arbor S and on lo a new field. The
frame is fastened to the stand by means of a trunion. so as to adjust
itself to any irregularities in the wire. The cleaner is made of tem-
pered steel, and the end E cleans the under part of the wire and the
end F the upper part. In the latest design the driver X is made

RE-INSULATIXG MACHINE.

up of a double pulley, one being a little larger than the other and
movable on the shaft O. so that two different speeds can be given
winding mechanism.

Mr. Henninger states that the company uses a special tape made
exclusively for this purpose, and believes it is a better insulation
and lasts longer than ordinary cotton fiber, and it is not so easily
displaced, and being interwoven, is more rigid and durable. The
time required to wind a field with this device is no greater than
one wound with ordinary insulated wire except the few moments
that are reipiired to replace the tape.

HIGH PRICES BLOCK NEW ROADS.

We arc in receipt of a letter from Mr. John Patterson, secretary
of the Hamilton Electric Light & Cataract Power Co.. 01 Hamilton.
Ont.. stating that owing to the prevailing high prices of rails, wire
and supplies, construction work has not been started on the two
roads to be built by his company, plans for which were given on
page 868 of the •Review" lor Dec. 15. 1899. The company may
possibly do some grading this spring, but it is expected the price
of rails and other material will come down very considerably be-
fore long, and then work will be commenced in earnest.

176

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

PERSONAL.

MR. WILLIAM GARRETT, of Cleveland, will become con-
sulting engineer for the Bethlehem Steel Co., of South Bethlehem,
Pa.

MR. LOUIS HARTMAN has been appointed receiver of the
New Albany (Ind.) Ry., succeeding Mr. John McLeod, recently
deceased.

MR. KLMER P. MORRIS, of New York City, is in Cuba on
business connected with his recent large shipment of tramway mate-
rial to Havana.

MR. JOHN I. BEGGS has been chosen a director of the Mil-
waukee Electric Railway & Light Co., succeeding Mr. :\. Marcus,
of New York.

MR. .\1.\RK B. TIUJMAS, formerly manager of the Hamilton
(Ont.) & Dundas Ry., has been appointed to a responsible position
with the Cataract Power Co.

MR. C. G. WINGATE is superintending the construction of the
Branford (Conn.) Electric Ry. He was formerly superintendent
of the Huntington (N. Y.) Street R. R.

MR. J.\S. L.^PPIN has left the position of electrician for the
Metropolitan Railway Co., of Toronto, Ont., to take a place with
the Canadian General Electric Co., of Toronto.

MR. J. J. O'KEEFE. formerly chief supervisor for the Chicago
City Ry., was, on February ist, appointed to a similar position with
the Metropolitan Street Railway Co., of Kansas City, Mo.

MR. .\. E. BLANCK has returned to his home in Battle Creek,
Mich., from Galesburg, Mich., where he has been building the
new power station for the Michigan Traction Co., of Kalamazoo.

MR FRANK ARNOLD, of Watertown, N. Y., formerly en-
gaged on the R. W. & O. division of the New York Central R. R.,
has been appointed manager of the Oswego (N. Y.) Traction Co.

MR. C. E. MOORE, formerly master mechanic of the Chicago
City Ry., has been appointed superintendent of the Simplex Rail-
way Equipment Co., of Chicago, entering on his duties March ist.

MR. E. EUGENE HAWKINS, JR., assumed the duties of gen-
eral superintendent of the New Platz (N. Y.) & Poughkeepsie Trac-
tion Co., on Feb. IS, iqoo. succeeding Mr. C. C. Southard, re-
signed.

MR. H. E. BRADFORD, formerly superintendent of the Marl-
borough (Mass.) Street Ry., has succeeded Mr. E. P. Shaw, jr., as
secretary and treasurer of the Worcester (Mass.) & Northboro
Street Railway Co.

MR. W. W. GURLEY, a well known lawyer of Chicago, was
last month made general counsel of the Chicago Union Traction
Co.. succeeding to the title as well as the position formerly held
by Mr. Henry Crawford.

MR. JOHN H. FOWLER, who has been connected for some
years with Naugle, Holcombe & Co., of Chicago, has opened an
office in the Fisher Building, Chicago, and will make a specialty
of telephone and telegraph poles.

PROF. REGINALD A. FESSENDEN has resigned his
chair in the electrical engineering department of the Western Uni-
versity of Pennsylvania, at Allegheny, Pa., to accept a position in
the Weather Bureau, at Washington.

MR. WILLIAM B. GIVEN, last month tendered a dinner to all
the gentlemen that were associated with him in the organization of
the Conestoga Traction Co., which controls all the street railway
lines in Lancaster, Pa., and vicinity.

MR. DAVID A. JENKINS, car inspector of the Springfield
(O.) Street Railway Co., has been appointed superintendent of the
road in place of Mr. L. O. Williams, who has accepted a position
with the street railway company at Wichita, Kan.

MR. THOMAS RODD, consulting engineer of the Westing-
house interests and chief engineer of the Pennsylvania Steel Co.,
sailed for Europe last month, taking with him the plans lor the
new plant of the British Westinghouse Co., at Manchester, Eng.

MR. J. M. HOLLISTER, president of the Chicago Electrical
Association, left for Paris on March 14th. Mr. Hollister will be
the engineer in charge of the preparations for the exhibit of the
Western Electric Co., at the Paris Exposition, and will remain there
during the Exposition.

PROF. D. F. A. C. PERRINE will be connected with the new
Stanley Electric Manufacturing Co., of Pittsfield, Mass., in an
important position. Professor Perrine has been for some time at
the head of the electrical engineering department of the Leland
Stanford Junior University.

MR. GILES S. ALLISON, who name is familiar in street rail-
way supply circles, has associated himself with Valentine & Co.,
of New York City, the well known makers of first-class varnishes.
.Mr. .-Xllison w-as formerly with the Hildreth Varnish Co.

MR. PAUL D. CABLE, formerly with the Commercial Elec-
trical Co., of St. Louis, has taken the management of the electrical
department of the Rumsey V. Sikemeier Co., of St. Louis. Mr.
Cable takes with him to his new position many years' experience
in the same line and a thorough knowledge of the electrical field.

MR. A. E. LE ROSSIGNOL, of Newcastle-on-Tyne, Eng., who
has been in this country for several weeks investigating American
electric transportation practice, has returned to England. The Cor-
poration Tramways of Newcastle-on-Tyne, of which Mr. Rossignol
is engineer, are about to be converted to electric traction.

MR. CLINTON L. ROSSITER, of Brooklyn, was a recent vis-
itor to Chicago, for the purpose of studying certain methods em-
ployed by the Chicago elevated roads. Electricity on the Brooklyn
elevated lines has not proven entirely satisfactory, and Mr. Ros-
siter expected to obtain several suggestions as to ways of remedy-
ing the defects.

MR. H. H. VREELAND, president and general manager of the
Metropolitan Street Railway Co., of New York City, was the re-
cipient on St. Valentine's Day of a check for $100,000. The check
was the gift of individual members of the Whitney syndicate, that
practically owns the Metropolitan road, and was bestowed as a
token of their appreciation of the work accomplished by Mr. Vree-
land, in bringing the property to its present high state of de-
velopment.

MR. C. S. DRUMMOND, of the board of directors of the Brit-
ish Electric Traction Co., of London, was a "Review" caller re-
cently. He has been in Chicago, investigating local electric trans-
portation systems and purchasing equipment for the 51 roads his
company operates, having just returned from a visit to Nelson, Brit-
ish Columbia, where a 13-mile electric line is in process of con-
struction, being the first of a series of projected trolley roads the
English corporation will establish in the queen's domain on this
continent. Speaking of British traction affairs. Mr. Drummond
said: "We have, of course, not reached the stage of progress and
development attained in America, but the surest evidence of our
intention to do so is the fact that we are importing the great bulk
of our equipment from the United States."

MR. H. MILTON KENNEDY, who was probably the first man
in this country to hold the position of general passenger agent on
a street railway system, has severed his connection with the Brook-
lyn Rapid Transit Co., to enter a wider field of work. Mr. Kennedy
held the office of general passenger agent for the Brooklyn Heights
Railroad Co. tor some time, and when the consolidation was made.

Mar. is, 1900.]

STREET RAILWAY REVIEW.

177

lie was cuiUiiuK'il in llic saiiif ijusitioii with llic Kapid 'I'raiisil Cu.
In this capacity he had entire charge of all the advertisinn of the
pleasure resorts to which llic company's lines ran, and he was con-
stantly devising ways fcir encouraging and developing what is
known as the strictly pleaMuc tralllc of llie system. In this vvorlv
he was peculiarly successful.

NEW RECEIVER FOR THE CALUMET.

MR. (i. 1'. KKANCIS has accepted a position as chief engineer of
the suburban lines of the Union Railroad Co., of Providence, R. 1.
Mr. Francis was the architect who designed and superintended the
construction of the magnificent new railway station in Hoston,
known as the .South Terminal Station, ile was in charge of the
work from the first survey to the coniplcliou of the structure, a
period of three years.

< « »

OBITUARY.

MR. iiDWlN N. LEWIS, whose name is widely known in rail-
road circles, died in Chicago February i6th. He was manager of
the RaiUv.iy Master Mechanic and the OlTicial Railway List.

GEN. JOHN M'NULTA, receiver of the Caluiuct Electric
Street Railway Co., of Chicago, died suddenly at Washington,
D. C, February 22d, froin an attack of angina pectoris. General
McNulta was born in New York City in 1837 and moved to Bloom
ington. 111., in 1857. He served during the Rebellion in the First
Illinois cavalry, rising from the ranks to colonel and brevet brig-
adier-general; at the close of the war he resumed his legal studies
and since then has engaged in the practice of law. He served four
years in the Illinois Senate and one term in Congress. General
McNulta's greatest claim to fame is his record as a financier and
manager of large properties, having been receiver of the Toledo,
St. Louis & Kansas City R. R., of the Wabash R. R., of the
whisky trust, and of the National Bank of Illinois, the principal
asset 01 which was the Calumet Electric Street Ry. Since 1895 he
resided in Chicago, being a law partner of John D. Hood. He was
president of the Naval Reserve Association, tnc Loyal Legion, and
the Society of the Army of the Tennessee, and a member of most
of the prominent clubs in Chicago. He leaves a widow and four
children.

NEW PUBLICATIONS.

THE UNIVERSITY OF ILLINOIS, at Champaign, 111., has
published a handsome souvenir of the college in the shape of a
pamphlet containin.g half-tone cuts of the groumls and exterior and
interior views of the buildings.

-THE EMPIRE OF THE SOUTH," published by the Southern
Railway Co., is a book of nearly 200 pages, printed on heavy coated
paper and profusely illustrated with fine engravings, describing the
resources and devolpments of the South.

"SCIENCE ABSTRACTS" has completed its second year, and
we note from Vol. Ill, Part i, which has just been received, that
new sections dealing with "Steam Plant, Gas and Oil Engines"
and with "Motor Cars." have been added. This extension of the
field covered will greatly add to the value of the publication. The
index to Vol. II is a pamphlet of nearly 100 pages. "Science Ab-
stracts" has heretofore covered only the field of physics and elec-
trical engineering, being issued monthly under the direction of the
Institution of Electrical Engineers and the Physical Society of
London. Publishers, E. & F. N. Spon, Ltd., 125 Strand, W. C,
London; Spon & Chamberlain, 12 Cortlandt St., New York. Price,
IS. per number.

"GENTSCirS ELECTRIC RAILWAY GUIDE." Vol. I. No.
I, of which was issued last month, is a monthly publication, con-
taining time tables, rates of fare and information regarding the ex-
press and freight carrying facilities of suburban and interurban
electric lines in Ohio and Michigan, According to the announce-
ment made in the first number, the scope of the guide is to be in-
creased so as to include interurban roads in Indiana and also Illi-
nois. The aim is to make the guide of general benefit to the pub-
lic, especially to commercial travelers. It is published by the
Gentsch Publishing Co., 29 Monroe Ave., Detroit, Mich.

Mr. i'Mwin A. Potter, president of the American Trust & Savings
r.;ink, of Chicago, has been appointed receiver of the National Bank

of Illinois and the Calumet Elec-
tric Street Railway Co., succeed-
ing the late Gen. John Mc-
Nulta. The selection was made
as the result of a conference be-
tween Charles II. Dawes, comp-
troller of the currency, Judge
Grosscup, and the parties most
fleeply 'interested, and is entirely
satisfactory to all concerned in
the receivership. Mr. Potter will
take charge of both the bank and
the street railway company, as
the chief remaining assets of the
bank arc the securities of the
Calumet Electric Street Railway
Co., in which it has over $3,500,-
000 invested.

Mr. Potter was born in Bath, Me., Sept. 18, 1845. His grand-
father and father were both natives of the same state. His father
was in the lumber and ship building business, when, in 1872, Abram
French & Co., of Boston, opened a branch house in Chicago, they
placed Mr. Potter in charge. Mr. Potter continued in this busi-
ness until 1879, when the firm of French, Potter & Wilson, dealers in
glassware, was formed. This firm dissoived in 1889, and he imme-
diately formed the partnership of Lyon & Potter, dealers in pianos.
Ill 1897 this partnership was also dissolved, and in January, 1898,
Mr. Potter was elected president of the American Trust & Savings
Bank, which position he now holds. Under his direction the bank
has grown with a rapidity remarkable even in Chicago, and is
known as one of the most substantial in this city. It is trustee for
a large number of corporations, including many street railways.
Its newly occupied banking quarters. La Salle and Monroe, are
among the finest in the city.

E. A. POTTKK.

BONUS FOR LONG SERVICE.

Under date of Feb. 27, 1900, Gen. Mgr. E. P. Vining, of the Mar-
ket Street Railway Co., San Francisco, published the following
order:

Notice is hereby given that the board of directors of this com-
pany has today adopted the following resolution:

"In recognition of and as a special reward for faithful service
the board of directors of the Market Street Railway Co. does
hereby authorize the general manager to pay a bonus at the end
of each month to conductors, motormen, and gripmen, beginning
with the month of March next, in accordance with the following
scale:

"To all such employes who on Jan. i, 1900, had been in the em-
ploy of this company, including its constituent companies, for 5
years, I cent per hour; for 10 years, 2 cents per hour; for 15 years,
3 cents per hour; for 20 years. 4 cents per hour. The above regard-
less of whether said length of service was continuous or not.

"The list of such employes will be revised on the first day of
January of each year, so as to add thereto the names of men who
at that time shall have completed terms of continuous service as
above stated, attention being called to the fact, that hereafter no
new names will be added except for continuous ser\ice.

"The board reserves the right to annul, rescind or amend this
resolution at its pleasure."

On and after Mar. I, 1900, no new service stripes will be author-
ized except in conformity with the terms above stated, that is to
sa}% on January ist of each year, conductors, motormen and grip-
men who have then completed the above-mentioned terms of con-
tinuous service will be authorized to wear service stripes accord-
ingly.

A dispute has arisen between the Washington (D. C"), Alex-
andria & Mt. Vernon Railroad Co. and the Anacostia & Potomac
River Railroad Co. over the joint use of the conduits and tracks
on 14th St. between E and B Sts.

178

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

OPENING OF MEXICO CITYS ELECTRIC LINE.

We arc iiuU-tjlcil tii Modern Mexico for tlio following description
ol the opening of the new electric system of Me.\ico City .^nd the
accompanying view of the first car operated:

"Mexico City's first electric street cars have been running since
J.inuary 31st. and the novelty is wearing off. For a week after they
were started, however, they were the object of greatest wonder and
amusement to the lower classes. People not only stopped to watch
them go by, but crowds of small boys and Indians followed them
at full speed until their breath gave out. Then their places were
taken by others, and the cars went through town for a few days with
a motley escort following each one. The formal opening of the
Imc was conducted with" due ceremony. Minister Mariscal. the
Mexican secretary of foreign relations, turned on the current. Our
illustration presents a clear idea of the inaugural train. On the
platform of the first car Secretary Mariscal is to be seen starting
the car. At his right is the Russian minister, and behind him the

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FIRST ELiiLTRiL' C'AUS IN MKXICO CITY.

Japanese minister. Behind the secretary is Captain Porfirio Diaz,
son of the president. At his left is Captain Pablo Esandon. The
gentleman next is Sr. J. D. Casasus, of the board of directors of
the district railways, and behind him is Mr. A. E. Worswick, resi-
dent engineer of the company, who has had charge of the construc-
tion for the new electric traction. On the ground, with one hand
on the car, is Hon. Chandos Stanhope, who has recently arrived
from England to take charge of the company's business here as
managing director. Beside him is Sr. Thomas Moran, secretary
of the Mexican board of directors. Just behind these two gentle-
men is to be seen Gen. Mariano Ruiz. Many prominent people
occupied the cars.

"Two important lines are now being ojierated entirely with the
electric service, and the new system gives the best of satisfaction.
The cars are comfortable and make excellent time. The company is
e(|uipping other lines as fast as possible. A number of double-deck
cars will shortly be added to the city service."

WISCONSIN VALLEY ADVANCEMENT ASSO-
CIATION.

We are in receipt of a letter from. Mr. Lester A. Rose, of Wau-
sau. Wis., giving considerable information regarding the plans of
the Wisconsin Valley Advancement As.sociation.' which was organ-
ized three months ago to exploit the advantages, and promote the
development of the Wisconsin River Valley, from Eagle River to
Grand Rapids and Centralia. This section of territory is attracting
the attention of capitalists to a repidly increasing extent and is
enjoying an era of progress that is best characterized as a "boom."
It has a population in six counties of more than 140.000 people, of
which 50,000 live in cities.

Perhaps tlic greatest resources of the Wisconsin Valley are in the
iorests of hard and pulp woods, recent investigation revealing the
fact that there are from 12,000,000,000 to 14,000,000,000 feet of hem-
li>ck and other paper pulp woods, easy of access to abundant water
power, and in addition there are billions of feet of hard woods, as
curly birch, bird's eye maple, red oak, ash and butternut.

The Advancement Association intends to establish logging
camps, develop electricity from the 100,000 h. p. of water power it
i--. estimated are available from the various waterways, build mills
and factories, open up granite quarries, etc. One of its most ex-
tensive plans, however, is the building of an electric railway from
l^agle River to Nakoosa, a distance of 140 miles, and passing
tlirough the cities and towns of Rhinelander, Tomahawk, Merrill,
VVausau, Mosinee, Stevens Point, Centralia and Grand Rapids.

The gentlemen interested in this enterprise include some of the
leading business men of the West, whose names are a guarantee
that any work undertaken by the association will be pushed through
to successful completion. W. H. Bradley, the president of the
organization, is the founder of the town of Tomahawk, Wis., a
prosperous place of 4,000 inhabitants, the center for four railroads,
and possessing water works, electric light plant, gas works, paper
mills and one of the largest lumber concerns in Northern Wiscon-
sin. In laying the foundation for this city, Mr. Bradley, 12 years
ago, went back into the pine forest, built a $50,000 hotel, and with
this as a nucleus, commenced erecting buildings and opening up
the surrounding country by building railroads in different direc-
tions. The growth and development of the place liave been
phenomenal.

The other olTicers are; Vice-President, W. E. Brown, of Rhine-
h.iidcr. Wis.: secretary, Lester A. Rose, of Wausau, Wis.; treas-
urer. E.rncst Oberbeck, Centralia, Wis. The board of directors in-
cludes D. E. Riordan and N. A. Coleman, of Eagle River; C. C.
^■awkey and .-X. O. Jenne, of Hazelhurst; R. C. Thielman, of Toma
li:iwk: 1). L. Plumcr and A. L. Kreutzer, of Wausau; H. M.
Tlionipson and Chas. Gardner, of Mosinee, and many others.
•*~-*"^

CHICAGO CONSOLIIDATED.

The offer made to the holders of the stock of the Chicago Con-
solidated Traction Co. by the Chicago Union Traction Co., which
was published in our issue of January last, page 50, has been ac-
cepted by the owners of $13,000,000 of the $15,000,000 of Consoli-
dated stock. The arrangements for the sale were perfected on
February 24th. The holders of Consolidated stock who consented
to sell will receive one-half of its face value in 4'/2 per cent bonds
of the Union Traction company.

Mr. Yerkes thus retires from active interest in the Chicago sur-
face lines.

This sale gives the Union Traction control of all the surface lines
on the North and West Sides, except the Suburban R. R., and
brings the total mileage of the system up to 507.7 miles. It is un-
derstood that the Suburban (56 miles) will be acquired later. There
are also unconfirmed rumors that the Union Traction is seeking to
obtain control of the Chicago General Ry.

LONG INTERURBAN IN OHIO.

The Columbus, London & Springfield Railway Co. has been in-
corporated with a capital stock of $1,000,000, to build an electric
line connecting Columbus and Springfield, O. In its application to
the council of Columbus for a franchise within the limits of that
city, the company offers to give 3-cent fares night and morning
for the benefit of working people, and interchangeable transfers to
all connecting lines. It also proposes to pay the city from 2 to 5
l)cr cent of the gross receipts per annum.

Mr. H. A. Fisher, general manager of the company, writes us
as follows:

"The route between termini has not been definitely located, but
will probably touch London. It will be 60 or 90 days before we
will be ready to let contracts. The railway will be 45 miles long,
and the roadbed will be constructed in a most substantial manner,
with a view of making fast time, the limited trains covering the dis-
tance in I h. and 30 min. We will carry mail," express and all kinds
of freight. Our terminus in Columbus is in the shape of a loop
around Capitol Siiuare, .Hid in Springfield we will have a loop

Mah. 15, iij(x>.]

STREET RAILWAY REVIEW.

17')

CHAS. J, MAYER,

President.

\'^

^^VER& ENGLUj^o

10 SOUTH TENTH STREET,

A, H. ENGLUND,

Scc'y 8f Trca».

CABLE ADDRESS:

"MAYLUND" Philadelphia.
A B. C. Code, 4th Ed,

f»hil/\de:lrhi/\, r/\.

NEW YORK OFFICE:
85 LIBERTY STREET.

Electric Railway Material and Supplies of t^very Description.

Wn are exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

The International Kcgister Co., Chicajjo, III.

Siiiirlc ami Ooutilt* Fart" Ri-jfiHtef".

\V'. T. C. Macallen Co., Boston, Mass.

Staiichird OvrrliL-afl Insulutinif Matrrial.

IJradfiird liclting Co., Cincinnati, O.

".Monarch" IiiHulatintf Paint.

Sterliiif,' Varnish Co., Pittsburg, Ha.

StiTlintr Nfw Process Insulating Varnisli.

<;art(jti Danii-ls Electric Co.. Keokuk, la.

Carton Lit'Iitnin^ Arrt'sicrs.

I). .V: W. Kiise Co., Providence, R. I.

Enclosi'd Non-.\rchlnt.' Ku'-,'s.

.Special Agents: Amickica.n Ei.ixthicai. Wokks. Providence, K. I.

We carry the largest stock in this country of Strictly Electric Railway Material.

Wc arc now (xcui'vinf;- our entire huildin^r^ live Hours and bast.' men t.

Special Attention tii\en to H.vport Business.

Serid for Catalogue's.

R. D. Nultall Cu., Allegheny, Pa.

(it';iis. I*ini,)iis. Ui-ariinr.s. Trolleys, Etc.

Van Wagoner A Williams Hardware Co., Cleveland, O.

I)ro|>|»<-<l l-'ottrfil C,>pi»T (.'uiiiinuUilor ,S,'t.'rni'iUs.
The Protected Rail Bond Co., Philadelphia.

■•rnitc-clrd" Fh-xilil,- R.iil Bonds.

American Electric Heating Corporation, Boston, Mass.

lOliH-llic (,';if IIiMlfis <,f ICvt-ry n,-sii.'ii.

Chisliolm iV Moore Manfg. Co., Cleveland, O.

M c-'s Ch:iin Hoists.

New York A Ohio Co., Warren, ().

"Packard*' Iiicandcscriil I. .imps.

around Finiiiuiiii Square. The car> will be 45 It. long, with sinnk-
iiig conip:irtnu'iil. toilrt room, state room, Inift'el. air lirakes. Baker
heaters, and ciilur modern appliances."

The officers are: President, Charles K. WeiUworih; first vice-
president and treasurer, J. G. Webb; secretary, Emniett Tompkins;
general manager, H. A. Fisher; general counsel, Merrick & Tomp-
kins. The general manager's office is at Columbus, O,

RUMORED CONSOLIDATION AT PITTSBURG.

.\pplieatioii li:is been made lor a elKirter by ;i new company, to
be called the Union Traction Co., of Pittsburg, and which it is
understood is to be formed for the purpose of consolidating all the
street railway properties in and around Pittsburg. It is announced
the president of the consolidation will be Senator C. L. Magee.

It is further stated that the Castle Shannon R. R., an eight-mile,
narrow-gage coal and passenger road, operated by steam, and also
SCO acres of fine coal land have been purchased by parties interested
in the deal. This will give the consolidated system an abundant
supply of good cheap fuel entirely under its own control.

NEW ROAD IN DELAWARE.

On February Jjd, aelual construction work was commenced on
the Delaware General Electric Ry. by the driving of a silver
spike at Dover. Del. The incident was made the occasion for in-
teresting ceremonies, which were witnessed by about 1,500 persons.
Several addresses were made and an elaborate dinner was served
at a leading hotel.

The road, which will have both a freight and a passenger service,
will be about 45 miles long, passing through a number of Delaware
towns, and reaching an estimated population of 35,000 to 40,000
people. It will open up land for grain :ind fruit that has not hitherto
been under cultivation, because of lack of facilities for quickly
handling the product.

AN ECHO FROM THE CLEVELAND STRIKE.

.Memliers of the Cleveland fire department have petitioned the
Cleveland Electric Railway Co. to repeal the order issued soon
after the strike was declared last summer denying the right of fire-
men in uniform to ride on its cars free. Up to that time employes
of the fire department had been granted the courtesy of riding
gratis when in uniform, but at the time of the strike, the firemen
took an active part in the boycott and refused to ride on the cars
at all. The company now takes the position that if the men were
not willing to ride when there was trouble on the lines, they should
not ask for favors after the trouble is settled.

SOUVENIR MEMORANDUM BOOK.

The Star Lubricating Oil Co., of Cleveland, O.. has been sending
out as a souvenir, a useful pocket memorandum book, containing
space for notes for every day in the year, and in addition a quantity
of valuable general information as rates of postage. U. S. Weather
Bureau signals, interest tables, coins, weights and measures, etc.
.\ chronology of the Spanish war is also included. The company
will be pleased to send a copy of the book on application.

This little souvenir calls attention to the fact that "Excelsior"
boiler compound, made by the Star Lubricating Oil Co., contains no
oil or acid and destroys oil and grease in boilers.

E. B. Hutchinson, the expert accountant. Detroit. Mich., is mak-
ing a specialty of reports on street railway properties. It was he
who iTiade the report to the Detroit Street Railway Commission
recently, and on which their report was based. The commissioners
.spoke very highly of Mr. Hutchin.son's work and complimented it
in their published report.

Frank Morrell. one of the well known sales agents in street rail-
way supplies, has taken the eastern agency for the McGuire com-
pany, with headquarters at Xo. 15 Cortlandt St.. New York City,
where he will be glad to sec all his old friends.

180

STREET RAILWAY REVIEW.

[Vol. X, No. 3.

m^w

" ■>- ''^':^^XMKs^r^Qi^\^Aal^^y^^^V^4(t^^

i ECHOED FROM TME TRADE

[^C',mm£^r4im:<^xam^f^ym^^

THE J. A. F.W & EGAN CO., of Cu.aniuui. O., has acclarcd
the regular ciuartcrly diviilencl of 1^ per cent on the preferred stock
and also a l^4 P^^'' <"<^"' back dividend. Both were payable February
20th.

CONSUL-GENERAL J. G. STOVVE, Cape Town, South Af-
rica, advises the State Department that many tenders for bridge
work, electrical and railway material, and machinery are open for
bids.

THE KUELL AIR BRAKE CO., of Battle Creek, Mich., has
been incorporated to manufacture air brakes for street cars. The
incorporators are W. F. Kuell, J. E. Linihan, R. F. Hoffmaster,
\V. H. Iloffmaster. II. F. Beckman.

THE BERLIN IRON BRIDGE CO., of East Berlin. Conn.,
has increased its capital stock to $750,000. The following board of
directors has been elected: Chas. M. Jarvis, Frank L. Wilcox, S.
H. Wilcox, H. H. Peck. Geo. II. Sage. D. E. Bradley, and S. N.
Robinson.

THE AMERICAN ELECTRICAL WORKS, of Providence,
R. I., sent to the trade on Washington's Birthday another one
of their series of holiday remembrances. It consisted of a steel
plate portrait of Martha Washington and a sketch of the principal
incidents of her life.

THE JEFFREY MANUFACTURING CO., of Columbus, O.,
makes coal washing machinery, retarding conveyors, steam coal tip-
ples, elevating-conveying machinery and coal mining machinery.
It calls attention to its products in a newly issued catalog, which
will be sent on application.

THE NEW YORK AIR COMPRESSOR CO., 120 Liberty St..
New York, has issued a handsomely illustrated catalog descriptive
of steam-driven and belt-driven compressors. This company states
that its machines are the only ones on the market which were de-
signed expressly for the higher pressure now in vogue.

THE CROSS OIL FILTER, made by the Burt Manufacturing
Co., Akron, O., has been selected for use in the power house of
the U. S. Machinery Exhibit at the Paris Exposition. The Burt
Co. will also make an independent exhibit of its filters at the
Exposition, and has just made a superbly finished shipment for
that purpose.

THE WESTINGHOUSE ELECTRIC & MANUFACTUR-
ING CO. is building extensions to its Pittsburg plant that, when
finished, will give it one of the largest factories in the world, one
room of which will be 1,206 ft. long x 370 ft. wide. The com-
pany declared a quarterly dividend of ij^ per cent on its common
stock, payable February 20th.

THE CONSOLIDATED CAR FENDER CO., of Providence,
for its "little reminders" this month sends out a neat folder bear-
ing a clipping from the New York Sun of Dec. 7, 1899, giving an
account of how a woman was picked up uninjured, by a Provi-
dence fender, attached to a car of the Metropf)litan Street Rail-
way Co., while the car was running at high speed.

THE SPEER CARBON CO., of Saint Marys, Pa., is making a
carbon that, judging from the repeat orders that are coming in
from all sides, must be nearly perfect. The company's abundance
of capital, thoroughly equipped factory, and natural-gas heated
ovens, together with the experience of its general manager, J. S.
Speer, place it in a position to supply the best products at lowest
prices, consistent therewith.

THE RITER-CONLEY MANUFACTURING CO., of Pitts-
burg, Pa., has been awarded a contract for 1,300 tons of structural
steel and plate work for the Glasgow Tramways. It is for the
complete equipment of the power plant, and includes the erection of
power house, smoke stack, coal and ash, tanks, boilers, etc. This
company has done similar work for Dublin and Bristol tramways,
and maintains an erecting force abroad.

THE COMPRESSED AIR MOTOR CO., Monadnock Block,
Chicago, has issued a handsome illustrated catalog descriptive of
motors made by it, and giving details concerning the operation ol
air driven street cars in various cities, particularly those in Chicago
and New York. During the blizzard of February 3d and 4th, this
year, the air cars on the Chicago Union Traction lines ran satis-
factorily under most disadvantageous conditions.

THE GOHEEN MANUFACTURING CO., of Canton, O.,
maker of carbonizing coating for the protection of iron and steel
construction work, and also dealer in technical paints for all pur-
poses, including red lead, white lead, carbon, asphallic, iron oxide,
magnetic galvanum, etc., has issued a pamphlet on the preservation
of wood, steel and galvanized surfaces, taking up the subject from a
scientific standpoint and giving the effects of various substances on
those materials.

THE CROUSE-HINDS ELECTRIC CO., of Syracuse, N. Y.,
will doubtless have many weddings on its hand during the coming
year, as invitations have been sent to interested parties asking
each and every one to be the bridegroom at the marriage of the
"Syracuse Changeable" electric headlight to an up-to-date railway
manager, which is scheduled to occur on some bright morning
during the year. One advantage of the proposition is that the
bride will be sent on 30 days' trial..

THE STANDARD UNDERGROUND CABLE CO., of Pitts-
burg, through its representative, J. W. Marsh, has sent a letter to
the Senate Committee on the Pacific cable, ridiculing the statement
that there is no firm in America capable of taking the contract for
making and laying this cable. Mr. Marsh asserts there are at least
two companies with ample resources for doing the work, and that
his company stands ready to assume the entire contract, including
the purchasing of ships to stretch the wire across the Pacific.

THE WESTERN ELECTRICAL SUPPLY CO., of St. Louis,
reports that the demand for its "Monarch" incandescent lamps for
use on street railway circuits has been almost more than it could
handle. The company claims that the "Monarch" is the best in-
candescent lamp that a combination of up-to-date machinery and
mechanical skill can produce, and states that it has placed them
(ui all kinds of circuits and under the most trying conditions, and
has yet to find where they have not come up to the guarantee in
every way and given the most complete satisfaction.

THE SHELBY STEEL TUBE CO., of Cleveland, O., has ac-
quired all the assets, including patents, of 14 prominent tube manu-
facturing plants, among which are the Newcastle Tube Co., Tubing
Department of the United States Projectile Co., Tubing Depart-
ment of the Mansfield Machine Works, the United States Stand-
ard Drawn Steel Co., and the Shelby Tube Co., of Ohio. The re-
organized company has an authorized capital stock of $15,000,000.
The officers are: President, W. E. Miller; treasurer, W. S. Miller;
secretary, H. H. Cockley; general counsel, N. A. Gilbert.

THE MAYER & ENGLUND CO., Philadelphia, has been or-
ganized as a Pennsylvania corporation to acquire the business, con-
tracts, good will, etc., of the well known firm of Mayer & EngUind,

Mar. is, kjoo.j

STREET RAILWAY REVIEW.

1«1

o( i'liiladclpliia. The ofliccrs of llic new company arc Charles J.
Mayer, president, and A. H. Englund, secretary and treasurer. The
business Iieretofore carried on by Mayer & Knglund as a firm will
be largely increased by the corporation. An extensive complete
catalog, illustrating the full line of railway material handled, will
shortly be published, and will be mailed to any railway manager
upon request.

■nil'. WESTERN ELECTRIC CO., of Chicago, has furnished
the Metropolitan Street Railway Co., of New York City, a 300-l<w.,
2,5ao-ampere booster, said to be the largest of its kind ever built.
This machine is driven by a S5o-volt direct connected motor, the
current passing through the series windings. The Western lilec-
tric Co. has also received a flattering order from abroad, as the
United States Commissioners of the Paris Exposition have chosen
Western enclosed arc lamps for lighting the entire American sec-
tion of the Exposition. These lamps will be placed two in scries
on 220-valt circuits.

ADAM COOK'S SONS, of New York City, have received the
following letter from Wendell Kirth, of Gordon, Neb.: "I wish to
report unqualified success with the sample box of Albany com-
pound on our crank pin here. We have been running with it every
day since; at first it heated up as it usually has done for the past
five or six years, owing to box being badly scored, but now it is
nmning cool every day and we have had no trouble at all with it.
There has been more oil used every day in quantity, than would
be used with the grease in 80 days' continuous run. We will send
to your Chicago people for more."

THE STANUAKU PAINT CO., of New York, which makes
all of the P. & B. products, is supplying the European market
from its factory at Hamburg, and P. & B. goods have taken high
rank with electric railway companies abroad. This company makes
a lining for battery boxes that has withstood the severest tests.
During a heavy snow storm in Berlin recently, the accumulator
cars having P. & B. lining in the storage battery boxes were able
to run with but little trouble from linings being eaten by acid or
the excessive heat, with the result that this material is to be placed
on many of the Berlin lines, including the Grosse Berliner Strassen-
bahn Gesellschaft. The P. & B. lining consists of an application
of P. & B. paint, P. & B. "Ruberine," P. & B. junction box com-
pound and P. & B. "Rubcroid." '

THE DETROIT STEEL & SPRING CO., advises us that the
fire of February 2Sth was much less disastrous than reported m the
papers and was confined to one department — the rolling mill. The
spring shops, crucible furnaces and steel castings foundries were un-
harmed. The American Car & Foundry Co., of Detroit, promptly
placed at the disposal of the Spring company its rolling department,
which will enable it to promptly fill all orders. Before the fire was
extinguished the Spring company had ordered a new steel building
180 X 300 ft. which will be erected immediately. Fortunately the
extensive machine shops were not injured which will permit the
company to repair and put in order at its own wforks the rolling
machinery. One thousand men are employed by the Detroit Steel &
Spring Co., which is running night and day. and prepared to take
the same prompt care of customers as heretofore.

THE WALWORTH MANUFACTURING CO., now located
at 128-136 Federal St., Boston, where it occupies the entire building,
five stories and basement, is one of the old establishments, having
been founded in 1842. The company is engaged in the manufacture
of steam heating apparatus and supplies of all kinds, and is one
of the best known houses in that branch of business in New England.
In addition to being steam contractor on a large scale, it makes
and deals in heating and ventilating apparatus, automatic sprink-
ling apparatus, boilers and engines, and makes a long list of spe-
cialties, which include a full line of gas and steam fitters' tools, and
these special tools are shipped to every part of the known globe.
The export trade of this company is very large, and its special valves
and fittings are used in large quantities in England, on the conti-
nent of Europe, in the East Indies, South Africa, South America
and .Australia, and its trade in these localities is constantly growing.

PORTABLE
RAIL SAW.

Now is a Good Time to Get Ready for
Spring Work.

MADE IN FOUR SIZES AND

TWO STYLES TO CUT 9 INCH

GIRDER RAIL OR 100 POUND

STEAM RAIL

CUTS AT AN ANGLE UP

TO 45°

ATTACHED TO RAIL IN

PLACE ^^==^=^=

AUTOMATIC FEED AND

EASY OPERATION

A VALUABLE TOOL TO ALL

TRACKMEN

The Q & C CO.

CHICAGO
NEW YORK

182

STREET RAILWAY REVIEW.

[Vol. X, No. 3-

NEWS NOTES.

ADRIAN. MICH.— Surveys for the route of the Toledo & Western Co. have
been coninlcted between Toledo and Adrian. 1 1 is further projected to build
a branch line between Toledo and Lyons, O. Seagraves Hros. are promoting
the line.

.\T-lt,\NY. N. Y.— The Senate railroads committee has favorably reported a
bill authorizing the United 'iHraction Co. to construct a bridge across the Hud-
son at Troy.

ATI-.\XT.\. <.;A.— The Atlanta S: Western Railway & Power Co. has se-
cured rights of way from .\tlanta to the Chattahoochee river, and the project
of building a line to connect .\tlanta. Douglasville and Marietta, as announced
in the "Street Railway Kcvicw" bulletin December 2jd, will be pushed to
completion. The capital stock of $-'oo,oc»o has been entirely subscribed. Frank
S. NIonnett and .ludge Earnhart, of Columbus, O., are the principal promoters.

.\Ti,.\NTIC CITV. N. J. A new electric line to cost $jtK),ooo will be built
in and about .\llantic City, including Somers Point. Pleasantville and Absecom
on its route. J. Howard Gcndcll may be addressed.

.\L*Cil'ST.\, MK.— The Railroad Commissioners have rendered a favorable
decision on the petition of the Atlantic Shore Line Co. which is projected to
run between Hiddeford and York via Wells and Kenncbunkport. II. JI. Heath,
Augusta, and Fred J. Allen. Sanford. are promoters.

IIALTIMORE, MD. — I. I... Straus and Arthur P. Gorman, jr., are counsel
for the Maryland Electric Railway Co. A franchise is asked for a line in
Baltimore and suburbs.

IIROCKTON.MASS.— .\uthorily for the consolidation of the Brockton,
IJridgewater & Taunton, the Taunton & IJrockton, the Boston, Milton &
BrocKlon. and t!ie Brockton & East Bridgewater street railway companies with
the Brockton -Street Railway Co. has been granted" by the Railroad Commission-
ers. The live lines will be operated under the title of tlie Brockton Street
Railway Co. A. A. Glasicr, president.

BCENtJS AYRES, A. R.— F. C. Mart^ of Buenos Ayrcs is investigating
American street railway systems with a view to installing electric railways in
Buenos Ayres and other South American cities. While m the United States
Mr. Marty is the guest of H. S. Judson, Minneapolis.

CHATTANOOGA. TENN.— Bids will be received by the Chattanooga Rapid
Transit Co. for the construction of its five-mile suburban line to St. Elmo. S.
W. Divine, president.

CHICAGO, ILL.— The Metropolitan West Side Elevated R. R. Co. will pur-
chase 56 new passenger coaches at once. D. MacAllister, president.

COLl'MBl'S. ().— The Columbus Freight & Traction Co. has been incor-
poratc<l by W. 1). Brickell. W. D. I'ark. W. D. Hamilton. Charles E. Morris
and John W. Mooney. The line is intended to afford the new wholesale dis-
trict of Columl)us promi>t and adequate facilities for the receipt and shipment
of freight. Any power otht-r than that of steam may be employed. Should elec-
tric traction be elected tlie underground system would be installed.

COVINGTON, KY.— It is reported that the South Covington & Cincinnati
Street Railway Co. will build a line to Erlanger. J. C. Ernst, president Cin-
cinnati, Newport & Covington Railway Co., Covington.

DETROIT. MICH.— C. H.White & Co., New York bankers, have purchased
the entire $i, -•50.000 bond issue of the Detroit, Rochester, Romeo & Lake Orion
electric line, taking at once the bonds now issued and owned by John Winter.
F. C. Andrews and Oliver H. Lau. The purchase will include the bonds to be
issued for the construction of the system from Oxford to Flint. The American
Trust & Savings bank of Chicago will act as trustee of the bonds in connection
with the Gurantee Trust Co. of New York.

EASTON. PA.^The Easton Consolidated Electric Co. is in the market for
three or four 8 or 9-bench open motor cars equipped with Brill ji trucks and
Westinghouse No. 3 motors suitable for 5 ft. aj^i in. gage. \V'ould also like
prices on double truck open cars with 12 or 14 benches suitable for standard
gage, 4 ft. 8J4 in. Address C. E. Flynn, general manager.

EL P.\SO. TEX.— The Santa Fe street railway of El Paso, a mule car line
has been sold to John T. Terry, of New York, for $30,000. The new owner wil
equip the line with electricity.

FAYETTEVILLE, N. C— Dr. J. W. McNeill has secured a franchise for a
street railway in this city, and construction wil! begin within a year. The line
may be extended to Hope Mills, seven miles distant.

FORT WAYNE. IND.— P. A. Randall of Fort Wayne. V. R. Brown of Col-
ambia City, and Oscar Gandy of Chtirubusco are promoting an electric line
from Fort Wayne to Ligonier, to connect by branch lines with Mishawaka,
Goshen, South Bend and Elkhart.

It is reported that the Fort Wayne Traction Co. will erect a new car house.
A. L. Scott, manager.

GALVESTON. TEX.— The Galveston City R. R. has been sold under order
of the United States Circuit Court, it is reported, to Charles E. Hotchkiss. New
York, who represents the Guaranty Trust Co. of that city, trustee of the mort-
gage bondholders, plaintiff in the foreclosure proceedings in wliich the order
of sale was made. Mr. Hotchkiss also represents the reorganization committee
of bondholders. The line aggregates 41 miles. The purchase price was $905,000.

CEORGETOWN. MASS.— The car house and seven cars of the Haverhill.
Georgetown Jt Danvers Street Railway Co. were destroyed by a recent fire,
entailing a loss of $25,000. covered by insurance. C. E. Barnes, president.

H.\MILTON. O.— The Hamilton & Lindenwald Electric Transit Co. has
been reorganized with Christian Benninghofcn. president; J. J. McMakcn. vice-
president; Peter Benninghofcn. secretary and treasurer, and C. E. Warwick, as-
sistant secretary. Under the new regime Ira S. Milliken retires as secretary and
manager. Extensive improvements of the line are under consideration.

HARPERS FERRY, W. VA.-Paul Evans, of Philadelphia, formerly owner
of the Ilagerstown electric light plant, is reported to be promoting an interur-
ban line in West Virginia. A site for a terminal has been purchased at Harpers
Ferry. Power wil be secured from Weverton.

1I.\STINGS, MICH.— .V company ui Detroit and Ann .\rbor capitalists has
been organized to build an electric line between Hastings and Battle Creek.
Franchises have been ajiplied for, and the proposition is favorably considered
by both cities. The company is represented by (ieorge W. I'ullis, of Ann
.\rbor.

HOXOLULIT. H. I.— L. P. Matthews. Cleveland. O.. represents ;in American
syndicate in promoting an electric railway- system in Honolulu. It is reported
tiiat $5,000,000 may be expended in buildmg the proposed lines.

JOLIET, ILL.— The Joliet Street Railway Co. has received and accepted
franchises for the proposed extensions to Plainfield and Manhattan. The con-
struction of a down town loop in Joliet is also considered by the company. F.
E. Fislier, superintendent.

KALAMAZOO, MICH. -The Michigan Traction Co. will issue $600,000
bonds, assuming an obligation to the American Trust Co. of Philadelphia. The
Michigan company controls the street railways in Kalamazoo and l!;ittle Creek
and will extend the system to connect these cities. An extension to Jackson is
also projected. Major L. N. Downs. Kalamazoo, president.

KANSAS CITY. MO.— A recent fire in Kansas City destroyed 13 passenger
cars, two construction cars and three sweepers of the Metropolitan Street Rail-
way Co. The loss is estimated at $j;,ooo. W. H. Holmes, president.

LOVELAND, COLO.— The citizens of Loveland in a mass meeting recently
appointed Attorneys E. S. Allen and Lyman Porter to arrange with contractors
for an electric lighting and trolley system for their city. It is believed thai
inducements may be offered the Denver, Boulder & Northern to extend us
electric line to Loveland.

MEROM. IND.— F. S. Aldrich. president of Union Christian College,
Mcrom. I. W. Beauchamp and J. \'. Barbre are promoting a line to be built
by popular subscription from Merom to Terre IlatUe. Tlie line is estimated to
cost $300,000. At meetings in Middletown, Merom and I'rairie Creek a large
majority voted in favor of the enterprise.

MILBRIDGE. ME.— W. A. Roberts and E. A. Hubbard of Biddeford, Mc,
are promoting an interurban electric line, to include four ttjwns on its route.
The citizens of Milbridge and Cherry field favor the enterprise. The road may
l)e capitalized by subscription and bonds will be issued for $120,000.

MOLINE. ILL.— The petition of the Tri-City Railway Co. for a franchise to
build an electric line in Moline is favorably received by the council and equip-
ment will be purcliased at once. James F. Lardner, manager and secretary.

MORRIS. ILL. — Application has been made for the incorporation of the
Geneva Lake, Sycamore & Morris Electric R. R. .\ line from Morris to
Geneva Lake. Wis., with branches to DeKalb and Itelvidcre is jjrojected. This
is practically a revival of the old Geneva Lake, .Sycamore & Southern R. R.
project. It is said that a new company has been organized with a capital stock
of $150,000.

NEW YORK, N. Y.— The car house and 43 cars 01 me oixm jwe. orancn o
the Metropolitan Street Railway were damaged by fire February 19th. The los
is estimated at $75,000, covered by insurance, f^ ^^ \'ipr>lnTid nrcsidcnf

of the Sixth Ave. branch of
ire February 19th. The
H. \'recland, president.

'I.SHKOSH, WIS.— Late reports announce the sale of the properties of the
Oshkosli Traction Co. to McMillan, Emerson & Co., of New York. The Osh-
kosh company is capitalized at $500,000. The terms of the sale have not been
given for publication. G. J. Kobusch, president, Oshkosh.

PETERSBURG, VA.— It is reported that the Southside Railway & Develop-
ment Co. will build nine miles of extensions in Petersburg, and that a theatre
will be erected at tlie terminus of one of the lines for summer entertainmnts.

PHILADELPHIA, PA. — Reports have been received that the Railways Com-
pany (ieneral will build an electric line from Philadelphia to New York and that
a capital of $10,000,000 will be required for the purpose. Stock to the value of
$1,500,000 will at once be issued. The directors of project are (George J. Ko-
busch. W. W. Gibbs. Dr. J. H. W. Chestnut. Edwin .S. Cramp, J. B. MacAfee
and L. N. Downs. The promoters have acquired control of the IMiiladelphia &
Bristol Railway Co. and hold an option on the New Hope bridge, the only
available bridge across the Delaware. When the line shall be completed pas-
sengers will be carried from Philadelphia to New York for $1.00.

PIIDENIXVILLE. PA.— The Phoenixville & Bridgeport Electric Railway
Co. has been incorporated with a capital of $100,000 by H. H. Gilkyson and 11.
S. Williams. Phoenixville. J. MacCarrolI. J. W. Perry and L. P. Bane, Phila-
delphia, and G. F. P. Wagner, Pottstown.

PORTSMOUTH, N. H.— The capital stock of the Portsmouth. Kittery &
York Street Railway will be increased by $30,000. Extensions of the system
will lie made, a storage battery installed, and a ferry boat to run between Ports-
mouth and Badger's Island will be purchased. A. F. Gerald, president.

REYNOLDSVILLE. PA.— The Reynoldsville Traction Co. has changed
its name and is now known as the Northern Pennsylvania Traction Co. A line
will be built to Rathmel. Sykesville. Clarion and Oil City. ( Iftices will be
taken by the president of the company, in the Drexel Building, Philadelphia.

RICHMOND. IND.- Further franchises have been obtained by the Eaton &
Richmond R. R. Co. and the construction of the proposed electric line between
I'laton and Richmond will be commenced in the summer. Henry B. Pruden,
of Dayton. O., is the principal promoter.

ROCHE.STER. N. Y.— The Rochester & Suburban Railway Co., a reorgan-
ization of the Rochester & Irondequoit R. R. Co., has been incorporated with a
capital stock of $420,000. of which $350,000 is preferred stock. Frederick Cook,
George W. Archer. William C. Barry. John N. Tieckley, Jacob Gerling, Ber-
nard Dunn, Joseph C. Tone, Albrecht Vogt, William Purcell. W. D. Ellwangcr.
F. S. Upton, Max Brickner and Louis Griesheimer. nil of Rochester, are di-
rectors.

ROCK\' TLLF, CENTER. N. Y.— The Nassau Belt Line Traction Co. which
was organized March 17th. 1899, has completed its organization, obtained its
consent from 'hi. Railroad Commissioners, has all its local c«msents from abut-
ting property ov.ners required by statute and has secured the franchises from
all iiie villages ti:rougb which it passes, including Riickville Cenlre and Free-
port, and from the Town li ij,'liwa> Commissioners except in the village of
Hem;, stead a distance of two miles, thus completing 28 of its 30 miles of de-
sired'rrancbises. Paul K. Ames, Rt.ckville Centre, president.

STREET RAILWAY REVIEW.

183

PUntlSHEO ON THB ISTH Op BACH MONTH.

WINDSOR & KENFIELD PIJBIJSHINQ CO.,

TCLCPHONE, MAnniaON TS4.

MONON BUILDING. CHICAGO.

SUBSCRIPTION, - - - THREE DOLLARS.
Foreign Subscription, Tour Dollars American Money.

Address ail Communicaiiofis and ]\,mittances to Windsor & Kenfield Publishmg Co..

Motion liuiliiing^ Chicago.

H. H. WINDSOR. F. S. KENFIELD.

Editor. Business Manager.

EASTERN OFFICE. 100 WILLIAM STREET. NEW YORK.
C. B. FAIRCHILD. EASTERN REPRESENTATIVE.

CORRESPONDENCE

We cordially iiivitp corrfsinnulciuo on all subjects of interest to those
engaged in any branch of streiH railway work, and will gratefully appreciate
any marked inpifs of papers f>r news items our street railway friends may send
us, pcrtainintj either to companies or officers.

DOES THE MANAGER WANT ANYTHING?

If you contemplate the purchaseof any supnlies or material, we can save
you much time and trouble. Drop a line to The Review, sLaiing- what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for publishing sucb notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.

VOL. X.

APRIL 15, 1900.

NO. 4

One of ihe strongest arguments against the municipal ownership
or operation of business enterprises is that political consideration
instead of efficiency will be the standard for measuring the value
of employes. A very good illustration of how this works in practice
is shown in the report of the chief of the wiring department of the
electrical construction division of public buildings, Boston. Men
obtain aiipointmenls at the instance of political bosses who see to it
that they are not discharged when work becomes scarce. The work
done by the wiring department has cost the city of Boston about 60
per cent more than the bids made by reliable companies.

The management of the Haniihon & Linclcnwald Electric Transit
Co., of Hamilton, C, has announced a radical, and many of our
readers will doubtless think, ill-advised reduction in the rates of
fare. The tickets are all limited as to the time within which they
must be used and consist of three classes. First, books of tickets
that are good only during certain hours at the rate of iVz cents per
ticket for 12-ride weekly books and a trifle under 3 cents per ticket
for 104-ride monthly books. Second, commutation family books at
the rate i.-j cents per ticket in books of 50. good for 30 days, and 3.5
cents per ticket in books of 100 good for 60 days. Third, individual
tickets good for any number of rides in 3 months for $10.

This company operates 9 miles of track and serves a compara-
tively small population, say 30.000 people. (The census of 1890 gave
Hamilton less than 18,000.) The hauls are short and we venture the
guess that the average cost to the passenger even at the 3 cent rate
will be in excess of i cent per mile. Under these conditions the
company may find that traffic will be increased so that cars now
carrying but few passengers will be filled, thus producing a revenue
with but slightly increased cost of operation.

We sincerely hope that the company may find the reduction of
fares a financial gain, but wish to point out that success in this case

w'luld be no Indication that the same methods wouhl produce sim-
ilar results In a city where ihc hauls arc long and the problem Is not
to (ill empty cars, and with Ihe wages and other operating ex-
penses higher than Is usual in the country.

For several years there has been a growing tendency on the part
of mimlclpalitles to try and force a reduction in Ihc fares to be
charged by street railway companies, by an ordinance purporting
to be based on a clause in Ihc franchise reserving to the cily Ihc
"power to regulate the operation, etc.," or else defended as a proper
exercise of the "police power." It is unfortunately true that no mat-
ter how ill-founded may be such pretensions as to the power of the
cily to confiscate street railway projierty under the guise of "regula-
tion," there is always danger of the state courts sustaining Ihc valid-
ity of the ordinances in question. The company, however, can
usually raise a "federal question" and even after the case has been
passed on by the state courts, have it reviewed by the federal courts.
In view of the frequency of such litigation, those intrusted with the
management of large street railway properties, cither incorporate
in a foreign stale or choose non-residents for the trustees of their
mortgages, so that the case can be fought in the federal courts from
the first.

The three most bitter controversies over a reduction of rates of
fare are those in Indianapolis, in Milwaukee and in Detroit. In
the Indianapolis 3-cent fare case the Indiana courts held the law to
be proper exercise of the "police power" while the federal circuit
court deci<led it was a violation of the contract rights secured to the
railway company by its charter; the point was also made that even
were it merely a police law. the question of whether the prescribed
rate were reasonable would remain to be determined.

The Milwaukee 4-cent fare case decided in Ihe United States Cir-
cuit Court. May 31, 1898, was contested on the ground that the pre-
scribed rate was unreasonable and a "taking of private property
without due process of law" and also that the company by its fran-
chises had the right to charge a s-cent fare which right the city
could not impair. The case was decided on the first ground only.

Last month the Detroit 3-cent fare ordinance passed in August
last was held invalid. The decision of Judge Swan of the United
States Circuit Court is given at length elsewhere in this issue. The
court held that the power reserved to the city "to make such further
rules, orders or regulations * * * deemed necessary to protect
the interests, welfare or accommodation of the public * * *."
could not be construed to give the right to reduce the fare to 3
cents. Said the court: "If the city may sequester two-fifths of the
grantee's earnings, why may it not lake all?" It was further held
that by prescribing a maximum fare of s cents the city was debarred
from attempting to regulate this point. This is independent of
whether the reduction was reasonable or unreasonable.

There is now pending at Detroit another suit to prevent the en-,
forcement of an ordinance, which provides that transfers should be
issued on transfers. The corporation counsel is reported to have
refused to appear for the city on the ground that the ordinance is
invalid. This is an indication that the ordinance was not passed
with any idea of being able to enforce it. but as a play to the gal-
leries and to keep the controversy going.

The necessity of guarding against stray currents from street rail-
way circuits by providing better track returns is again brought to
the front in a paper read before the Institution of Engineers and
Shipbuilders of Scotland, by Prof, .\ndrew Jamieson. .Although we
have always maintained that the danger from such leakage currents
has been grossly exaggerated by the daily press and by misguided
alarmists, we belie\'« the best way to silence the carping of these
critics, and remove any possible ground they may have to stand on.
is to provide the best possible return circuit that the latest develop-
ments of the science can suggest, even though this is done at an
increase in cost of installation. The increased efficiency of the
system, the decreased risk of interruption to the service, and in ad-
dition the lessening of the chances of having to defend suits for
alleged damages by electrolysis will more than counterbalance the
extra expenditure. The mere fact that a company can give evidence
of having done everything reasonable in its power to prevent elec-
trolysis, will bear considerable weight wHth an impartial jun,-. should
a suit be brought for alleged destruction of pipes.

But according to Professor Jamieson. it appears that damage to
water and sewer pipes and interference with telephone exchanges,
are not the only charges to be brought against wandering currents

184

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

from tramway circuils. In his commuiiicalion to the Scottish Insti-
tution mentioned above, he draws attention to the action of electric
tramway cxirrents on submarine telegraph cables and other electric
circuits. In concluding his article he proposes a remedy for per-
fecting the track return, and thus preventing injury to neighboring
pipes, or interference with near-by submarine telegraph lines.

The paper deals particularly with the trouble experienced by the
Eastern Telegraph Co. at Cape Town, South Africa, from induced
or secondary currents in its telegraph cables, where they approach
the shore, along which are laid the tracks of the Cape Town Electric
Tramways Co. It is said that this disturbance was one of the many
causes of delay in the transmission of cablegrams during the early
part of the British-Boer war, and the author states that the same
trouble has been experienced to a less degree at Madras, India, and
at Coney Island. New York. There is a chance of its occurring
wherever submarine cables approach, or run parallel a short dis-
tance from electric railway lines, unless proper precautions are
taken.

Professor Jamieson was requested last July to proceed to Cai)c
Town for the purpose of acting as one of the advisors to the Cape
Town Electric Tramway Co. in an action brouglit against it by the
Eastern Telegraph Co. for this interruption to its business. There
was no allegation made that the cables had been injured by electro-
lytic action, but simply that false, inductive impulses were generated
in them by return stray currents from the tramway, these of course
rendering regular messages very ditficult or impossible to decipher.
After a thorough investigation. Professor Jamieson advised a spe-
cially prepared cable with twin twisted core with double armoring,
for the shore ends of the telegraph lines, and recommended the
tramway company to obtain and place in circuit, with separate re-
turn feeders from dififerent points along the rails, a sulticient number
of negative boosters (or sucking dynamos as he calls them), in or-
der to reduce the return currents in the rails at these points to zero
potential; and thus prevent the fall of pressure along any portion
thereof ever exceeding the limits of the Board of Trade rules, i. e..
not over 7 volts. He says: "This would naturally stop electrolytic
action on neighboring pipes, and greatly reduce the potential, the
strength and the range of stray currents, and hence the chance of
their reaching the sheathing of the submarine cable and of acting in-
ductively upon its conductor. Finally, I believe that land telegraph,
telephone, and other electric circuits can be protected from all in-
terfering influences of electric tramways by employing twisted out-
going and return insulated conductors, and that electrolysis may be
prevented by using heavy well-bonded rails with return feeders and
sucking dynamos whenever the fall of pressure along any section
tends to exceed five volts."'

As a rule the street railway companies subscribe to the technical
journals devoted to the industry, for the general otTicers. and many
of them go farther and take from five to one hundred copies per
month, according to the size of the road, for the purpose of sup-
plying its minor ofBcials and employes w'ith this instructive litera-
ture. That the best managed and largest roads in the country
pursue this policy to the largest extent is evidence that they con-
sider it a desirable and profitable investment. They- certainly are
not actuated so to do from motives of charity.

Recently, however, the executive committee of a well-known road
reached the conclusion that "its heads of departments should have
ambition enough to secure for themselves such matter as will
qualify them for their several positions." The committee could not
see why the company should furnish its president, secretary, super-
intendent or any other officer with reading matter of any kind.
It maintained that these offices are filled by men who have re-
cived a liberal education and who are paid all they are worth. If
they feel the need of information and experience other than thai
now possessed, or to be obtained within the limits of their own
daily routine work, let them individually bear the expense. The
inference plainly is that the committee has done its work of select-
ing ofHcers so well that those officers have or should have, — if the
committee has made no mistake, — a fund of knowledge and ex-
perience which needs no addition from outside sources.

We freely subscribe to the claim that the road in question is
well conducted, and its officers rank well in the official fraternity,
but the impression conveyed in the ruling of the committee, while
highly complimentary to the ability of its officers today, carries no
urgent expectation of a greatly higher standard. None of us but
should feel, however well performed an accomplishment of today,

we ought to ilo a little belter next time. In these days ihe man
who hesitates — hesitates to crowd his eflforts constantly to the ut-
most— will soon fall behind in the race. There is a meritorious
pride in a thing well done, but it could and should be better done
another time. We believe in frankly commending the deserving,
faithful worker, from the president down to the employe filling
the most humble position; but we also believe in holding before
him in- the right spirit the policy of always striving after still better
results.

The secret of success of many managers who most satisfactorily
handle large bodies of employes is found in an intelligent exer-
cise of this means of encouragement and improvement. Appar-
ently the executive committee in question does not take this into
consideration. It is not the little matter of the few dollars involved
in the half dozen or so subscriptions, for the total amount is too
small to spend any time in discussion; it is the principle involved.
It is seldom the large things but rather the small ones which show
the direction of the wind.

Is there any reason why a company should furnish its operating
heads with literature? Is a technical journal, or is it not, one of
the necessary tools with which a man should be provided? Does
the paper represent merely the individual ideas of its editor or does
it collect and present the experiences and opinions of the best
workers in its field, every where? Would the up-to-date manager
of ten years ago be considered up-to-date today had he remained
at home all through these years of evolution and read nothing of
what other men were doing? The ideas and methods contained
in a single issue of any first-class technical journal would cost the
individual reader weeks of travel and study to obtain. No man
in these days can hope to do the best work of which he is capable
unless he regularly .studies the current literature of his business,
calling or profession. When very sick do you seek out the doctor
who was good a few years ago but has read nothing of medical
discoveries, appliances and methods for five years past? Street
railway properties are subject to constant and acute attacks of
socialistic germs and other vicious microbes, and the manager who
is to keep his corporate patient well and strong and in the fullest
possession of its faculties cannot be too well fortified against the
clay of need. It is no time to read up on bone setting wlien an
arm is fractured.

It is also true that the officer reads his street railway paper be-
cause he is a street railway man. When for any reason he goes out
of the work to engage in some other, he no longer has the time,
necessity or inclination to continue studying street railway prob-
lems but takes up another publication devoted to the industry or
profession to which he has gone. The journals for which he has
paid several dollars per year are worthless to him for reference
in his new occupation; they arc, however, extremely valuable to
his successor. They should therefore be paid for by the company
and after reading become the property of the office, to be handed
down to the new incumbent together with the desk and other office
equipment. That these monthly records of events are valuable is
evidenced in the fact that scarcely a day passes but we are called
on to furnish one or more back numbers. Frequently these re-
quests come by telegraph, showing the emergency of the need.

When the American Street Railway Association was organized
and for several years, very many of the men who attended these
meetings did so at their own personal expense.

The directors with a great show of liberality allowed the man-
ager a week's vacation (!) in order to attend the annual conven-
tion. Happily this has changed; boards have realized how im-
portant it is to have its operating heads attend these meetings
and where a few years ago one representative came, the same offi-
cial is now accompanied not only by other officers, but the elec-
trician and trackmaster and master mechanic also are with him.

We have not wandered from our subject. The latter instance
simply illustrates the original proposition, which is, all the experi-
ence is not bound up in boards of directors and e-xecutive com-
mittees, and it is poor economy to withhold from your workers,
official, or in the ranks, anything within reason which will
strengthen their position. The daily press of the country are not
fighting the battles of the street railway to any noticeable extent.
It is left almost wholly to the street railway press to secure, collate
and present in usable form, such data and ideas as help to fortify
the street railway official in his tireless efforts to protect street rail-
wav interests.

Apr. 15, 1900.]

STREET RAILWAY REVIEW.

185

The System of the Boston Elevated Railway Co,

Department of Motive Power and Machinery Rolling Stock and Repairs Shop Methods

Electrical Engineering Department of Stores.

Department of

IIY C. II. lAIKl 1111,11.

PART II,

iiki'.\utmi:ni' of motivk powkr and maciiinkks'.

Tlu' rrK'ulatioiis state that the siipcrinteiKk'Ht of tliis (leparliiu-nt
(Mr. Charles F. Baker) shall have chart;e for surfaee lines of all
power stations, repair shops, inaeliinery, meehatiieal motive power,
ear, motor ami truck repairs, and is Icj lie assisted by the following
odicers: Superintendent of Power Distriliution, .SuperiiUendenl of
Machine Shops, Superintciulent of Car lC(juipment Slio|)S, Super-
intendent of Car Shops, Chief Michanicil draftsman. Inspector of
Motor Car Kepair.

•Ml appointments to positions of importance in these departments
have to be .submitted to the vice-president for his approval before
taking effect, as also the discbarges of these oflicials, and the wages
and salaries paid with any change in same are also to be submitted
1.1 the same ol'l'icer for .approval before becoming cfTcctive.

roWER STATIONS.
.'\s stated, the electric current for the entire system is snpplie
from seven stations, and these are named from the location. The
accompanying table shows the name and electrical capacity of each
of the stations. From this, it will be noted the nominal capacity is
26,144 l^w. and 47.5.?.? amperes, but the e(|uipment is safe for an over
load of 25 per cent, which means 32,680 kw. or 5iJ,4i7 amperes.

STATION CAPACITIES.

STATION,

•Number

of
Machines.

1
6

Size.

Nominal

Kw.

2,700
3,00(1
7,200

Capacity.
Amperes

Central Power Station .

2.700
1,500
1,200

4, '109
,1,454
13.091

9
38

12,W0
1,900

23,454
3,455

Auxiliary Station. .

47
3

2
2
12

1,200
400

1,000
.soo

(>2

14,800
3,U10
2,.S(10
2,0110
1,6IW
744

26,909

6,545

S.ITO

3,l>iO

2,90'(
l,35i

AUstoii,

73
3

200

25,544
600

46,442
1,091

Grand Total

26,144

47,533

Space will not permit of an elaborate description of the steam
and electrical equipment of the various stations, but the reader is
referred to the Boston Convention number of the "Street Railway
Review," August, 1898, for the descrijition of the seven stations
then in existence. The central power station, however, which is
located on ."Mbany St. and near the center of power distribution is
of interest in this connection from the fact that the station and
equipment have been remodeled since the plant was first established
and because the equipment has recently been increased by the ad-
dition of a new unit larger, and of a different type, from those in any
of the other stations and raising the capacity of the station to
18,000 h. p. Tliis unit consists of a vertical cross-compound con-
densing engine of 4,000 nominal h. p. but capable of working up to
7,000 h. p. The cylinders are 42 and 90 x 60 in. and it is designed
to run at 75 revolutions. The fly-wheel is 28 ft. in diameter and of
the spoke type. The top of the frame stands about 34 ft. above the
floor. In workmanship and design this machine sustains the repu-
tation of both the old and new companies. The engine is direct
coupled to a 2.700-kw. generator. This generator was contracted
for and partly built by the Walker Co.. of Cleveland, but was
finished by the Westinghouse company after the latter came into
possession of the plant of the Walker Co., and at that time it was
the largest machine that had been designed. The total weight of the
generator is about 300,000 lb., and the armature, which is 16 ft. 6 in.
in diameter, weighs 115,000 lb., and is mounted on a 37-in. hollow-
forged nickel steel shaft made by the Bethlehem Steel Co.
The outside diameter of the commutator is 8 ft. 9 in.
The field magnet frame is of cast steel and provided with hand
holes. The poles are of laminated wrought iron and bolted into
the frame, the baudholes giving easy access to the bolts which hold

the poles in pl;icc, .\t a normal load this generator is designed lo
give an output of 4,500 amperes at 600 volts, or sunicieiil lo operate
300 loaded street cars.

The condi using "plant" of this engine is of special interest, as it
dispenses with the usual air pump rcquircil with condensing en-
gines, and forms and maintains its vacuum entirely by the use of
the exhaust steam and the condensing water. The apparatus con-
sists of two of the well-known "Bulkley" injector-condensers, at-
tached by angle elbows to the main exhaust pipe, each condenser
being 24 in. in its exhaust opening. The exhaust steam enters a
hollow cone of moving water, at the upper part of the condenser,
and in condensing imparts to it a velocity that it enables it to carry

FIG. 28 BULKLEY CONDENSER.

out the air and vapor into the enlarged portion of the condenser
below. The condensers are each connected with the hot-well below
by air-tight water discharge pipes, of sufficient length to allow the
water to be delivered by gravity against the pressure of the at-
mosphere. They are both supplied with water by a centrifugal
pump operated by an electric motor, which takes its supply of salt
water from the Bay. and after the vacuum is formed the water is
elevated about 25 ft. by atmospheric pressure, thus giving the pump
very little work to do. Either or both condensers may be used,
according to the load on the engine and temperature of the water,
and a very high vacuum is thus maintained as long as the water sup-
ply is kept up. The automatic relief valves at the top. will allow the
engine to work non-condensing the instant the vacuum is lost from

186

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

any cause. In many instances a natural head of water of 10 ft. or
more can be obtained, in which case no pump is required, the con-
denser syphoning the water, after starting, and operating until tlie
water is shut off. The safety, simplicity, and economy of this device
will commend themselves to any one using a steam engine, wlicre
condensing water can be obtained. Several independent condensers
may be supplied by a single pump, which may be a steam driven, a
centrifugal, a rotary or other power pump.

The central power station has a very interesting history. It was
designed and built in 1889-91 under the direction of Mr. F. S. Pear-
son, then chief engineer of the West End Co. As originally de-
signed the equipment consisted of six triple-expansion engines
belted through countershafting to multipolar 500 kw. generators.
In 1896, however, under the direction of the present superintendent
of power stations, the six triple-expansion engines were enlarged
to 1,600 h. p. and direct coupled to G. E. generators. Two of these
are of 1,350 kw. capacity and four of 1,200 kw. There are also two
2,000-h. p. engines direct coupled to generators of 1,500 kw. ca-
pacity. The fly-wheels of all the engines are of the-solid plate type.
This type of wheel, however, is not in favor with the engineer of the

are tandem-compound of 200 h. p. each and are run at 210 revolu-
tions and are each belted to four G. E. generators of the D. 62
type. It is interesting to note in this connection that no deteriora-
tion of elTiciency is observed in the engines or generators notwith-
standing their long service. It is not claimed, however, that the
arrangement is as economical as that obtained by more modern
methods.

Among the station practices, it is worthy of remark that it is the
custom of the engineer to have the different machines started up
and run for an hour before the load is thrown on, thus giving the
cylinders and ports a chance to warm up and prevent the danger
of condensation in the cylinders, resulting in breakdowns which
were so common in the early history of this equipment. In the
engineer's room is found a testing equipment by which the steam
and vacuum gages can be tested, the same apparatus answering for
both types of gages, by the proper adjustment of the pump con-
nections. It is the practice of the engineer to test all the gages of
each machine once every month and also to indicate each engine
monthly. When the station was changed, as stated above, the
piping system of the whole station was also reorganized and sim-

FIG. J9-GENERA1, VIEW OF CENTRAL POWER STATION, BOSTON.

Station for the reason that the attendants cannot see through so as
to know the condition of the machinery on the opposite side, and
they do not provide as good ventilation for the generators as spoke
wheels, for the spokes set up a circulation of air that helps to cool
the generators. The engines are of the Reynolds-Corliss type and
were made by the E. P. AUis Co., of Milwaukee. Included in the
auxiliary equipment are Stratton separators built by the Goubert
Manufacturing Co., of New York, and Green economizers. The
feed water is handled by a series of gang pumps of the four-plunger
pattern, piped to heaters, economizers and boilers. These pumps
are driven by means of a shaft actuated by a D-62 type of generator
run as a motor. Fig. 29 is a general view of this station showing
engines Nos. i, 2 and 3.

In connection with the central power station should be noted the
original power equipment located in neighboring building which
was a part of the old Hinkley locomotive works that formerly occu-
pied this property. This station was one of the first installed by the
railway company for electrical purposes ancl was built in 1S89, but is
still running, and is used to help out the load during the heavy
morning and evening traffic and in stormy weather. This station
has a total capacity of 10 engines and 40 generators. The engines

plified. The duplicate system of pipes was removed and by a
method of coupling the same results were secured with much less
complication and all this overhauling was done without interfering
with the operation of the station.

The boiler equipment of the central station includes 32 boilers,
all of the Babcock & Wilcox type; eight of these are double-deck
batteries and 24 in single decks; two extra boilers were recently
installed to provide steam for the new vertical engine. Thus far
mechanical stokers have not been employed in this boiler plant.

COAL HANDLING.

Coal for the central station is landed from barges and schooners
upon a wharf just across the street from the station. Here is also
landed the coal for such of the stations as are not located on the
rivers or water front. An elaborate coal-handling equipment is
provided. This consists of a bridge crane which transports all the
coal between the vessel and cars; this span is shown in Fig. 30. At
the water end is a cab with an 80-h. p. motor for operating the
ropes controlling the shovel which is of the clam-shell type, so that
the coal is elevated and run out over the storage area and dumped
where necessary. The storage platform is provided with two tun-

Apr. 15, lyoo.

STREET RAILWAY REVIEW.

IH/

iicis, one lai'Kcr lluiii llii' ullu-r, oiiiislnu'Uil as sliuwn in I'"ig. 30.
These are of wood and are of sullicieiit liiiKlit I'l .•clli>w tlic coal
cars and mining trains to back in and out. Tlic coal is piled in
heaps above these tunnels and at suitable intervals chutes and gates
through the roof are provided, by the opening of vvliich the coal
falls directly into the cars.

For delivering coal to the boiler house of the central station from
the dump, a distance of about 950 ft., a mining train is employed,
consisting of a narrow-gage electric locomotive and two Hunt auto-
matic side-dumping cars. The train being backed into one of the
tunnels is loaded as above described and after crossing the street
is run onto scales, as shown in iMg. 31, where each car is weighed.

MAKVAHI) rOWKR STATION.
This being the last new station creeled, having been completed
in i8y8, the nature of the power e(|uipmcnl is of interest. This con-
sists of six soo-h. p. Habcock & Wilcox boilers with economizers
and smokestack for twice this number. At this station the boilers
are fitted with "Acme" stokers, these being the only mechanical
stokers used by the Boston Klevaled. The main engine ctjuipment
comprises three comprjund corliss engines, 28 and 56 by 60 in., mailf
by the Allis company, direct connected to 1.200-kw. (jeneral Elec-
tric generators. An exienderl description of this plant ami the re-
sults of a 45-hour lest 111 the station were published in tin- "Review"
for December, likjH, page 875, et se<|.

FIG. 311-COAl, WHARF.
Fit;. 32-ALLSTON COAL CAR.

FIG. 31-SCALES.
FIG. 13-HARVARD COAL CAR.

when the train proceeds to the boiler room over a slightly elevated
track where the cars are unloaded in front of the boiler, the cars
being so constructed that they dump a load without shoveling.

For transporting the coal to some of the stations and car houses
two types of coal cars are employed, both of which are loaded in tlie
tunnels as already described. A car that delivers coal to the AU-
ston power station and car houses is shown in Fig. 32. It carries a
number of steel buckets, provided with heavy cross arms or bails,
which are so designed that they can be unloaded by hoists, and
being lifted are run by overhead trolleys and dumped at any desired
location, and the bucket returned to the car. Fig. 33 is an electric
coal car with a capacity of 30,000 lb. serving the Harvard station.
This consists of a single bin into which the coal is loaded in the
tunnels and which is provided with side-dumping mechanism.

ROLLING STOCK AND REP.UR SHOPS.

The number of closed passenger cars employed by the company
is 1,381 and of open cars 1.392. Of the former 18 are i6-ft. cars.
330 are 20-lt. cars with single trucks (including parlor cars) and
1,033 are 25-ft. cars, double trucks. The open passenger cars in-
clude 88 seven-bench single truck cars, 480 eight-bench single
truck, and 747 nine-bench single truck, 46 ten-bench and 31 twelve-
bench double truck cars. There are also eleven i6-ft. mail cars,
two electric locomotives, four i6-ft. service cars and one i6-tL di-
rectors' car. There are now under contract, for delivery the coming
summer. 150 standard 25-lt. closed passenger cars, and the company
is building in its shops at Bartlett St. 50 standard 12-bench double
truck passenger cars to be ready for use in June next.

Fig. 34 illustrates the standard closed car. The standard length

188

STREET RAILWAY REVIEW.

I Vol. X. No. 4.

for closed cars is 25 feet. These arc provided with side seats up-
holstered with plush and plush backs. All the closed cars have
Woods safety gates, made by the R. Bliss Manufacturing Co., of
Pawtiicket, R. 1.: this gate is the type as used by the Brooklyn
Heights R. R, The car shown in P'ig. 34 is equipped with the il-
luminated sign shown in Fig. 40 and also has the Wilson trolley
pole catcher, which was furnished by the Fraidv Ridlon Co.

The standard open car is illustrated in Fig. 35. Trucks are pro-
vided for both closed and open cars, but the motor ecjuipment for

FIG. .14^Sa".\Nl).\Rl> CLOSED CAK.

the open cars is taken in_ part from the trucks of the closed cars.
The single truck open cars are usually equipped with only one motor
and on these the current is cinUrolled by means of rheostats of the
half circle type and oiieratod with liver and chain.

nearly all luounted on single trucks; out of tlic total nuiuber 1,315
are single. The motor eciuipment consists of 1,620 of the W. P.
type, 556 G. E. 58, 519 G. E. 800, 773 No. 12 A Westinghouse, 396
No. 12 Westinghouse, 30 Westinghouse 68, and four of the Walker
type, making a total of 3,8(j8. The latest additions are the large size

I'li;.

-STANDARD IMiENCH OPEN CAR.

motors. The miscellaneous equipment includes 188 snow plows of
which 43 are of the Taunton type. The others were inade by the
Company. Fig. 36 shows the Taunton 1899-1900 model and Fig. 37
the Taunton plow with the Boston Elevated Railway Go's, improve-
ments; these are standard on the Boston Elevated. Fig. 38 is from
a view of a plow with the fluke raised. The lever attachment was
devised to relieve the men of the work of holding down the fluke,
which was usually done by riding on the wing. This lever is like
a wagon tongue and is pivoted to the top of the wing with the up-
per end passing through a ring attached to the edge of the roof.
From the upper end a chain descends to a foot lever, which may be
operated froiu the rear platform or from within the cab, by means
of which the win^ may be held down with i)ressure sulVicient [•> hi>l(l

FIG. 3--TAUNTOX PLOW WITH IMPROVEMENTS.

Various types of trucks are employed. These consist of i,7'5
four-wheel trucks, 22 Robinson radial, (178 West End swivel, 292
Bemis, 131 maximum traction, including those of the Brill and
Peckham make, and 7 miscellaneous trucks. The open cars are

it to its work withoiU exposing the men. .\ helical spring inserted
in the chain near the top provides an clastic motion for the wing.

The latest addition to the snow plow e(|uipment is what is termed
by the comjiany a parlor snow plow; this was built in the com-

Arn. IS, lyoo. ]

STREET RAILWAY REVIEW.

189

li.uiy's sliii|i allcr a iKjiIk" suhk^'^Ii'I I'3 I'n; |)icsii]ciil. anil is
lillcci iii> lipi- ilic accomiiiodatif)!! of llic presidi-iu ami his fricMids
vvlniK-vcr lie sliall dionsc to kuI a practical dcmoiistratioii of the
best methods of fiKhtiiiK snow. The cab is liiiislicd with interior
ai)artnients with ciisliioii seats and rilj^crvalion rooms and jjro-
visioii is made for keeping it warm ;ind i nmfortablc, This in.i-
cliine is ilhislrated in V\i.',. ,V). 'I'he metliods of handling the snow
problem will be described later in connection with the transpor-
tation department. Besides tlic coal cars already illustrated there
arc fonr miscellaneous cars for handling freight and distributing
supplies.

An intcrcstiuK featme of the 50 open cars the company is build-
ing in its own shops is the steel plate which reinforces the car
sills. This plate is -H in. thick, 10 in. wide and 30 ft. in lenRlh, with
M|ii.nc .ind rniiiid holes for the liolts, ilie holes beiuK punched
in the repair .'hoi).

Notwithstanding the different makes of trucks employcd.the com-
l)auy specifies tlio type of brake mechanism, the journal boxes
.•md the iiulhod of motor suspension. These are standards with
the company. Included in the latest snow plow equipments are
several sets of wheels having serrated flanges furnished by the
Burnham & Duggan Railway Appliance Co., of 60 State St., Boston.
The serrations arc on the outside of the flange and are designed to
dig the snow and ice out of the groove of the rail to insure good
traction and electrical contact; it is stated that these wheels work
in a very satisfactory manner.

An interesting point of the car ecpiipuKiU is an illuminated sign,
shown in Fig 40, which is located under the hood of the car. The
illumination is secured by means of a long semi-circular metal
reflector attached under the edge of the hood and open on the
under side, with an 8 c. p. incandescent lamp in a horizontal posi-
tion near each end. The sign is slid into a holder consisting of a
metal plate with double flanges which provides for carrying two
signs, The letters of the sign are large and of a bluish white
dead color. Each plate has lettering on each side, so that four
changes may be made. The success of the sign is due to absence
of reflecting surfaces in the letter or sign.

The reflector and sign were devised at the suggestion of Mr.
Sergeant, and were made in the company's shops. The ordinary tin
shop tools were used, with the addition of a hydraulic press, so that
the iilates are trimmed and sta-miied out in a very economical man-
ner.

on liartlett St., near Washington, an>l .•.everal miles from llic for-
mer. The Albany Si. buildings also provide for the storing of
sup|)lies. A new shop is contemplated by the management, so that
all the repairing can be done under one roof. The first floor of
the Albany St. shop is kliown as the car equipment shop, where
motors arc mounted, trucks repaired and car bodies adjusted to the
truck. On this flo'ir are a number of heavy iron working machines
together with the wheel borers and the wheel jiresses. The tools
are operated by a stationary motor, ami special motors arc pro-
vided for some of the larger tools. This shoji is provided
with ))its, also with trucks and hand hoists and pneumatic
hoists for the handling of heavy parts. One section of the black-
smilh'^ ^liop also occupies this floor. The different floors of the

KIG. 36-STANUARD TAUNTON SNOW PLOW.

building are served by an elevator, and material is lifted to the
dilTerent floors on small trucks, which run on tracks through the
diflferent departments. The first floor also contains the motor
testing department, which will have attention later on.

The machine shop proper, which is under the supervision of Mr.
Jolin f,. Mitchell, occupies the third floor and the equipment of
tools is very complete. The coinpany has discontinued the manu-
facture of gears and pinions, finding it better to purchase these
from the makers of this class of supplies. For this reason it has
several gear cutters for sale, which are first-class machines. Trol-
ley wheels, car trimmings and brass fittings of every description
are made in the shops, a brass foundry being provided for the

FIG. 38— PLOW WITH FLUKE RAISED.

The wlieels are chiefly of tlie GriMin make. These are turned
bored and mounted in the company's repair shop two ,?6-in., TOO-
ton wheel presses made by the J. T. Schafl'er Manufacturing Co.,
of Rochester, N. Y.. being employed. The axles are of cold rolled
-Steel and are turned and fitted in the shop.

The repair shops of the entire system occupy two sets of build-
ings, one on .Albany St.. near the central power station, which was
formerly occupied by the Hinkley Locomotive Works, the other

FIG. j-J-OBSERVATION SfTOW PLOW.

castings. .Vmong the special methods and practices of the shop
may be noted a device for turning trolley wheels. This is so de-
signed that the wheel is mounted on a mandrel and a cutting tool
of the desired shape for the groove is brought into action and
turns each wheel to an exact pattern at one operation. The cut-
ting tool is made of steel like a small sheave, but with a segment
cut out making the cross section of the rim of the desired form
of the groove. To sharpen this tool one side of the segment is

190

STREET RAILWAY REVIEW.

[Vol.. X, No. 4.

ground flat, a very simple operation, and each grinding leaves
the cutting edges of the same shape. A single cutter of this de-
sign is said to last for the turning of as many as 50,000 wheels.
In fact, it is almost indestructible. The work of turning the
wheels can be done by a boy, as very Tittle skill is required, and
one is able to turn up as many as 300 wheels a day. For forming
the outside edges of the flange of the wheel a cutting tool is
mounted on the same head, and is brought into action as required.
Among other interesting machines are two Hartncss flat turret
lathes made by the Jones & Lampson Machine Co., Springfield, Vt.,
which are used for making the steel bond thimbles, by means
of which the rail bonds used on this system are attached to the
rail. The largest of these are taper plugs about 2 in. long, bored
out to receive the bond wire; these being swedged to the bond
and driven into the rail holes, make good electrical contact. This

FIG. 40-SIGN.

machine receives a steel rod of proper size and turns out complete
thimbles.

In one section is a machine for testing the ability of trolley
wire to stand the bending strains. A section of trolley wire about
a foot long is fastened to an ear or clamp in the ordinary manner,
and this is held stationary, while a rod attached to the crank of a
wheel is fastened to the other end, so that the wire is bent up
and down through about the range that is found in actual service.
This machine has a register which counts the number of times
the wire is bent, and the machine is run at about 60 revolutions
per minute. A record is made of how many bends the wires of
different sizes will stand before breaking.

The tool room is fenced off in one section of the floor in which
tools are kept and repaired and dealt out to the workmen.

The superintendent of the machine shop keeps a pattern book,
in which he makes a sketch (.see Fig. 41) of every pattern that is
made for parts of either iron or brass. These sketches are num-
bered, and though not drawn to scale have the dimensions and
weights noted. Those for iron parts are made in black ink, and
those for brass in red. This serves as a handy reference, and when
a part is wanted the foreman has but to turn to the record, when
the pattern can be located by its number and the weight and
character of the material to be ordered is readily ascertained.

Several of the best machinists are assigned to night work in the
shop. These are always on duty at night, so that they may be
on hand for any special repairs that may be required. A list of
IS or 20 of the regular machinists is also kept, with their house
address and nearest telephone station, .so that in case of break-
downs, or when their services are required at night, the master
mechanic can call on one or all of them and order them out for
any special work.

The armature repair department occupies a floor of this same
building, and here all repairs to armatures, commutators, rheo-
stats and controllers are made. Commutators arc made in the shop
from drop forged bars, which are purchased from the dealers.
Female help is employed in the coil winding and taping department.
For taping the coils, stands are provided with a swinging button,
so that the coil is held firmly in position to facilitate the winding.
The tape is wound on circular bobbins having a tension apparatus,
so that the roll is passed readily through the coil, and the winding
quickly effected. Only plain tape is employed for winding the coils,
but after winding the coils are- dipped in an insulating compound
known as "Armalac." In the opinion of the shop superintendent,
this method is superior to that formerly employed, as it gives the
best insulating quality, remains flexible, and is cheaper than paper
or rubber insulation.

The brass foundry occupies a portion of the ground floor and

here seven molders are usually employed, for, as noted above, all
the trimmings, as well as trolley wheels and other brass supplies,
are cast in this department. Scrap copper is used, while the tin
and spelter are purchased in the pig. The equipment of this
foundry includes si.x brass furnaces, with all the au.xiliary equip-
ment usually found in foundaries of this character. Car trimmings
for repairs are not only made, but all the trimmings for the 50
new open cars that arc being built are here cast and finished up in
the machine shops. The car trimmings include the out rigged
double handles, which are illustrated as mounted on the posts in
Fig- 35-

A written order, with number, is given by the superintendent
for every item of repair that is done in the shops, and the time
and character of the work is reported by the machinist, so that a
careful record is kept of all work done.

A full description of the car repair shop will not be attempted,
as the general details are much the same as prevail in the shops
of other large systems, and only a few tools and methods will be
mentioned. The machine tool equipment for the wood shop is
very complete, and among the recent additions is a surface sanding
machine that is considered by the shop superintendent as a very
valuable tool.

It is the practice of the company to make the cushions and backs
for uplinlstering tlic car seats, the seats being all of the longitud-

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riG. 41-PAGE FROM RECORD UOOK.

inal type. This department is partitioned off from the main shop,
and is equipped with sewing machines and other appliances for
cutting and uniting the materials and also for preparing the curled
hair. All the car seats are upholstered in plush, and for this pur-
pose the material, in a combination of red and black colors, is
bought in quantities, and this, as well as the curled hair, is of the
best quality.

Among the labor saving devices, found in an adjoining depart-
ment, is an arrangement for cutting glass, on which the faces for
the stationary headlights are cut out in circular form. The head-
light disks are about 9 in. in diameter, and arc cut out from square
panes of glass at the rate of three a minute. This is accomplished
by placing from 25 to 30 plates of glass in a pile on a pivoted table,
so that the pile can be readily turned by a handle attached to the
table, .^bove this is a vertical rod having on its lower end a
wooden disk of the diameter to which the glass is to be cut. The
rod, by means of a short lever and rope, is made to bring the disk
down upon the top layer of glass with sufficient pressure to keep

At'H. 15;. iijoo.]

STREET RAILWAY REVIEW.

191

llie pill- in posiliiiii. A cli.-cmiind (ilass cutler is tlii'ii placed against
one side of tlie ilisli. ,uid llie table being revolved a circular cut is
made in llie npprr layer of ^,'lass. Thr ilisk is then lifted, tlie lop
glass taken out. plaecd i>j one ^iilr, and llie process is repealed till
each layer of glass has been cm. .\fler this the difTerenl panes
of glass are gently tapped against a plug located over a hole in
the table, and the omside rim breaks away in pieces, the pieces
falling into a barrel place<l underneath the table, and the comiileted
disks, all of the same d'aincler, are ready for llie lamps.

The saving of scrap i)aint is (piile a feature in these shops. The
inner surfaces of barrels, kegs and cans, in which paint is received,
are carefully scraped after being emptied. These paint skins,
together with the paini soaked out (jf the brushes, are cooked in a
jacketed steam boiler; then all the paint and oil is skimmed olT
and this material is then properly mi.sed and used for painting
trucks and floors of buildings.

One of the types of car motors used has to be housed in wilh wood
or canvas lo protect it from dirt and moisture, and anotlier labor-
saving device is noted in the means used for painting the strips
of canvas from which these motor screens or coverings are cut.
The water proof paint for this purpose, on being mi.xed, is put into
a wooden box with slanting sides, and to one side is fastened a set
of large tinner's rolls, borrowed from the tin shop, and used as is a
clothes wringer. The rolls of canvas, whicli are juirchased in 100
yd. lengtlis and 28 in. wide, are mounted to one side of this box
when the cud is dipped into the paint and led out through the rolls.
An atleiidant then takes hold of the end of tlie strip and pulls it
through the rolls as fast as he can w.dk. ,\llir all is run through,
it is left lying on the shop floor till the paint is partially dry. when
it is hung in a suitable place for further drying.

Open cars arc run through the shops for cleaning and painting in
the winter season at the rate of about 60 a week. The old paint
and varnish is biirnl off: tliis process is considered by the shop
superintendent better than the use of any of the liquid compounds
which are recommended for removing paint, for the reason that
by the burning process, no acid is left to affect the wood. The
open cars are numbered on the bumpers.

A room with fire-proof walls is set apart for the storing of
paint, oil and varnish, and this is provided with steam pipes and
boilers and other accessories usually found in a paint department of
this character. Paints arc dealt out only on orders frc_)m the fore-
men of the different departments.

The buffing department is run in cmmection with the shop for
the purpose of finishing and cleaning the brass car trimmings, all
of which are cast in the company's foundry as before mentioned.

The shop stock room adjoins the superintendent's oftice, and
occupies a part of two llnors. .Ml supplies are issued to the men
on an order from the shop foreman, and are charged to the par-
ticular car or job. The shops employ ordinarily in winter 225
hands, but more in summer. Each man is provided with a daily
time slip, which he fills out in his own handwriting, giving his
name, residence and the department in which he works. He records
the time he spends on any job. and the men are checked in and
out of the shop both morning and afternoon. The time slips are
copied in the otVice and are kept on record. In conducting the
oftice work a library card system is provided, both for the records
of the men and for each car or job. Suitable cabinets are provided
for the cards, and the work is so systematized that with compara-
tively little labor the cost of all work is accurately recorded. All
th(; work at the Barllctt St. works is done under the direction of
Mr. Henry T-. l.ibby. who has the title of Superintendent of Car
Shops.

DEP.VRTMENT OV STOKES.

The second floor. 125 x 60 ft., of the .Mbany St. building, known
as the car equipment shop, is devoted to the storing of supplies for
the entire .system. This deiiartment is fitted with suitable bins,
shelving, racks, etc.. for holding the goods, and on the floor is a
system of narrow gage tracks on wdiich low trucks are run for
shifting material. All of the stores are classified, and each
item has a number and the difTerenl bins and racks are numbered
to correspond. Besides in case of small pieces, samples of each
are fastened to the bin front in full view of the keepers. .Ml orders
are filled by numbers, and requisitions are received from the
superintendents of the different car houses only on certain days.
This is to avoid confusion, as there are .?o car houses. 7 power
houses and 3 shops which draw' their supplies from the department

of stores. During the last year, ending September .50tli, the orders
filled embraced over 82,000 items. All supplies arc received and
shipped through one door on the first floor of the building, and
arc transported lo the difTerenl buildings by special motor freight
cars, ot which there are four employed. For unloading goods
from cars or wagons, hydraulic lifts are provided, by means of
which heavy boxes or supplies are placed upon ihe small trucks
before noted, which run on narrow gage tracks to the elevator, ami
when lifted arc run o(T onto the tracks, which run through all the
aisles and cross galleries of the slock room. These tracks have
turn tables at all the interscclirins, thus providing (or the shifting
of cars lo any part of the room for delivering or receiving l<iails for
distribution. The floor between the rails is planked flush wilh the
top of Ihe rail, so that hand trucks and carls cmployerl can be readily
run across the tracks or through any aisle. All goods that are re-
ceived or shipped are checked up or weighed and inspected by a
keeper having an oftice located near the main door. Among
the things of interest in a locked fire-proof department
in the same room, was noted a large (juantily of sub-
way tickets. These tickets are received in rolls about
12 in. in diameter, and each roll contains about 5,000
tickets, all printed and suitably numbered, the numbers being
made to correspond with the subway slatiim at which the tickets arc
to be sold. The depot of stores is conducted under the manage-
ment of Mr. Frank T. Lewis, with the title of General Store Keeper,
and he has under him 18 men for conducting the work of the de-
partment. His duties, as prescribed in the printed regulations, to
which reference has already been made, stale that he "shall, un<ler
the vice-president, have charge of the receipt, issue and distribution
of the general stores of material and supplies, shall make requisition
for replenishment of stock and for such material and supplies as arc
not in stock, for which requisition is made upon him by the several
departments, shall specify upon requisitions the purposes for which
the articles are required, shall certify all bills for goods received
by him as to their quality and quantity, and shall be responsible
lor the custody and accounting for all material in his charge. He
shall keep such accounts and make such reports to the auditor and
vice-president as may be re(iuired."

DEr.VRTMENT OF ELECTRICAL E.VGINEERIXG.

The duties of the head of this department, now presided over by
Mr. Roger W. Conant, with the title of Electrical Engineer, are
prescribed as follows:

"He shall have charge of all electrical engineering for surface
lines, shall prepare plans for the distribution of feeders and returns,
shall investigate all special troubles with electric wires or genera-

FIG. 43-MOTOR TESTING ROOM.

tors and report thereon: shall consult and advise with the superin-
tendent of motive power and the superintendent of wires upon
electrical matters, and shall perform such other duties and make
such report as may be required."

The oftice of the electrical engineer is also in the .Mbany St.
building, and in one portion of the equipment shop are the motor
testing stands, shown in Fig. 42. All motor testing is done in a
very thorough manner. The method used is to couple two motors
in the manner shown, and one is run as a generator. The two
motors are placed in line, and to the ends of their respective shafts

192

STREET RAILWAY REVIEW.

disks are attached to whicli round, wooden or rubber blocks are
bolted. The disks are brought close enough together (or these
blocks to overlap each other, so that power is transmitted from one
shaft to the other without any time being lost in getting a perfect
alignment of the shafts, as the couplings work even if the shafts are
slightly out of line. The testing is made to determine temperature
and efficiency. In the test six different instruments are used, and
for the resistance test a storage battery current is employed. The
instruments are located on the table as shown; the water rheostats
are placed just outside the door, and consist of large barrels, some
of which arc on an insulated foundation, and in which is a solution
of salsoda. The resistance plates are suspended in a group by
means of a rope and pulley, the different plates being about i in.
apart. These plates are raised out of or lowered into the water by
means of the rupe attachment connecting with the windlass mounted
on a frame near the operator. The temperature is electrically de-
termined by the rise in the resistance, no thermometer being em-
ployed. The rise in temperature is reckoned as 2.5° C to each
one per cent increase in resistance. The commutator tests are made
after the motors are mounted on the car, and for this the truck
is chained to the rail, and the line current is turned into the motors
without any resistance, the wheels being made to slip upon the
rails.

In order to accurately test the consumption of power, while the
car is in active service, 60 cars have been equipped with wattmeters;
,10 of these are open cars and 30 closed. The cost of equipping
these cars with these instruments is said to be about $25 each.
Careful records are kept, and the weekly reports are used to check
the different motprmen in the use of the current, as the results
on the different cars can be compared and a proper average made.

• ;
1 1

9 - H n^n « »■ ■ a

0 - w fl ma « >. a a

*:*:::!:::

000 0^

3 3 3 ala

3 3 3\a\3

11: ^r.

0- i

0 - (1 *4 0 « h s a

Boston Elevated Ry. Co. -':•;-

3 3 4 B 9^ 9 g (Oil la 13 14 19 10 17

. . : jf t"- <- '■'

B IB ao a> 33 33 34 39 30 37 38 as 30 3r

'"P-'---o

»iu a|2 10 -^ 30 as 30 35 to 4S BO 05

..-k^^-.-'oh"

j» jt j»

METER INSPECTION CHECK.

Herewithis shown the formof ticket used by the conductor ofthese
specially equipped cars in recording the wattmeter readings. The
numbers are punched out to read from left to right. The acconi-
|)anying table shows the amount of power consumed on one division
for one week, and fr(mi it interesting comparisons can be worked
out.

STATEMENT OF ELECTRICAL POWER CONSUMED IN DIVISION
4 CAR SERVICE. FOR WEEK ENDING JAN. 28, 1900.

Watt-Hours Pass, per
Miles. Passengers. per Car-Mile. Car-Mile.

Motorman.

KW.

Route No.

402.

4002

78.4

4003

694.2

4004

713.S

4009

90.4

4023

485.0

4024

127.1

4023

781.4

4028

685.3

4030

724.8

4035

17.4

4036

33.0

4041

649.1

4043

15.8

4047

93 1

4049

85.8

Summary

5274.3

Route No.

404.

4001

608.4

4002

239

4003

105.6

4008

575-3

4010

S82.3

4014

520.2

4016

133.0

4017

.190.7

4019

101.7

4020

107.1

4021

633.8

36.40
358.80

364.00

49.40

299.00

67.60

410.80

35360

• 40S.20

7.80

15.60

358.80

7.80

49.40

2836.60

389.12

10.24

56.32

391.68

39936

332-80

92.16

368.64

56.32

66.56

389.12

290

3409

3859

481

2732

5-8

4008

3052

3132

100

253

3598

139

684

705

26960

3053
76

782
2913
2753
2401

797
2M8

638

493
3227

2150
1935
i960
1830
1625
1880
1910
1940
1770
2260

2120
I81O
2020
1890
1740

i860

1565
2330
1870
1470
1460
1565
1445
165s
181O
1620
1630

8.0
95
10.6
9-7
9.1
7.8
9.8
8.6
7.8
12.8
16. 1
10. 1
17.8
13.8
14-3

7.9
7.4

13.9
7-4
6.9
7.2
8.6
7-1

11.3
7.4
8.3

4023
4024
4027
4028
4031
4033
4035
4037
4038
4041
4042
4043
4047
4049
4050

Summary 7705.4
Route No. 407.

4016
4024
4031
4035

Summarv

18.S
200.6
43-0
4^-7
56.6

361.4

(ieneral .Summary.

402 5274.3

403 2632.6

404 8594.4
40s 7705.4
407 361.4

24568.1

56.32

46.08
140.80

56.3-

66.56
455-68
112.64
455-68
256.00

56.32
384.00

7936
401. 9J
39936

10.24

447

373
1059

445

563
4129

918
3611
2556

767
3205

742

31"

3123

10.82
129.84
32-46
32-46
32.46

238.04

2836.60
'24737
5529.60
4793.43
238.04

14645.04

62
S18
155
168
137

26960
10661
44776
41 172
1040

124609

[Vol. X,

No. 4.

1490

7.9

1460

8.1

"730

7-5

1520

9.8

1480

8.5

1490

9.1

168a

8.1

1675

7-9

1730

9-9

1695

'3-7

148s

8.3

1890

9-3

>4«S

7.8

1450

7.8

1510

3.4

Summary

859.44

5529.60

44776

1560

8.1

Route No.

403.

4002

15.2

6.60

2300

9.4

4009

458-8

241.72

1597

1900

6.6

4019

682.3

303.61

2541

2250

8.4

4020

242.5

120.44

816

2010

6.8

4024

202.3

94-05

1059

2110

■■•3

4027

15-3

6.60

2320

■ 4-5

4031

634

33.00

522

1920

15.8

4036

iSo.l

81.68

911

2200

14.8

4043

12.8

6.60

1940

9-5

4044

759.9

353.07

2994

2150

8-5

.Summary

2632.6

■247.37

10661

2110

8-5

Route No.

40s.

4000

1340

87.40

703

1530

8.0

4002

301.8

176.43

1620

1710

9-2

4005

674.0

419.52

35"

1610

8.4

4006

659.4

419.53

3545

1580

8.3

4007

427.1

270.96

2012

158a

7-4

4011

652.8

417.38

3487

1490

8.4

4012

671.6

388.93

363s

1730

9-4

4018

518.5

358.34

3111

■445

8.7

4020

317.2

■83.54

1494

■730

8.1

4022

78.4

52.44

660

■495

11.6

4024

69.1

39.34

1760

8.0

4027

110.2

61.18

464

1800

7.6

4031

108.5

65.55

577

1685

8.3

4034

6754

419.52

3259

l6jo

7.8

4035

238.8

139.84

1372

1710

9.8

4036

97.3

61.18

576

■495

9.4

4038

76.6

4370

318

1760

7.3

4039

669.5

419.53

3795

1590

9.0

4040

593-5

380.19

3214

■540

8.4

4043

284.5

179.17

1467

■580

4050

347.2

209.76

2038

1660

9-7

I7I0

1550
■325

13^0
■740

■515

i860
2110
1560
1610
■S^5

■675

5-7
4.0
4.8
5-2
4.2

9.5
8.5
8.1
8.6
4.3

8.5

Besides testing motors and other appliances, the electrical engi-
neer has recently made an elaborate test of the incandescent lamps
in use on the entire system. Lamps from 13 different makers were
subject to the test, the object being to ascertain the efficiency, re-
sistance and life. The lamps were all of 16 candle power of 4 watt
capacity. The tests show a wide range in the value of the lamps
from the different makers. Three types of electric heaters are used
on the cars of the surface lines; these include those made by the
Simplex Electric Co., the Consolidated Car Heating Co. and the
Gold Street Car Heating Co. Tests show that there is not a very
wide difference in the consumption of current by the different heat-
ers. In extreme cold weather it requires about 10.5 amperes to prop-
erly warm a 2S-ft. car. The range is from 3.5 to 10.5 amperes, the
average being about 7.5 amperes. It is the practice of the company
to make thorough tests of all new electric equipments, and when
any electric appliances are ordered the electrical engineer makes
the specification to embody the best and highest efficiency that
his tests indicate it is possible to attain.

Aru. IS, iyo(). J

STREET RAILWAY REVIEW.

VLl

A method of testing tin- cflkiciicy of rail joint IiomliiiK has been
devised by the electrical eiiH'iiecr of the coinpany, ami is bciiiK used
witli Kreat advaiitaRC. This instrument was illustrated in the
November, i8i)<). issue of the "Review," i)aKe 812; it consists of a
conibiualion of a cotilinnous iiiterrn|)ter in circuit with a telephone
atlachmenl, both enclosed in a case and suspended from the shoul-
ders of one of the attendants by means of straps. 'Ihrcc i)nlrs
with metal points and suitable wiring eom|)lete the ei|uipinenl. In
making the test of a joint one attendant places the points of two
of the connecting poles upon the top of the rail about 18 in. on
each side of the joint, and the operator places the point of the
third pole upon the rail about 4 ft. from one of the other poles;
next by means of a switch in the case, the operator alternately
throws the interrupter and telephone into the circuit across the
joint, and throuRh the 4-ft. section nf rail, and he compares, by
means of the telephone receiver, the two sounds from the jr)int
and rail. If the sound from the joint is the louder, the third pole
is shifted to span a greater length of rail, or until the sounds are
balanced or disappear. Ry this means the length of rail equivalent
to the resistance of the joint is found, and knowing the weight of
rail, the resistance can be calculated. .\s the tests are made the
record is tabulated, and then plotted, aiul the rating of each joint
and that of the rail can be noted at a glance. The joints that arc
found to be defective arc thus located, and by furnishing a diagram

to the repair men, the repairs at the defective place! can be readily
made.
'I'lie iMillioil of recording the results o( the tests of rail joints

— c

* s*

'■5

"> M !2

>\, CM

KKCORIl OK JOINT TESTS.

is shown in the accompanying diagram. The rails are indicated by
parallel lines and along each line are entered figures giving the
length of rail in feet efpiivalent in resistance to 3 ft. of rail including

0 Liftintj Pnotjc
^«^^ rnp Con
^^ ''our cor.y

FIG. 43-MAP SHOWING DIVISION OF SYSTEM INTO SECTIONS.

The various car houses are indicated bv numbers as follows:

1. Everett.

2. Salem St.

3. Arlington Heights.

4. Clarendon Hills.

5. North Cambridge.

6. Mount .Auburn.

7. Murray St.

8. Boylston St.

9. Baldwin St.

10. Summer St.

11. Union Sq.

12. Charlestown Neck.

13. Bunker Hill.

14. Oak Sq.

15. Allston.

16. Braintree St.

17. River St.

iS. Brookline St.

19.

Reservoir.

28.

Grove Hall.

20.

Sewall St.

29.

.^shmont St.

21.

Jamaica Plain.

30.

Milton.

22.

Forest Hills.

31.

Fields Corner

23-

Amory St.

32.

Neponset.

24.

Roxbury Crossing.

North Point.

2s-

Norfolk House.

34-

Chelsea.

26.
27.

Bartlett St.
Lenox St.

35-

Eagle St.

194

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

llie joint. It will be remarked that of the 54 joints indicated, re-
sistance of 3 It. of rail, including the joint, was in 37 cases equal
to tlie resi.stancc of an equal length of rail; in 5 cases was less; in 7
cases was one-sixth more, and in 5 cases was more than one-sixth
more than an equal length of rail.

The standard bond for fish plate construction consists of a Xn.
0000 flexible wire, tinned at the ends and sweated into a tapering
steel sleeve or thimble. The hole in the rail being reamed to fit,
the steel plug or thimble is driven in lightly by means of a half
round tool which embraces the wire, so that a blow from a hammer
drives it home to a close fit.

The standard size for the trolley wire is a No. o; in the subway
the trolley wire is of the figure 8 section. Beneath the elevated
structure the trolley wire is supported from braided span wires,
which extend across beneath the arch of the cross girders, being
clamped to the flanges of the girder or to the tops of the sup-
porting columns.

The system of current distribution employed by the electrical
engineer is one of the most interesting features of the Boston

Elevated system. Early in the history of electrical railway de-
velopment in Boston, it was decided, ow'ing to the physical conoi-
tion that prevailed in and about the city, that a direct current
system with a number of power houses, properly distributed, was
preferable in this case to a high pressure system with a smgle
power house and transformer stations, especially as it was found
possible with one exception to locate the various power stations
on tide water. In order to solve the feeder problem, however, the
engineer did not follow- the ordinary methods of copper distribu-
tion by taking the average current consumption per car, and as-
suming a certain fixed drop per mile, but planned to provide for
the varying loads. The load is affected by the speed of cars in
congested localities when the cars arc off schedidc time, and varies

by ihe actual feeder readings which were taken on days oi exces-
sive load at all the power stations between 4 and 6 o'clock p. m.,
the hours of ma.ximum travel, from which the capacity load of each
section was obtained. As a basis for the work, a map is prepared
each year, showing all the lines operated, together with the loca-

l U.. 4- ).1.\1:, I..N COMMONWEALTH .\VE.

tion of each power station, car house, and tlic boundaries of the
various sections into which the territory is divided. The position
of every car at the time of maximum load is based on the regular
lime table schedule. The cars are indicated by cross lines, each
cross line representing two cars. One of the maps is shown in the
accompanying diagram. Fig. 43. The territory is divided into 56
sections, shown by dotted lines. These sections are so coupled
that any one can be cut off in case of trouble and sections can be
coupled together to help out during hours of heavy traffic. In ar-
ranging the size of the section, care was exercised to make them
small enough to be safe and large enough for economical operation,
so each w'as made to meet the local condition. In computing the
copper required to give the most economical results, the engineer
followed a method devised by himself, and which was published
in the "Review" for July, 1897.

In the central power station the feeder panels and tables arc
grouped at one end of the switchboard gallery and the ground
feeders are connected in on the opposite side of the same bus bars
as the negative leads from the generator, an arrangement which
saves copper. The feeders lead beneath the floor of the gallery and
into the basement, where they separate into four divisions or groups.
Group I, going west, consists of 20 overhead feeders; group 2, of

greatly because of the snow plow operation in winter; the maxi-
mum demand during the summer months had also to be considered.
The average consumption of power was found by dividing the
total output of the stations by the number of cars on the line at
any one time. The result, however, was modified in many cases

20 underground cables and 90 buried ground or return wires; group
3, going east, 15 overhead feeders and 4 overhead returns, and group
4 of 25 underground cables and 8 buried grounds. Fig. 44 shows
one of the towers carrying overhead feeders, which stands near
the central power station.

Ai'U. IS, iijixij

STREET RAILWAY REVIEW.

I'JS

The lines ;irc all npcnilcil liy tin- (iveilirad syslini, except on the
elevated stnulnii-. Tile feeders in the Inisiiiess district are carried
iiiulerKroniid, as also a few in the oullying district. In other cases
they are carried overhead, as shown in Imr. 4.'i. which ilhislrates
llie mellioil of snpportiriK the feeder and trolley wires on a section
where the tracks are located on a reservation, as is the case on some
of the finest avenues.

The overhead feeders consist |)riiicipally of 500,000-c. m. cahles;
sonic, however, are .iOO,ooo-c. ni. .tnd a few i,ooo,ooo-c. ni. For the
small feeders No. 0000 and No. o wire are usc<l. The insulation

of the overhead feeders is of tarred jute principally, and they are
supported on glass insulators of the petticoat pattern. The nn-
dergronnd feeders are insulated with paper or rubber, according to
the conditions likely to be encountered in the soil. The resistance
of the insulation on the underground cables ranges from 200 to 1,500
meghoms per mile. It is the practice to te.st the different cables at
the station every two or three days, in order to detect incipient
defects, so that they may be remedied before developing into serious
trouble. The drop in potential varies on the lines from 10 to 15
per cent, except on one or two of the longer lines, where the drop
reaches 20 per cent. In ordering cables or wires the specifications
as to purity are that the resistance shall not exceed .1157 ohms per
mile of 500.000-C. 111. section.

The total lenglii of the overhead feeders is 456.5 miles, of which
ij miles are returns. The aggregate of the underground feeders is
63 miles, and of the returns 68 miles. There are also nearly 3
miles of armored submarine cables for use under the draw or
swingbridgcs, of which there are 25 on the system.

The underground conduits have been constructed both of terra
cotta ducts laid in cement and of cement lined iron tubes. The
manholes are from 50 to 400 ft. apart, and are in general located at
street corners. In moist ground the iiKinholcs are built witli double

PH;, 40-TRUCK USED IN REMOVING WAGONS.

walls with water proof paper between, .^bout li miles of under-
ground conduits have been constructed, containing 133 miles of in-
<lividual ducts. In some cases the return consists of scrap cable,
from which the covering has been removed, the bare wires being
drawn into the duct. In some cases as many as five wires have
been placed in a single duct. Scrap trolley and feed wire is also
used for bridging around special work: also for laying across bridges
where flat rails are used, and also for cross connections from track
to track.

Figs. 46. .t7 and 48 show three dilTerent methods used at draw-
bridges for supporting the overhead trolley wires so as to provide
for automatic contact when the bridges are closed and to support
the terminals.

Ilesides the Kcneral map showing the entire (ee<ler system, as
illustrated in Fifj. 4.?, the electrical engineer prepares, from lime
to time, blue |)rints o( the individual sections showing the location
of all the feeders, overhead, imdcrgrounrl or siil>niarine, alsf) the
location of switch boxes and cnloiils, with the sizes and niimliers.
These diagrams are supplied as changes occur, to the crews of
each of the eight emergency stations, and also to each division
superintendent anil to each of the general orticcrs. These are
designed to assist the crews of the emergency stations in making
repairs to overhead lines and feeders and to enable Ihcm to make
temporary changes in the feeder switches, as may be directed liy
the operating <lepartinent.

The emergency stations are all er|tiipped with all the usual ap-
pliances, including tower wagon, tools and teams, and the crews
arc on duty at all hours. Among the appliances not usually used
with wagons of this nature was noted a low two-wheeled truck or
ilinky, Fig. 49. which is carried on some of the emergency wagons,
and is designed for removing from the tracks heavy trucks or
wagons that may become disabled by the breaking of a wheel or
axle. The lower wagons are mostly of the Trenton type. The sta-
tions arc all connected with the public telephone service, and also
by private telephone line and exchanges, to all the power stations,
car houses, and with the offices of the company. The crews re-
spond to all fire alarms in their respective districts, and when neces-
sary remove overhead wires an<l feeders and afterward restore
them to their proper positions.

'Tn be codtiiiued.

VAN DORN COUPLERS FOR BOSTON.

The accompanying engraving shows the No. 8 \'an Dorn draw
bar which was specially designed for the Boston Elevated Ry. As
mentioned in "Review" for March, page 128. the three experimental
trains now ill operation were fitted with these couplers and all of
the elevated rolling stock is to be similarly equipped. The W. T.

NO. 8 VAN DORN DRAW BAR.

Van Dorn Co. has also received orders from the Brooklyn Heights
R. R. for 250 sets of No. 3 trail draw bars, and from the Metropoli-
tan Elevated, of Chicago, for 56 sets for new cars. The Brooklyn
order will make six car loads. .Among recent foreign shipments is
one of 26 sets for Japan.

•—*

SERRATED WHEELS.

In the article on the Boston Elevated Ry.. page 189. reference
is made to the serrated wheels with which a number of the
company's snow plows, including the observation snow plow, are
equipped. These wdieels derive their name from the serrations in
the flanges and are designed for use with either cars or snow plows
operating over tracks obstructed by dirt, ice or snow. The advan-
tages arising from the increased traction secured are longer life
for wheels and motors, and a saving of time and power: it is also
claimed that there is less wear on the track.

"Serrated" wheels arc made for the Burnham & Duggan Railway
-Appliance Co.. of 60 State St.. Boston, by the New York Car Wheel
Works, the Boston Car Wheel Co.. and the Rochester Car Wheel
Works. The Burnham & Duggan company, in addition to those
in use on the Boston Elevated, has supplied serrated wheels for
cars of the Quincy & Boston, the Massachusetts Electric Cos.. the
Portland Railway Co.. the Metropolitan Street Ry.. of New York.
and others. Snow plows and sweepers recently built by the Taun-
ton. Peckham. Wesson and Woburn companies have been equipped

with these wheels.

• » »

.\ verdict lor the defendant has been returned in a suit against the
Chicago City Railway Co. for alleged damage, caused by vibration,
to property adjacent to the power house at 52d St. and Wabash Ave.

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

MORE TROUBLE FROM SNOV^' AND RAIN.

The accoiiiiKinying reproductions from photographs arc good
proof that the general manager's couch is not always the softest
one in the world; he occasionally has to lay down the coupon
cutter and get out and hustle to keep cars moving.

The view at Springfield, Vt., was taken during the high water
of February last. The line of the highway along which are laid the
tracks of the Springfield Electric Ry. can be traced between the
two rows of poles, the trolley poles on the left and telephone and

on February -'8th as 1.3 in.; on March 1st, 18.3 in.; on March 2d,
3.6, making a total of 23.1 in. To keep the tracks open during
these three days the street railway company employed 2,100 men
and boys at an expense of about $5,300 per day. Its loss in traffic
was about 85 per cent, as will be seen from the statement that on
Mar. I, 1899, the total receipts were $4,249.39, while on the cor-
responding date in 1900 they were but $1,410.15. On Mar. 2,
1900, they were $1,211.00. It is estimated the rolling stock was
damaged as a direct result of the snow to the amount of about
$1,700. As a single example of the obstacles encountered it is stated
that a natural drift over 15 ft. high and containing i.goo cu. yd. of
snow completely filled one broad thoroughfare. Sleighs passed
through this by means of a tunnelled passage.

The Rochester (N. Y.) Railway Co., on March ist was forced to
call its cars into the barn for part of the day, owing to one of
the heaviest falls of snow that western New York has known for
years. The eleven plows and three sweepers belonging to the com-
pany were kept constantly at work and cars were in operation at
the first sign of abateinent in the storm. The plows in some
cases were pushed by two and three motor cars.

The same storm visited Bufifalo and it took every facility for
fighting snow that the company could command to restore regu-
lar schedules.

Peoria. 111., was the center of a hard snow storm on the last
day of February, but in spite of this, cars were operated on nearly

FLOODED TK.\CKS AT SPRINGFIELD. VT.

telegraph poles on the right. Mr. M. A. Coolidge, of Northampton,
Mass., who sent us the photograph, writes that at the point on the
street railway tracks, where stands the freight car, which is on a
turn-out, there is a standard railroad flat car entirely covered by
water. The rails at this place are about 18 in. above the level of
the highway. The flood was occasioned by the great amount of
water coming down the Black River, and was also increased by the
ice jam in the Connecticut River. The water was about 15 ft. above
normal height.

For the view on the Palmer & Monson Street Ry. we are in-
debted to Gen. Mgr. D. F. Burritt. The amount of water can
be judged by the fact that tlie fence at the left is nearly covered.

The Toledo (O.) Traction Co. last month had the hardest fight
with snow that it has had in six years.but through the excellent man-
agement of Gen. Mgr. Thomas H. McLean and Superintendent
Collins, cars were kept running in comparatively regular order on
the principal lines. Over 200 extra men and a score of teams, in

ON THE PALMER & MONSON LINE.

addition to the snow plows and the company's regular force, were
at work for nearly 24 hours at a stretch before the battle was won.
A number of interesting statistics are at hand from Montreal,
Can., relative to the heavy snow of February 28th and March 1st
and 2d. and the cost of removing it from the tracks of the Mon-
treal Street Railway Co. The official records give the snow fall

SCENE AT TOLEDO. O.

all the lines. A local paper, in speaking of the good work accom-
plished by the company in keeping its lines open, said:

"It is the fashion to berate the street car company. Perhaps no
other company in the city has met with more abuse than this same
corporation. The company expects this. It would perhaps be lone-
some if it did not get it. But there comes a time now and then
when the company does get a little credit — deserved credit — and one
of these occasions was furnished by the great snow storm of this
week. Honor to whom honor is due."

A sleet storm in Cleveland, O., on March 8th. caused immense
damage to overhead wires. All of the street railways in the city,
both cable and electric, were obliged to suspend service, some of the
lines not getting into operation tor two days after the storm.

ANOTHER INTERURBAN FOR INDIANA.

We are in receipt of a letter from Stillwell & Browne, Lovett
Block, Anderson, Ind., stating that a company has been organized
for the purpose of constructing an interurban electric railway from
Indianapolis to Kokomo, Ind., passing through Noblesville, Cicero,
Arcadia, Atlanta and Tipton, with a branch line from Tipton to El-
wood. The total length of the road will be 65 miles. The officers
are: President, William L. Kann, of Pittsburg; vice-president,
Charles A. Ford, of Kokomo. Ind.; secretary. George Lilly, of An-
derson, Ind.; treasurer, Horace C. Stillwell, of Anderson, Ind.

Apr. is, iqoo.]

STREET RAILWAY REVIEW.

197

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Electricity vs. Steam in Connecticut.

Editor "Kcvirvv": I.;i(cly iIktc appoarcil in llic railioMil news
column of llic New York Kvciiiiig Post a special dispatch report-
ing another purchase by the New York, New Haven and Hartford
R. R. of a hnk in one ol llie many trolley parallels to this system
in the state of Connecticut. Jii the dispatch appears the following:

"By the purchase the New Haven company breaks the threat-
ened parallel. * * * It is also significant as showing that the
New Haven is not relying altogether on the third rail to nuel Iro!
ley competition — (passengers! and freight?)."

The following may be of interest to those who arc in hearty
sympathy with the development of our trolley systems; affording,
as they do, facilities and conveniences which have never heretofore
existed between and in communities; but who arc also desirous of
furthering electrical development on our steam railroad systems
along those lines which will bring success to both. I quote from
a paper before the American Society of Civil Kngineers ("Pro-
ceedings," November, iSgg).

(i) Steam railroads will, in the near future, handle their suburban
and short-distance interurban passenger traffic and mail, express,
baggage and light local freight carried in said suburban and inter-
urban passenger trains, by electric motive power; and this, irre-
spective of whether operating expenses are affected favorably or
unfavorably. * * * *

In the future development of steam railroad systems they will
eventually be operated jointly with surface electric railways, either
through actual miit\ial ownership, or by trallic contracts, leases, etc.

The above conclusions are obviously dependent upon what Mr.
Trout properly defines as "traffic conditions," and not primarily
engineering details or operating expenses. * * * *

Effect of Competition. — One often hears of the competition
which electric parallels have brought to our steam-railroad systems.
This has been exaggerated greatly, for most of the traffic of electric
railways did not exist until created by low "total cost" and frequent
and (|uick service, although, in certain isolated cases, the building
of electric parallels has temporarily drawn away traffic from steam
railroads, only to be recovered as th'e total volume naturally in-
creased. * * * *

TABLE No. 30. — Effect of Competing Electric Intercrban
PabalijEls to Hteau Rahjioads.

Localities Connected.

Lose due to trolley
parallels, as claimed
by V. P. Hall of N.
VLn.H. &H. R. R..
before Railroad
Committee. State
Lefdslature of Con-
necticut (a).

III

§=2
<

t.'O

■c-

Number of passengers
carried bv Electric
Railway System In
and between these
towns, part of which
traveied between
them, i8»l.

60V
»35gerday.

90%

sn%-

«ov

<6)B0V

4.76
3.00
6.50

e.oo

6.80

s.oo

S.OD

87
36
!3
19
IT
16

841

30
112

066 841

4 666 328 (Est)
2 634 421
2 001S47

BridKepurt— Soutbport

Waterbiiry— Naupntuck

Birmingham— AnsoDJa.

Winnepauk~S. Norwalk

1033 977
1090 863

18 866 671

(o) Total loss to N. T.. N. H. « H. R. R. from all parallel trolley roads In tlie State
of Connecticut = Si («») per month = JM» 000 per annum, or % of IV loss on total pas-
senger Income of 812 971 000 in 18*1. as shown by Railroad Conmuttee Reports.

((.) 61 pas-sengers were carried on N. Y.. N. H. * H. R. R. In the month of Ueceraber.
1893, and 9 in the same month of 18»1, or a total loss of 7W pas.sengers per annum, at a
possible maximum of 15 cents = Silt-
Table No. 30 has been prepared from a speech by Mr. Edwin B.
Gager before the railroad committee of the State Legislature at
Hartford, Conn., March 22, 1895. (Those who are interested can
obtain a reprint of Mr. Gager's speech by addressing him at Derby,
Conn.) For many years bitter warfare has been waged against
interurban electric railways by the Consolidated System (New
York, New Haven and Hartford Railway Co.) resulting in the
electric parallel law, where "public convenience and necessity" must
be demonstrated to the satisfaction of the Superior Court before
an electric railway can be built between two points already con-

nected by a steam railroad. More unwise legislation against a
natural progress, which would also benefit those whose influence
created it, can scarcely be imagined. It is fair to assume that in
this controversy — (or the street railways naturally opposed such
legislation — both sides produced the strongest arguments in sup-
port of their respective contentions; the Consolidated |>rcsenting
losses of traffic, while the street railways insisted that their pas-
senger travel was mostly an induced one, which did not anil could
not exist under steamrailroail conditions and operative methods.

All examination of Table No. 30 shows conclusively how the
steam railroads convicted themselves. The Consolidated System
only claimed a total loss of $4,000 per month, r>r $48,000 per annum
on the entire system, being about one-third of one per cent of their
gross passenger revenue. If the average fare were 10 cents, this
would mean a total loss of 480,000 passengers per annum out of a
total of 44,448,324, or i.r per cent; but 1894 was the year of financial
depression, when the steam railroads of Massachusetts lost 8.3 per
cent of their former passenger traffic, so that only part of this loss
tm the Consolidated was due to trolley parallels. While the total
loss to the Consolidated was given by its officers, all the towns
between which it occurretl were not stated, so that in Tabic No. 30
the 12,365,571 passenger trips, between and in a few of these towns,
is only part of the total passenger traffic of the street railways
serving all localities where such loss took place. Whether this figure
should be increased by 50 to 100 per cent, or more, we cannot say,
but, in any case, the data are sufficient to show the large induced
traffic of street railways; or, in other words, systems which give
low fares, frequent service, short total time consumed in round trip
and a "leave-at-your-door" service.

As an example of interurban traffic, we can take Ansonia and
New Haven, Conn. When the steam railroad owns the systems of
street railways in both towns, their cars will pick up passengers at
either center, will pass onto the present steam tracks on the right-of-
way of the New Haven and Derby Railroad (New York, New
Haven and Hartford Railroad Co.). run at high speed without
stops to the other center, pass onto the local street railway tracks
there and distribute its passengers where they desire, all for one
fare. Such a system operated by electric motors would be a finan-
cial success, where a line like the third-rail between Hartford and
New Britain is a failure in the true sense. Many other similar ex-
amples might be given, but this indicates the future of our steam
railroads.

Yours truly,

og Cedar St.. New York. CHARLES H. D.WIS.

Electrolysis and the Testing of Rail Bonds.

Editor "Review": I have read with interest Mr. Lincoln Niss-
ley's article regarding electrolysis published in the "Review" for
March, page 149, but must take issue with him on several points.

First, that his test involves placing artificial conditions on the sys-
tem under test which do not exist in practice.

Secondly, that his method of remedying the troubles makes the
railroad company legally liable for damages from electrolysis by
making the connections proposed which would convert the water
pipe system into an auxiliary ground return system.

Taking up the testing methods employed it will be noticed from
the connections in Fig. i that they introduce into the water pipe
system current directly; and also that the other leg of the diflFer-
ential ammeter passes current to the rails. This will give him the
ratio of resistance of the rail return and pipe return circuit, but there
is neglected in this test the important determination of the resist-
ance between the rails and the water pipe, which is included in the
circuit when any car passes that point; and the current that ac-
tually traverses the water pipe system in the practical operation
of the road will only give the results from which information for
determining the proper remedies lor electrolytic damages to the
water pipe by those currents can be determined. The character
of the soil and pavement adjacent to and underlying the rails great-
ly affects this leakage from the rail to the water pipe. For in-
stance, rails laid on a 10 in. cement bed with sand 4 in. and a brick
pavement will measure as high as forty ohms per mile single track
with go-lb. --in. girder rail. In one test the track was parallel to
a 24-in. main; the leakage of current to the main was .02 of an
ampere per mile: from a resistance measurement the pipe line
showed lower resistance to station than rail, yet the current it actu-

198

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

ally carried was 1-40 of one per cent, of the current flow in the rails.
Again referring to Fig. I, with the switches closed on this ditTer-
ential ammeter, he reads the drop on the ammeter and switches
with the current flowing; a reading of volts with the switches open
gives the difference of potential between the rail and pipe system
which is using the pipe as a pressure wire for the average ground
resistance and rail drop. The higher the electrical resist-
ance of the rail environment, the nearer this voltage will be to the
true rail drop back to the station if the pipes are connected to
ground bus at station, If the test car is placed on the track at any
point and a current delivered to the rails, and an ammeter inserted
in the pipe returns and also in the ground returns at the station,
the ratio of these two ammeter readings will be as the conductivity
of these two returns as exists Iti the operation of the road. This

THIRD-RAIL ROAD AT ALBANY, N. Y.

Trolley

Variable Rheostat

Generator

700 Amporea

SVolte

Weetoo Ammeter
oring Cable

Differential
Ammeter

5 HP
Motor

FIG. 2.
vFrom the "Review" for M.trch, I'AM.;

also gives a means of discovering any metallic connections which
the water company may' have established by locating gate boxes
against the rails, and in this way introducing current into their
system.

The flow of current in the water pipe system can be readily de-
termined by the shunting method between hydrants.

Regarding so-called danger zones <letermined by the voltmeter
method the dififercnce of potential observed is that due to the fall
of potential along the track circuit and the resistance between the
rails and the pipe system. This voltage is at a maximum when the
rails are insulated, with the water pipe connected to the ground
bus of the system but with no current flow in the pipe system. Yet
the flow of current in actual conditions in a water pipe is greatest
where the difference of potential between the track and pipe is
the least; that is, where the pipe is passing through the so-called
neutral potential area located between the positive and negative
potential ereas. With lead service pipes passing under the tracks
the negative potential of the pipe system with regard to the rails
is sometimes least where the passage of current and corrosion is
the greatest. I know that, in the past, potential areas have been
plotted in order to indicate electrolytic troubles, but I can find no
tangible relation between potential areas in street railway practice,
using the earth as a ground return, and locations of electrolytic
action on water pipes.

In regard to the second suggestion, to connect the rails to the
water pipe at any points where current would How from the rails
to the water pipe, it would place the railway company so doing in
a dangerous legal position in respect to the water company, for
the reason that it would establish clearly the use of the water pipes
for assisting the rail return back to the station; and any electro-
lytic damages resulting from the use of this water pipe system for
a purpose distinctly to the advantage of the railway company would
be a burden that would have to be borne by the railway company.

The excessive flow of current caused by such connections will at
least damage the lead service pipes and pipe joints in the water
pipe system which increases with the resistance with the flow of
current through them; this is one of the reasons why the natural
currents through water pipes gradually fall off from year to year.
By making connections to introduce current into the water pipe
system he is at variance with the accepted practice to reduce this
current to the lowest possible amount by harmlessly conducting
away through metallic conductors only such current which will
seep into the water pipe system, and those currents which enter
it due to the paralleling of two conductor systems, and in this way
remedying electrolytic troubles. Yours truly,

ALBERT I!. IIERRICK.

Xew York. .\pr. 2, 1900.

Newspaper dispatches state that contracts lor the building of a
,i5-mile railway from Hudson to .Albany, N. Y., have been let to C.
\V. Blake.slee & Sons, contractors, of New Haven, Conn. Acompany
iif which A. M. Young, of Waterbury, Conn., is president, has been
organized with a capital of $2,000,000 to construct and equip the
road, which will be built upon the third-rail system, using a T-rail
located about .^o in. outside of the tracks. Contact will be by a slid-
ing shoe similar to that employed on the New York, New Haven
& Hartford branch between Hartford and Bristol. Electricity will
be generated from water power at Stuyvesant Falls, N. Y.

The road will run via Niversville, N. Y., where it will intersect
the Boston & .\lbany R. R., and will be a strong competitor for the
passenger and freight traftic between Hudson and Albany, now car-
ried e.xclusively by the New York Central. Private rights-of-way
will be purchased for the entire distance, permitting high speeds
and frequent service. It is estimated the district immediately tribu-
tary to the line has a population of about 200,000 people.

THE PITTSBURG CONSOLIDATION.

The stockholders of the Consolidated Traction Co., of Pittsburg,
on .March 31st voted to lease the property for 900 years to the Union
Traction Co., which was recently organized to effect a consolidation
Iif the principal systems of Pittsburg. The action was not unan-
imous, the small stockholders, led by the firm of Whitney & Ste-
phenson, strongly opposing the combining of interests. It is prob-
able litigation will be instituted at once to have the consolidation
set aside, and the merger will not take place until this litigation has
been decided.

The lease as it now stands provides for the payment of 6 per cent
per annum on the preferred stock of the Consolidated Traction Co.
from .April I. 1900. to April i. 1906, at which time the rate will be
increased to 7 per cent per annum, and that rate maintained during
the life of the lease. Upon the common stock. 2 per cent per annum
will be paid for two years: 3 per cent for the following three years;
3,'/' per cent for the next two years, and 4 per cent thereafter. The
leasee will also pay in May. 1900. certain accumulated dividends
amounting to about 6 per cent.

It is the intention to include in the consolidation the Consoli-
dated Traction Co., the United Traction Co., and the Monongahela
Street Railway Co.

CHANGES IN BROOKLYN RAPID TRANSIT.

Last month a number of changes in the form of management
were made by the Brooklyn Rapid Transit Co. Mr. J. C. Bracken-
ridge, who has been chief engineer of the company, is now acting
general manager, that office having been created to relieve Presi-
dent Rossiter of much of the detail work that has hitherto fallen
upon him. Mr. Brackenridge will perform in part the duties for-
merly discharged by Mr. Ira A. McCormack.

In addition to the position of acting general manager the offices
of second and third vice-president were made to still further relieve
the president. Mr. T. S. W'illiams, secretary and treasurer for the
company, will assume the duties of second vice-president. The
other position has not yet been filled. Mr. C. D. Meiicely. wIid has
been assistant secretary and treasurer, has been elected secretary
and treasurer to succeed Mr. Williams.

ANOTHER MASSACHUSETTS CONSOLIDATION

New York and Philadelphia capitalists represented by Clark
Bros., bankers, of Philadelphia, have arranged for a consolidation
of the following roads in and near Worcester, Mass.: Worcester
Consolidated; Worcester & Suburban; Worcester & Marlboro;
Worcester & Clinton; Warren. Brookficid & Spencer; Clinton &
Hudson; Leominster & Clinton; Worcester & Blackstone Valley.

These roads aggregate 157 miles of track and for the last fiscal
year earned $992,966.

It is intended to incorporate these properties as the Massachu-
setts Electrical Co.

Apr. is, hkki

STREET RAILWAY REVIEW.

199

Hauling Freight and Express Matter on Electric Railways,

Some Theory and Prafctice.

SUutiiig with the |jijim ih.il llic fiiiuliiiiKiilal and essential duty
of a street railway is to furnish belter transportation facilities to a
considerable majority of the community tributary to the road, and
that franchises arc granted, or at least should be granted, oidy after
it has been proven that the best good of the community requn'es
the extra means of travel that the new road is t'oing to provide,
it has been ar>!;ucd in times past, and the statement is still occasion-
ally heard, that electric railway companies operating on rights of
way through the public streets or highways, should confine them-
selves strictly to the transportation of passengers, and should not

FIG. ].— STANDARD EXI'KKSS CAK, CUKVKI.AND.

be permitted to use their tracks for the carrying of baggage, freight
or express packages.

This premise may or may not lie true, but admitting for the mo-
ment that it is, the conclusion should by no means be accepted as
necessarily following, for it can easily be demonstrated that the
best interests of the public will as surely be furthered by a combina-
tion passenger and goods service, as by a passenger service exchi-
sivcly. It will of course be granted that the freight or express
traffic must be kept under proper restrictions, and must never be

erally supposed. The carrying of goods is in fact a natural devel-
opment of passenger transportation. In the early days of electric
railroading passengers were permitted to take into the car only
such bundles, .satchels or packages as could be held in the lap or
placed under the scat without causing inconvenience to fellow pas-
sengers. It was not long before this accommodation was extended
to carrying larger bundles which were deposited on the front plat-
form. In this case the owner of the bundle was usually requested
to pay an extra fare. There certainly could be no objection to this
arrangement, and there should be none when a special compartment
in the car is provided for the better accoinmodation of such bundles
or packages; nor should the fact that the owner does not accom-
pany the package alter the i)rinciple. From the special compart-
ment to the special car is but a step.

If it is an advantage to the public to have the roads carry pack-
ages and bundles, it is not difficult to prove the benefits of a general
freight service. It will be admitted that freight must be transported
in some way, and how better can this be done, than in special cars,
operated so as to cause no delay to the passenger trafliic, running
on rails where the tractive force per ton is only one-half to one-
fiftieth what it is on a street or road, saving the wear and tear on
the highways caused by the wheels of heavy trucks, and traveling
at a speed from three to ten tiines faster than horses could draw
the same goods. Taking into consideration these advantages with
others of increased facilities, saving in time and reduction in cost of
haulage, it is hard to explain why the question of transporting
goods on electric railways was not brought forward sooner than it
has been, and why the practice is not now more nearly universal.
One cause for the delay, and perhaps this is the chief
cause, is found in the opposition of the steam railroads wher-
ever the subject was suggested. But the opposition encountered
is gradually being overcome, and the question is one of the live
ones of the day. In the language of Judge Marean of the Supreme
Court of New York, "The public having discovered that the trans-
portation of freight can be made more economically on electric
railways than by former methods, there is no meritorious reason

FIG.; AT UlCADcjl'.VKTEKS 01' ELECTRIC P.\CK.\t;E CO., CLEVEL.VND.

permitted to interfere with the passenger accommodations which
should receive paramount consideration in every case.

Contrary to the first impression one might have on thinking of
this question, the transition from a tralTic exclusively passen-
ger, to one including express and freight is not so .ibrupt as is gen-

why it should not enjoy that advantage." The public is demand-
ing a goods carrying service and the public usually gets what it
w ants sooner or latere- As examples of this demand, and these arc
but two of many, various attempts have been made to interfere by
injunction with the package and freight business carried on by the

200

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

intcrurban roads at Cleveland and Detroit, but in every case, mer-
chants, business houses and the public generally declared their sen-
timents in no uncertain voice. They went on the same principle as
did the Kentucky colonel, who gave the advice, "If drinking whis-
key interferes with your business, give up business." The people

bought; this would also enable patrons living at a distance, to send
their orders by telephone or mail with the assurance that the ma-
terial would arrive quickly and in good condition.

The delivery of packages en route of course presents a problem,
but one not incapable of solution. Where the volume of business

PoriB No J.

Value S_

ELECTRIC PACKAGE CO.

-READ THE COKOITIONS
OF THIS RECEIPT.

■ J900

Received from.

Addressed-

_Said to contain

.Valued at-

Wbtcb wt uad*n*Mt lo /oiwMf^ to Ibe polat a»mrw3t atBiiamtMa rt ached by thlt Coatpaay. 00 tbaac coadtHoaa. aamtiv: That Flectric Packacr Company
•ball not b* held liable for loss ot darna^;?. except as Tomarders only, withio itieir two liups of comraunicjlioo nor for any less ot dainage by fire or casu
alt lea oroavlt;atiOD aad lulaad tran^porlalioD (-jnlcHS specially id 9.) ted and so noted hereio . nor for such as can be leferred to Die acts of God the restraint'
of novcsjitneiil, riot, ioturtecUon, piracy, or the haiai .U of war , nor for defjutt. ncplecl. for mlbl.ap on Ihe part of any tonnccimg or inlermediaie line
llndtvidual.o^iporatlon, or association) tu nhom the said property tuay be transferred for further transtni'isioa : oor lor ma mmmml exceeding Pllty Dollar
om may thipment, oor for any amouat on good* not properly patted and addressed on Knigi e Fabrics unless pljinly marked as such
on article* consisting of or contained in glass That, to respect to C, O. D goods, \i delivery cannot be madt- in 30 days nfier coi
roeiil, this Com pan V may, at iu option, retnrn the *.i me to consignor who shall pay t ran sport a> ion thereon both wavs the liabiliiv of this » on
goods pending &uc!i nc 1 a and while in ils custodv, to be thnl of warehousemen only. AikI it is further slip id.) led Dial Hlectkic Packack (.:<
not b» liable um4at Ibli contract, l9r aay calm wbatsotver, ualeat preaaaui la wrlilO£ witbia JO daya from the date bereof; and that thesp r>tovi<iou
extend \n arid insure to the benefit ofeacli individual, corporation, or association to whom the above specified property may be transferred and euttu;
order to reach :ts desiination.

The party accepting this Receipt thereby agrees to its conditions.

lOr

NY shall

NOT NEGOTIABLE.

Charges, 5_

For the Company.

l-H

0
X

FIG. 3.— FORM OF RECEIPT.

hold that if the laws prevent street railways from carrying goods,
the laws should be changed.

The possibilities of development of a package or freight traffic
are many, and will naturally depend on local conditions. As a single
example, a road connecting a small city which is a shopping center
for a number of towns on its route could with advantage make ar-
rangements with the dry goods houses and other merchants of the
city to deliver purchases made by customers the same day they were

ELECTRIC PACKAGE & EREIGHT LINE

OPERATED Br

The Mahoning Valley & Trumbull Eleetrie R. R. Go's.

No. 59454 189....

Received from _

The property described below. In apparent good order, except aa noted, contenti and
condition of contents of packages unknown.

No.

A RTIC LrS

<3>

0
0

«©

•

•M

II
>

Consigned to .

Whicli said Companies aoree to deliver to said destination if on their lines, otherwise
to point on their lines nearest said destination, upon payment of amount indicated by
punch marks In margin hertof. receipt of which amount and articlea listed is thus here-
by acknowledged.

NOTICE.

All packages most he marked plainly as to consignee and destination. We do not
deliver packages or freight to points off of our line, and assume no responsibility for
packages or freight not called for after delivery to point on our line nearest destination
or address marked on package. ra>«-i«) om. «. <*»2. jr«.i»c>.<>V-.cM^~e7

warrants it, wagons running from intermediate distributing sta-
tions will accomplish the desired result, but when the number of
packages is not large some other way must be found. It has been
suggested that uniformed boys, working in what might be called
relays could do this work. Two or three boys could be sent with
each car on which packages were carried. When a point was
reached near a house or houses where bundles were to be delivered,
a boy would be set down with the packages and the car would im-

V to 0

0 to N

N to W

V to IM

V to W

b io v\/

No.

AM T

Amt

No.

AMT

NO.

AMT

AM'T

No.

AM-T.

0 to V

N to 0

W to N

P4 to V

W to V

V/ to <5

NO.

*li-T-

No.

AWT

No.

AM-T.

AM-T

NO.

AM-T

AMT

._^

FIG. 4.-BILL OF LADING.

FIG. 5.— DISTRIBUTION CARD.

mediately proceed. After making his deliveries the boy returns
to the railway and takes the next car bearing packages. In this way
the cars go on setting down and picking up boys along the road.
It does not appear that it would take very much figuring at the
sending end to so regulate the cars and the trips of the boys as to
make this plan feasible. At any rate a little careful thought ap-
plied to the local conditions will not fail to bring a solution that

Ai'n. IS, i(/)o. ]

STREET RAILWAY REVIEW.

201

will (.'liable a jiackagc delivery service In Ije iMsliluleil on almost
any road, to the convenience of the piihlic and llie material in-
crease of the company's receipts.

The question of handling farm prodncis and heavy goods also
presents to the manager opportunities for thinking out ways of tak-
ing advantage of conditions as they exist in his coniniunity. No
single ill-Ill illiislrales heller llie possiliilities ill this direction than

111 exactly the same way other products of ihc farm can be gathered
and distributed.

There is one more point that is not always considered when this
goods service is under discussion. The cry of the day is down with
expenses and to this end every by-product of the power house is
carefully scrutinized to sec it it can be utilized in some way. Freight
and express cars can be run whenever passenger traffic is light, and

Youngitoufn. Ohlo.^

ISO

l!«Cl«^ /nm THB MAHONING VALLEY RAILWAY CO Ihc pnpcn, describtd beloui in
appartnl gooa ordtr, tKCipt as noted: .__._ .

Shipped b/ _

Off llie
Consigned to

. fivn^

-^ttf-

./W^.

StOfaga uin actnit tn prafitrty not rtmouid Jrm Dipel u^tMi lun daft ^Jlir Ht arrtual

Remarks

Signature _

FIG. 6.— RECEIPT.

the carrying of milk. Under the usual arrangement the farmers
awake in the wee small hours, do their milking, load their cans into
wagons and start on a long, often times four or five mile drive to
the railroad station. This must be done no matter what the condi-
tion of roads or weather. The milk train then takes up the cans and
delivers them at some central distributing depot in the city, where
they are again loaded into wagons for delivery to the small milk
merchants through the town. This is a tedious, expensive and un-
satisfactory routine. With the interurban roads doing the work, the
farmers carry their cans out to the tracks at their front doors, or
perhaps wheel them in small hand carts, for a short distance to
reach the line. Here they are left on a rude platform erected for
the purpose. The milk car comes along, gathers up the cans along
the way, and witliout another handling sets them down at the milk
dealers' door. The saving can be counted in hours and in dollars.

MAKE YOUR SHIPMENTS

ELECTRIC PACHAGEJND FREIGHT LINE

Siruthers, Haseiion, voungsiown. Brier Hill, GIrard. Mies and warren

FREQUENT
SERVICE

RAPID
TRANSIT

QUICK
DELIVERY

REASONABLE
RATES

LOCATIOIM OF DEIPOTS

STRUTMERS Opp PAW R R Station

YOUNGSXOWN ~ Rower Mouse

GIRARD State ar>d Ulberty Sts

rsilLEIS Rower House

WARREN No. 3S North Main St.

ShipmeDts consigned to points located on our Line delivered direct to
Consignee without additional cbarge.

SCHEDULE

STANDARD TIME IN EFFECT DEC. 18

iNOT OPCDATCO ON SUND**'

1899

wca-r BOUND

K*«T BOUND

,JS^

■MM

SSfS

mITmI .iU

-r™.

.::.

toU

^'^

SSBI

_ V:.

wJSl.

I w

DUO

« Ift

10 00

11 00

t. 00

• »

s u

I 19

7.M

i.m

•.»

m,i»

S^M-

4.IS

S.IB

II 00

II U

IS.IK

lU.

i.am

I.M

•.!■

*.M

Specltl Rates on Lirgs Shipmonts given on ■pptication to Dspoi Agents or Freight Conductor. All Packages mutt
be Harked Plainly with Name and Address of Consignee. All charges must ba Paid in Advance

SPECIAL NOTICE TO SHIPPERS.

60Bdi for Shipmant must Arrive at depolB at laail IS Htnutea bafare lime for departura of Car. otherwise will
be etorad lo depots until the next trip, i This regulation will be rigidly enforced

A. A. ANOESSON. Gen'l Hgr, YoiiogittM. 0
FIG. 7.-POSTER NOTICE.

KKi. K.— FREIGHT Ai .NKWIirROH. N. Y.

why then docs this not present to the manager a method of using
the surplus power of his station, which in a certain sense then be-
comes a by-product, for the running of goods cars, and in this
manner bringing up the drops in his load curves to the more near-
ly straight line of maximum efficiency. There arc many railway
plants where an engine and generator have to be kept in opera-
tion all night to run a few owl cars, in which cases the ideal condi-
tions are found for introducing an "economy" by means of the
class of service under discussion.

It is not the province of this article to give advice. The man-
agers and superintendents of this country are in a position to work
out their own problems better than any one else, and they are fully
capable of doing so. It is the intention to give here suggestions
only and for the purpose of presenting the latest and best practice
in this new field of usefulness now rapidly opening up, the "Re-
view" has obtained from a number of leading roads a description

FIG. 9.-BOX FREIGHT CAR, NEWBURGH. ,'

of their methods. Several of the printed forms used and photo-
graphs of cars are reproduced for the convenience of companies
about to start an express or freight traflSc.

Cleveland, O., is the center of what is probably the most exten-
sive parcel and light freight service in the United States, its loca-
tion and the network of interurban roads entering the city, furnish-
ing the very best conditions for the development of traffic of this
nature. The business has grown to such an extent that the promi-
nent electric lines centering there do not attempt to take care of
the express matter themselves, but have placed the traffic in the
hands of a separate company known as the Electric Package Co.
and doing business on exactly the same methods as the older ex-

202

STREET RAILWAY REVIEW.

[Vol. X, No. 4-

press companies operate on steam roads. The Electric Package
Co. controls the carriage of baggage and parcels on the Lorain &
Qeveland Ry., the Cleveland, Berea, Elyria & Oberlin Ry., the
Northern Ohio Traction Co., and the Cleveland, Painesville &
Eastern R. R., reaching Cleveland, Akron, Painesville, Oberlin,
Elyria, Lorain and other points.

Mr. W. IL Kenworthy. superintendent of the package company
sends us the following account of the work it is doing:

FIG. lO-BAGGACE C.\KKIER. W.\TERLOO, lA.

"The keen competition of electric street railways in the line of
all business covered by steam roads has led the large trunk roads in
diflferent sections of the country to take advantage of all means to
affect this class of competition. About a year ago a number of the
trunk lines compelled the express companies operating over their
systems to vacate electric railways that in any way competed with
or parallcd their roads. This, as a matter of course, compelled the
old line express companies to vacate all suburban electric lines cen-
tering in Cleveland, and this led to the development of our express
service for light freight.

"The Electric Package Co., which is a direct representative of
the suburban electric lines centering in Cleveland and which cover
a radius of 50 or 60 miles from Cleveland, has inaugurated a system
of baggage and express service which is equal to that on any steam
line in the country.

"First, take into consideration the handling of milk. We are at
present handling altogether on our five lines, from 800 to 1,000
ten-gallon cans per day. This, you will note, was formerly carried
by the baggage department of the railroads, and from it they de-
rived considerable revenue. We obtain this business through the
advantages offered by electric suburban lines, which traverse the
country highways and make each farm house or road crossing a
loading station at which cars can stop and load; and this stopping
and starting can be accomplished with little or no expense or in-
convenience in coinparison with the steam lines. Again, the cars
traverse the city streets, and we find that cans can be delivered to
milk-men along streets, causing no more delay to cars than to
pick up and discharge passengers. We also get a large quantity of
mill feed to handle for the dairy farms, which furnishes us with a
profitable revenue.

"Our system offers to the traveling public the proper care and
security for the handling of baggage in transit, and places our lines
on the same basis as the steam roads. This, together with the fact
that we can carry passengers at a rate lower than steam lines, and
give them good speed service, naturally forces business our way.

"Our system of express freight is handled just as by the old line
companies, and at rates equivalent to those charged by them; we
maintain city terminal delivery and collection service, and as we are
in position to forward and receive matter in transit on cars on the
hour schedule, these advantages are readily seized by our city deal-
ers and the suburban merchants, as they can order goods and have
the satisfaction of knowing about when to expect them.

"As we speed along by the farm, the farmer realizes the ad-
vantages of our lines, and instead of loading his produce on his
wagon and teaming it to the city markets, he uses our cars, and in
a short space of time he is bartering his produce on the market and

is enabled to return home without the aid of a slow team; and while
en route, can with amazement figure the advantages of the electric
age.

"Having demonstrated that there is no end to the advantages in
handling freight on electric lines, after securing proper legislation
which will give us the privileges of handling our cars on the city
lines during the night, we will be able to handle freight in car-load
lots at rates lower or equivalent to those offered by steam lines, and
as time is a great advantage, will in time, control the suburban
freight short haul traflic.

"We have not confined our service to lines directly under our
control, but accept freight destined to lake ports, which we trans-
fer to the fast passenger boats when lake navigation is in operation.
We could handle rail freight connection, but are handicapped by
the steam roads refusing to have business intercourse with the
electric lines.

"The Electric Package Co. is under the management of B. Mah-
ler, manager, and W. H. Kenworthy, superintendent, who has had
over 20 years experience in all branches of the express service with
the old line companies."

Fig. I is a view of one of the standard express cars at Cleveland,
Fig. 2 shows two of the cars in front of the office of the Electric
Package Co., just as they came in to be loaded and unloaded, and
Fig. 3 shows the receipt blank used. This in its original size is
S'A X S'A in.

The Mahoning Valley Railway Co., of Youngstown, O., operates
a package and freight car between Struthers, Youngstown, Girard,
Niles, Warren and Mineral Ridge. Two trips a day are made to
each point except Mineral Ridge, which has but one trip a day. A
map of this company's system was published on page 3 of the "Re-
view" for January, 1900.

The freight car is 32 ft. in length with two sliding doors on each
side. The interior is one large compartment extending from vesti-
bule to vestibule with only a small partition at the motorman's end,
about 3 ft. high to prevent packages and freight matter from inter-
fering with the controller or brake. The company also has a short,
single truck box car about 14 ft. in k'ngth. which is used as a trailer
when occasion requires.

Through the courtesy of Mr. A. A. Anderson, general manager
and treasurer of the Mahoning Valley Railway Co., we are able to
reproduce herewith, Figs. 4 to 7 inclusive, several printed forms
used in connection with the operation of its freight department,
including bill of lading, card for showing distribution of amounts
collected over the various divisions, receipt given for goods, and
an advertising poster, which announces schedules, shipping instruc-
tions, etc.

KK.. 14-l)AYTON & WESTERN HA(.GA(.E CAR.

The bill of lading is shown reduced in Fig. 4. This form is on
a sheet 4^ x 7% in.; it is coated on the back with a special dupli-
cating substance and is printed on the same sheet as the receipt
to be signed by the consignee, and folds over it, being detached
^vhen filled out, the two forming one leaf in a book. Thus when the
conductor receives a package and fills out the bill of lading he at
the same time secures a duplicate of the entry on the page of his
receipt book. The amount paid by the consignor is indicated by
punch marks in the margin. This scheme of coating the back of
the bill of lading obviates the necessity of using loose sheets of car-
bon paper.

Al'K. IS, lylXJ.

STREET RAILWAY REVIEW.

Zikl

The receipt remaiiiiiiK in llie coiKliirlnr's IjooIj serves as a dupli-
cale of tlic bill of lading ami is siKiu-il |jy llui consignee when ihc
goods arc delivered.

Tlic distribution card is shown in Imk. 5- I'hi- lower li.iU is a
duplication of llic upper half, with the exception that the letters at
the top of iIk- iiihunns arc reversed. These letters stand for the
names of (he towns on the route, Y for Youngstown, G for (jirard,
N for Niles, W for Warren, etc. The card is 6}i x p-)-^ in. The re-
ceipt used at <lepois, M^'- (>, is 8 x sjil in. and the poster notice, Fig.
7, isy X 11% in.

cliargc of 20 ccii(9 nhall be made for every dog on any car between all poiala on
Ihifi line.

Wlien goods arc Rhippcd C. O. D., you will make a charge of 35 cents (or
collecting llic money and returning it to the consignee.

All empty cases, crates, kegs, etc., when being returned to original consignor
f'lr rc'flllinK, will be carried at 5 cents each, regardless of weight, and at own-
er's risk.

No goods must be accepted that arc perishable, after 5 p. m. of any day, unless
Ihc conductor knows personally that delivery can be made promptly upon ar>
rival at destination.

All articles will be accepted for transportation, cither prepaid or collect.
When collect, the conductor or agent will mark the word "collect" in pencil
on wrapper nr t.ig, and in figurcH m.irk the amount to be collected.

VIoltriM iiid CciUr foils ttapld Crontll Ky. St. ■

D.ilr
Prow

IH9 s„. 9585 :

I Waterloo and Cedar ifalls IHapid transit IRailway Co.

FREIGHT WAY BILL, ~° 9585-_

,. To.

Cnfcrvn miki kllk *«• di #1

rw Ui Cmkintr h««i>M 1m *•• t

■t tad lim Siuta In elln •!

M 'A> fwnti lr«n> Ohv m4 Hm* luw •

OilIKrCTO«»MUat ■tCtSTBN iMaorAt>0«i
W»t SILL

WR'ie HAMt or MONTH.

SHOMIPTrON

^.^.

ri(i. 11 TKEIliHT WAY BILL, W.VTKKLOO A CKDAK FALLS.

Figs. 8 and ij .show two o| the freight cars on the Newburgh (.N.
Y.) Electric Ry. The company has four of these flat trail cars, each
capable of carrying from 8 to 9 tons. The box cars are so arranged
that snow plows can be attached to them, and the tracks outside
of the city are cleaned of snow in this way.

One of the best schemes that has com,c to our atlonlion, for carry-
ing merchandise, baggage, etc., where this class of traffic has not
developed to proportions sufficiently large to justify the running of
special cars, has been worked out by Mr. L. S. Cass, president and
general manager of the Waterloo (la.) & Cedar Falls Rapid Tran-
sit Co. On this line between Waterloo and Cedar Falls, this com-
pany operates long, double truck, vestibulcd "intcrurban" cars, a
type now well developed in this country. .Vttached to the rear end
of each car is a removable shelf or carrier, a good idea of which can
be obtained from Fig. 10. This is supported at one edge by pockets
under the car on the silks, and is strengthened at the other by two
stay chains as shown. The carrier can be quickly removed if neces-
sary although this should be seldom required. If it is desired to run
a trailer with a motor car equipped with the device, an extension
coupling can be easily utilized.

On the Waterloo and Cedar Falls line a canvas cover is carried
with each car at all times for the purpose of covering any articles
that may be on the suspended platform, in case of storm. The
weight to be placed on each carrier is limited to 4,000 lb. Mr. Cass
states he first got the idea of these extension shelves for baggage,
etc. from seeing a similar device on the old stage coach in Buffalo
Bill's Wild West Show. He courteously offers to furnish further
details to any manager who desires to adopt the arrangement.

The freight way bill in use on this road with conductor's stub at-
tached is reproduced in Fig. 11. Its original size is 4^ x 14J4 in.

From a small folder issued by the Waterloo & Cedar Falls Rapid
Transit Co. to its conductors, we reprint the following rates and
rules governing the handling of packages, etc. on both its inter-
urban and city cars.

All packages or merchandise up to 100 lb., inclusive, from Water-
loo or Cedar Falls to Cedar River Park, San Souci, t'ossclman,
Cass Junction, Cedar Falls, Waterloo, and intermediate points... 20 cents
Packages carried to and from points within the city limits of Water-
loo up to 100 lb. inclusive 10 cents

Over 100 lb. 6 cents per 100 lb. or fraction thereof. (Example: a package
weighing 110 lb.. 26 cents or 16 cents, according to destination).
Bicycles and baby cabs will be carried at the same rate as 100 lb. of merchan-
dise, except when accompanied by their owner, in which case the same rate
will be collected for the bicycle or baby cab as is collected for the passenger.

(Example: a 5 cent fare is collected for the passenger, collect 5 cents for the
bicycle or baby cab.)

Hand bagR.Tpe that does not occupy the space of a passenger will be carried
free. .Ml other baggage will be charged for at 20 cents per piece, regardless of
weight or destination.
Dogs will not be allowed in any car. but will be carried on platform and a

Packages that arc marked collect will not be delivered to consignee until
charges have been paid. In case charges arc not jiaid you will retain package
in your possession and notify the general office.

.Ml packages of merchandise, bicycles, baby cabs, dogs, etc., except baggage
and empty crates, kegs, etc., will be called for and delivered within the city
limits of Waterloo and Cedar Falls at the rates atK>ve named.

Baggage will not be called for or delivered, but will be transported from any
given point on the line to any destination on the line at rates named above.

Empty crates, kegs, cases, etc., will be delivered free of charge within the

.So IHU KlSeaM. W. M. CnSii»« Ula. C». CMC»«. »«l» HTls

flecelied front

By the DAYTON & WESTERN TRACTION CO.

T»t *XT>'*r *»>'->»l »-ic", « irrvkii (m« '■-tmr. *(<*f •• •••< I
au(«f4 u4 .■••US'4 m ikl'.ii^ U.ra, vki^k mM Osf**) tcm >• •

4l««H»V4>«n* '■ ■»*•«— •

UpOD ill Ibe coDdiliout wheihufinaiod or wnii*a. bcteiD c»oi*iBed it n sutnkllt
tretct>> Iroin to. .

]( to be. .... in cciitt per 160 lt>i

ft«r«»«tb«t tbc rkU.,fr

If....Tini«

If III
Glut

It ma
Clkn

CUM

CUu

It Jib
C1*n

■c'lSS

IF -SPECIAL

III. CUi)

CUM Ran

Subjwsr to Complin)'

CUiiifivml.Ok

Conai|enec .

DestinatioD _

Received the ftbo%-e described propertr In ^ood coadlUoo. except &s not«d.

; . , ,. . . Consignee

FIG. 13-COPY OF BILL OF LADTX<;.

cities of Waterloo or Cedar Falls, but must be delivered to car by consignor at
point of shipment.

Bicycles and baby cabs, when accompanied by owner, must be deli%*ered to
car by consignor, and taken -from car and receipted for by parties accompanying
it.

All shipments, when consigned to any point on our line outside of the city
limits of Waterloo or Cedar Falls, must be received at owner's risk and will
only be delivered by parties calling at car and receipting for same.

Receipts for articles delivered must be taken on way bills by intemrban con-
ductors and on reports furnished for that purpose by local conductors.

204

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

Charges collected by local conductors will be shown on report furnished them
for that purpose, deposited with passenger collections and rung up on register.

Intcrurban conductors will way bill all articles carried by them; will deposit
all collections with passenger earnings but not ring collections for packages on
their register.

No agent or conductor has the authority to vary from these rules without
written authority from an officer of this company.

Fig. 12 is a view of the type of freight and baggage car, adopted
by the Dayton (O.) & Western Traction Co., which has a well or-
ganized freight department. We are indebted to Mr. Valentine Win-
ters, president, for the photograph from which this was taken, and
also for several samples of printed matter used in connection with
the handling of freight. The form reproduced in Fig. 13 is the du-
plicate bill of lading, retained by the company. The original which
is given to the consigner is substantially the same, except that it
bears the word "Original" in place of the word "Copy," the word
"Agent" instead of "Consignee," and it docs not contain the last line
referring to the condition of the property. A shipping order, also of
about the same form is provided, in which the shipper declares the
contents of his consignment.

All of these blanks are 5x9 in. and on the backs, the following
conditions are printed in small type:

CONDITIONS.

1. No carrier or party in possession of all or any of the property herein
described, shall be liable for any loss thereof or damage thereto; by causes
beyond its control or by floods or by fire from any cause or wheresoever oc-
curring; or by riots, strikes or stoppage of labor; or by leakage, breakage,
chafing, loss in weight, changes in weather, heat, frost, wet or decay; or from
any cause if it be necessary or is usual to carry such property upon open cars.

2. No carrier is bound to carry said property by any particular train or ves-
sel, or in time for any particular market, or otherwise than with as reasonable
dispatch as its general business will permit. Every carrier shall have the right,
in case of necessity, to forward said property by any railroad or route between
the point of shipment and the point to which the rate is given.

3. No carrier shall be liable for loss or damage not occurring on its
own road or its portion of the through route, nor after said property is ready for
delivery to the next carrier or to consignee. The amount of any loss or dam-
age for which any carrier becomes liable shall be computed at the value of the
property at the place and time of shipment under this bill of lading, unless a
lower value has been agreed upon or is determined by the classification upon
which the rate is based, in either of which events such lower value shall be
maximum price to govern such computation. Claims for loss or damage must
be made in writing to the agent at point of delivery after arrival of the prop-
erty, and if delayed for more than 30 days after delivery of the property or
after due time for the delivery thereof, no carrier hereunder shall be liable in
any event.

4. All property shall be subject to necessary cooperage and baling at owners
cost. Each carrier over whose route cotton is to be carried hereunder shall
have the privilege at its own cost, of compressing the same for greater con-
venience in handling and forwarding, and shall not be held responsible for
unavoidable delays in procuring such compression. Grain in bulk consigned
to a point where there is an elevator may (unless otherwise expressly noted
herein, and then if it is not promptly unloaded) be there delivered and placed
with other grain of same kind, without respect to ownership, and if so' deliv-
ered shall be subject to a lien for elevator charges in addition to all other
charges hereunder. No carrier shall be liable for difference in weights or for
shrinkage of any grain or seed carried in bulk.

5. Property not removed by the person or party entitled to receive it, within
24 hours after its arrival at destination, may be kept in the car, depot or place
of delivery of the carrier, at the sole risk of the owner of said property, or may
be, at the option of the carrier, removed and otherwise stored at the owner's
risk and cost and there held subject to lien for all freight and other charges.
The delivering carrier may make a reasonable charge per day for the detention
of any car and for use of track after the car has been held 48 hours for unload-
ing, and may add such charge to all other charges hereunder, and hold said
property subject to a lien therefor. Properly destined to or from a station at
which there is no regularly appointed agent, shall be entirely at risk of owner
when unloaded from cars, or until loaded into cars and when received from
or delivered on private or other sidings, shall be at owner's risk until the cars
are attached to and after they are detached from trains.

6. No carrier hereunder will carry, or be liable in any way for any documents,
specie or for any article of extraordinary value not specifically rated in the
published classifications unless a special agreement to do so and a stipulated
value of the articles are endorsed hereon.

7. Every party, whether principal or agent, shipping inflammable, explosive
or dangerous goods without previous full written disclosure to the carrier of
their nature shall be liable for all loss or damage caused thereby, and such
goods may be warehoused at owner's risk and expense or destroyed without
compensation.

8. Any alteration, addition, or erasure in this bill of lading which shall be
made without special notation hereon of the agent of the carrier issuing this
bill of lading shall be void.

9. If the word "order" is written hereon immediately before or after the
name of the party to whose order the property is consigned without any con-
dition or limitation other than the name of a party to be notified of the arrival
of the property, the surrender of this bill of lading properly endorsed shall be
required before the delivery of property at destination. If any other than the
aforesaid form of consignment is \ised herein the said property may, at the
option of the carrier, be delivered without requiring the production or surren-
der of this bill of lading.

10. Owner or consignee shall pay freight at the rate below stated, and all

other charges occurring on said property, before aelivery, and according to
weights ascertained by any carrier hereunder; and if upon inspection it is
ascertained that the articles shipped are not those described in this bill of lad-
ing, the freight charges must be paid upon the articles actually shipped, and
at the rates and under the rules provided for by published classification.

II. If all or any part of said property is carried by water over any part of
said route, such water carriage shall be performed subject to the condition
whether written or printed contained in this bill of lading, including the condi-
tion that no carrier or party shall be liable for any loss or damage resulting
from the perils of the lakes, seas, or other waters; or from exposure, bursting

FIG. 14 -MAIL CAK. UKOOKLVN.

of boilers, breaking of shafts, or any latent defect in hull, machinery or ap-
purtenances; or from collision, stranding, or other accidents of navigation or
prolongation of the voyage. And any vessel carrying any or all of the property
herein described shall have liberty to call at intermediate ports; to tow and
be towed and to assist vessels in distress, and to deviate for the purpose of
saving life or property. And any carrier by water liable on account of loss or
damage to any of said property shall have the full benefit of any insurance that
may have been effected upon or on account of said property.

We are enabled to show herewith. Figs. 14 to 19 inclusive,
through the courtesy of Mr. C. L. Rossiter, president bf the Brook-
lyn Rapid Transit Co., six of the special cars operating on that
system, including two i^at cars used by the company for handling
rails, motors, heavy tools, etc. for its own purpose. The Brooklyn
Rapid Transit Co. does not do a public freight and express business
itself, but furnishes cars and power to run them, to the National

FIG. 15~INTERI0R OF MAIL CAK.

Express Co., which operates over the line in about the same way
as over steam railroads.

The following letter has been received from Mr. R. E. Danforth,
superintendent of the International Traction Co., of Buffalo, on the
subject of freight:

"We have two electric locomotives on tlie Buffalo & Lockport
division in constant use. We haul no freight at present on any of
the other lines. For a number of years freight cars were hauled by a
small motor car weighing 6 tons and c(|uipped with two W. P. 50

Ai'K. 15, 1900.1

STREET RAILWAY REVIEW.

205

l''I(;. 1(1 Sl'KClAI, CAK WITH IKANE.

motors, on the BulTalo, Bcllcvuc & I,;incaster line. The work was
done very satisfactorily and to tho profit of the company. The
shuttinK down of the stone qnarry pnt an end to the freight business
on that line, as the freight consisted entirely of building and crushed
stone.

"The Buffalo & Niagara l'"alls IClectric Ky. and BulTalo & Lock-
port Ry. run on regular schedule, combination passenger and bag-
gage cars, handling the personal baggage of passengers between
Buffalo and Niagara Falls and Lockport.

"A single truck baggage car is used on the Niagara Falls Park &
River Ry. during summer months. This car is the usual closed box
pattern with large side doors and small end platforms."

The Chicago, Harvard & Geneva Lake Ry., which has been in
operation now eight months, finds its freight income steadily in-
creasing :ind the company has been obliged to purchase a second

KK;. 17 SPECIAL CAR FOR RAILS.

On cross examination, however, the information was elicited that
the three witnesses had prior to the trial, received from Irwin, a
carefully prepared typewritten statement "to look over and refresh
their recollection so that they would know what to say on the trial
of the action." This statement was wholly false and untrue.

In Chicago last month the city attorneys discovered an organized
bureau which advertiseil for all kinds of personal injury cases, un-
dertaking to make the evidence fit the complaint. The promoter
and nearly all of his clients are Poles or Bohemians and they operate
against all corporations, but make a specialty of defective sidewalk
cases against ;he city.

FIG. IS-EXPRES.S CAR.

FIG. I9-FREIGHT CAR.

freight locomotive. In addition to piece freight and express the
car-load business is good. On March 12th to the 15th inclusive —
four days — 30 full car loads were hauled, including coal, lumber,
brick and live stock. This all went in and out of a farm district
where the largest village is less than 500 population.

NEW FRANCHISE AT DENVER.

AN EXPERT "ACCIDENT ADJUSTER.

Counsel for the Metropolitan Street Railway Co.. of New York,
has been successful in bringing to trial for subornation of perjury,
a man named Robert J. Irwin, who is described as an "accident ad-
juster", with offices at 7 Beekman St., New York. The particular
offense on which the charge is made was discovered on February
8th last, at the trial of an action to recover $25,000 damages from the
Metropolitan Street Railway Co. for a woman's death, said to have
been caused by injuries received while alighting from a car. .At the
hearing three witnesses testified that the conductor was clearly at
fault, having given the signal to go ahead before the woman had
stepped to the ground.

On March 20th the Denver board of aldermen passed an ordinance
giving the Denver City Tramway Co. a 20 year franchise on all the
streets now occupied by cable lines, with permission to change the
motive power; the mayor gave his approval the following day. As
soon as Mr. C. K. Durbin, general superintendent of the company
was advised of the mayor's action a force of 200 men was put at work
setting poles, and it was promised that within two weeks cables
would be a thing of the past in Denver. The company expects to
spend $i.oco,ooo on improvements which will include a new power
house.

It is stated that suit has been filed by stockholders of the Dayton
(O.) Traction Co.. to set aside the consolidation of the Dayton
Traction Co.. the Cincinnati & Miami Valley Traction Co.. the Cin-
cinnati & Hamilton Electric Street Railway Co. as the Southern
Ohio Traction Co.. and praying for a receiver for the Dayton Trac-
tion Co.

206

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

TRAMWAY LETTER BOXES AT HUDDERS-
FIELD, ENG.

LETTERS

Through the courtes)' of Mr. J. Pogson, general manager of the
Hudderstield (Eng.) Corporation Tramways, \vc are enabled to
give an account of the letter-box collecting system which has been
in use on the tramway cars at Huddcrsfield for seven years with
results equally satisfactory to the postal authorities, the tramway
company and the public. The method is totally diflferent^from the
street railway postal service common in this country in that in
place of letter boxes rigidly fastened to the cars, a detachable box
i; employed, and mail collections arc made by collecting the boxes
themselves.

One of the receptacles is shown here-
with. These are furnished by the Town
Corporation, but are fitted with locks
provided by the postal authorities and
keys to which arc carried only by special
postmen. Two bo.xes, each numbered
alike, are provided for each car, al-
though but one is carried at a time.

At the end of every trip or about every
hour, the conductor removes the filled
box from his car and deposits it at the
general office of the tramway company,
in a small room specially fitted up for the
purpose. Here are two rows of shelve 1
divided into pigeon holes, each large
enough to receive one of the boxes,
and numbered to correspond with
the box numbers. The conductor places
the full box on the top shelf in the
proper space and takes an empty one.

bearing the same number, from immediately under it on the bollom
shelf. A postman at frequent intervals visits the office, opens the
bo.xes and collects the mail, placing the empty ones on the bottom
shelf under their respective numbers and ready for the next
clearance.

The boxes are attached to the cars by means of a sliding bracket
somewhat similar to the usual device for attaching a lamp to the
front fork of a bicycle. The movement of placing the box on the

LETTER BOX.

HrlUlERSFIELD TR.\M CAR.

bracket automatically locks it in position and operates a shutter
which opens the aperture for receiving letters. It is necessary
to use the conductor's carriage key for disengaging the box, and
the act of disengaging, operates the shutter again and closes the
aperture for letters and it remains closed and cannot be opened
until the letter box is opened by the postman, when the shutter
is released automatically and put into position for receiving mail.

The number of letters posted annually in the boxes attached to
the 20 street cars in operation is about 500,000. An arrangement is
made with the postal authorities for the postal and telegraph staff
to have the use of the cars when on duty; the amount of the con-
tract, inclusive of the letter boxes, is £300 per annum.

The instructions, a copy of which is reproduced herewith, allow
for letters to be posted at the various termini, id. stages and au-
thorized stopping places free, but id. is charged for a stoppage for
the sole purpose of posting a letter. This rule was considered
necessary to prevent abuse, but no difficulty has been experienced,
the public appearing very willing to walk to a stopping place.

t')u^^crsficl^

Corporation

TRAMWAYS.

P-SSTAl t€TT£B BBl

ON THE TRAM CARS.

For the convenience of the Outer Districts, arrangements have been
mai.le with the Postal Authorities to have a Letter Box attached to each Tram Car.

The Boxes vvill be cleared bv the Postal Staff, at the times stated on
the tablet attached to the Box.

Letters Posted in these Boxes are subject to tht usual Postal Rules
and Regulations.

iKTSTiixjomoisrs.

LeLLers may be Posted at the various Termini, Id. Stages,
and the authorised stopping places, Free

The Tram may be slopped at any other point for the
purpose of Posting Letters, on payment of Id., which must be
put into the Conductor's FaJ'e Box.

BY ORDER

J. POGSON,

Tramways Dcpartwtnt,

March 20th, 1893.

Manai

The tramway arrangements of the town are very favorable for
a satisfactory letter box system, all the cars converging on one
center (St. George's Square), immediately in front of the railway
station. The tramway offices and postoffice practically adjoin each
other in the square.

TICKET BOOKS AT HAMILTON-, O.

The Hamilton (O.) & Lindenvvald Electric Transit Co. has de-
cided to issue books of tickets at reduced rates and from the an-
nouncement published by the company we take the following:

Twelve tickets book, good for eight days (Sunday to Sunday
inclusive), 40c each.

Fifty-two tickets book, good for one calendar month, $1.65 each.

One hundred and fnur tickets book, good for one calendar month,
$3 each.

These tickets are to be detached by the conductor when used,
and when presented by the person named on the cover, and are good
only between the following hours: 5:30 a. m. to 7 a. m. ; 12 m. to
I p. m.; s p. m. to 7 p. m. (Saturdays 4 p. m. to 6 p. m.).

A liberal construction will be given to the above condition by
conductors, who will be instructed to allow 20 minutes' latitude on
same. Upon request a change in the conditions will be made so
that holders of books, who are employed until say 9 p. m. can use
the tickets when returning from work at night. In case purchaser
is prevented through sickness, or other good cause, from using all
of his tickets within the time specified, his unused tickets will be
accepted at full price charged, in part payment on a new coupon
book.

Fifty tickets book, good for 30 days from date of sale, $1.85 each.

Ai'u. 15, 1000.)

STREET RAILWAY REVIEW.

207

Uuc litiiiclrcd licUcls Ijouk, Koml fur (K) ilays frcjiii ilali; of sale,
Ifj.SO each.

These tickets arc good for all hours of ihc day, to be used by the
person whose name is mentioned on the cover, or by any member
of his family. The holder of this kind of coupon book may leave
it at his home and detach tickets from it as needed.

One ticket, good for three months from date of sale, permittinK
person whose name is mentioned to ride as often as desired, $10.

All of the special rate coupon books arc for sale at the office of
the 11. iSi L. F.lectric Transit Co. An authorized agent in each
shop will take orders for and deliver coupon books.

The annoimccmcnt is signed by C. Benninghofen, president;
J. J. McMakcn, vice-president; P. Benninghofen, secretary and
treasurer; C. E. Warwick, assistant secretary.

In answer to an inquiry as to the reasons which prompted these
reductions President Benninghofen writes us: "We made the re-
ductions because we wish to encourage street car riding. We un-
dertook the active management of this road only quite recently
and found it was necessary to adopt means whereby traffic would be
increased. The change in rates is of such recent date that we
cannot at present stale how well the plan will work. However, we
can say this much, that we arc meeting with encouragement, and
believe that ultimately the plan will prove successful."

♦-•-•

ANNUAL REPORT TWIN CITY RAPID
TRANSIT CO.

SLID-FLAT WHEELS.

Pres. Thomas Lowry, in transmilling the annual report for last
year of the Twin City Rapid Transit Co., of Minneapolis, said:

"The gross earnings of the company for the fiscal year ending
Dec. 31, 1899. have been $2,522,793.85. as against $2,170,716.01 for
the year 1898. The cost of operation including taxes, has been
48.71 per cent. For the year 1898 this cost was 49.92 per cent, and
for the year 1897, 53.18 per cent. The efficiency of the property in
every respect has not only been maintained but increased. The
surplus earnings for the year were $737,578.60, which was an increase
over the previous year of 49 per cent, .\ftcr paying the regular
quarterly dividends on the preferred stock, the surplus for the com-
mon stock was $550,025.26. On August 15th the first dividend of
one per cent, or $150,100, was paid on the common stock, and on
February isth of this year a second dividend of l?/2 per cent, or
$225,150. was paid. This left a balance in the surplus account of
i8(i9 of $174,775.26, carried to surplus account.

"During the year the company has cancelled $20,000 of the re-
maining $310,000 Minneapolis Street Railway Co.'s first mortgage
7 per cent bonds by the issue of $20,000 consolidated mortgage 5
per cent bonds of the same company. By the sale of $237,800 of
the preferred stock of the company it has purchased $291,000 St.
Paul City Railway Co's. 6 per cent debenture bonds.

"The company has likewise acquired further amounts of stock of
the Minneapolis & St. Paul Suburban Railway Co. The St. Paul
Cify Railway Co. has guaranteed for the latter company the prin-
cipal and interest of $450,000 25-year 5 per cent gold bonds, thus
enabling the company to sell the bonds and make an important ad-
dition to its line which now joins with the lines of the St. Paul
City Railway Co. and runs through the villages of North St. Paul,
White Bear and Mahtomedi to the city of Stillwater, where it oc-
cuiiios the main street in that city.

"The whole line is operated by electric power from stations lo-
cated in St. Paul. White Bear and the city of Stillwater. The road
has been thoroughly equipped with large standard cars of the most
improved type. It was opened for traflic July i, 1899. and the
earnings have proved satisfactory."

The operating expenses for the year are given as follows:

Maintenance of way and structures $ 33.820.00

Maintenance of equipment 165.364.44

Operation of power plant 147,467.12

Car services 602,691.79

General expenses 105.855.79

Legal expenses 21.999.92

Injuries and damages 72.910.64

Insurance 6.S62.67

Total operating expenses $1,156,972.37

The number of car-miles run during the year was 13.211,865.

At the January meeting of the Northwest Railway Club the sub-
ject of "Slid-Flat Car Wheels" was discussed by Mr. V. B. Farmer,
of the Westingliousc Air Brake Co. The author said that the gen-
eral experience appeared to be thai more wheels arc skidded in
winter when there is no snow, dust and (rost being a combination
most conducive to skidding. Proceeding lo the other causes, he
said in part:

Some time ago, while investigating the question of slid wheels,
my attention was called to a machine that was being used at that
lime in the Soo shops. They grind cast wheels and male and re-
mount them. Noticing that a pair of wheels in the grinder hail
flat spots, and that the wheels were out of true, I asked the man to
see if other cases were similar to this, showing that the large part
of the wheel was just passing under the brake shoe, when the part
having the flat spot would have been in contact with the rail. He
followed it up for some time, and found that this is almost invari-
ably true. On a road that had considerable trouble from cast
wheels flattening, the matter was given some attention, and a de-
vice was got up for quickly testing this feature. They found a few
cases where the wheels were bored out of center, traced them, and
found a boring mill responsible for the poor condition; so that I
think the two instances cited are sample illustrations of causes of
wheels sliding.

It has been fre<|uently remarked that when a wheel or a pair of
wheels flattens, the next time they catch it will be in the same
spot. I think this is more often due to such a cause as just men-
tioned rather than to the flat spot made in the first instance.

It may be of interest to hear of a test that was made on a western
road some three years ago. Owing to the large number of flat
wheels in a train of loaded cars, a test was made to determine
about what pressure was necessary to slide wheels, and the dis-
tance necessary to produce a given length of flat spot. A loaded
box car weighing 69.000 lb. at the rails, was charged to 100 lb.
pressure, the brake was applied with full force standing, and the car
was pulled for one-half mile. One pair of wheels turned almost
the whole distance, two pairs slid intermittently, causing what is
termed a "chain" flat, a succession of small flat spots, not serious
enough to justify removal. One pair slid the entire distance, and
had a 2li-\n. flat spot. Another test was made by applying the
brake heavily, and pulling the car 100 ft. on what might be termed
an ordinary rail, without sand. Then they examined the spot in
contact with the rail and found scarcely any abrasion. The test was
repeated on an undamaged spot, using sand the whole distance, and
they found, upon examination, a :-in. flat spot. So this shows how
seriously sand may effect the flattening, and it indicates as well the
small probability of wheels starting to revolve when sand is used
after once locking. Of course, the great weight on the rail, with
the car loaded, aided materially in causing this long flat spot, re-
sulting from 100 ft. of sliding.

On the ore-carrying roads much trouble has been experienced
from wheels sliding, due to several causes, the most important
being that the empties are hauled one way. and the direction is
generally an ascending grade. The grade and the empty cars en-
able the stop to be made with a very light application of the brake.
In order to insure a release of applied brakes, the train-pipe pressure
throughout the whole length of the train should be raised quickly
and considerably. Where the reduction is small, the diflFerence
between the main reservoir pressure and the train line at the time
of the release is correspondingly less than where the application is
heavier. For that reason, holding the brake valve in the full-
release position for a short length of time would give a sluggish
flow toward the rear end and a lesser raise in pressure. If. to cor-
rect that, as far as possible, the brake valve is left in full release
for a longer period, the brakes up at the head end are liable to be
overcharged, and later on. through the temporary absence of any
supply, the brakes may stick.

To overcome this the men have been instructed to insure, before
attempting to release, a reduction of at least 10 to 15 lb. On one
road they even went so far as to say that before attempting to
release, a full 5er\ice application of 20 lb. reduction should be
made, and at the end of the season, whether from that or more at-
tention being paid to other details, they had a better showing on
the flat wheel question than previously. That same difficulty of

208

STREET RAILWAY REVIEW.

[Vol. X, No. 4-

brakes slicking from a light application has been met with often on
passenger trains, particularly when the cngineman has applied the
brake a little to steady the train around curves. It docs not mean
that the application made for the purpose of stopping the train at
a given point must be any different than otherwise, but before the
release is attempted enough should be added to that to insure the
desired result.

NEW HAMPSHIRE ELECTRIC RAILWAYS.

The following is extracted from the "New Hampshire Railroad
Commissioners' Report" for the year 1899 and gives that portion
dealing with the electric railways in the state:

The Legislature of 1899 granted special charters for eight electric
street roads: The Alton & Gilnianton, from Alton Bay to any
point in the town of Gilmanton; the Claremont, between any
points in the town of Claremont; the Derry & Pelham, from Derry
Depot through the towns of Derry, I^ondonderry, Windham, and
I'clham to the Massachusetts line; the Gilmanton & Barnstead,
from any point in Gilmanton to any point in Barnstead; the Hud-
son, Pelham & Salem, from the Merrimack river in Hudson
through the towns of Hudson, Pelham, Windham, and Salem to
the Massachusetts line; the Meredith & Ossipee, from the steam
railroad station in Meredith through the towns of Meredith, Cen-
ter Harbor, Moultonborough, Sandwich, Tamworth, and Ossipee
to the Boston & Maine Railroad in Ossipee; the Mont Vernon &
Milford, from Milford village to any point in Mont Vernon, and
the Troy, from the Fitchburg Railroad to the quarries of the
Granite Co. It also authorized the Manchester Street Railway
Co. to extend its road to GofFstown, extended the charters of the
Kcene road, and granted a charter to the Exeter, Hampton &
.'\mesbury, with authority to consolidate in this corporation the Ex-
eter & Hampton Street Ry., the Hampton & Amesbury Ry. and the
Rockingham Electric companies.

All these street railway companies were authorized to occupy
the highways, to issue stock and bonds, to construct and maintain
dams and power-houses, and given all the rights, privileges and
immunities that were asked for, but neither has built a rod of road
or. so far as we are informed, taken any steps towards the use of its
charter, for the reason that the grantees have not been able to con-
vince capitalists that the enterprises could be made to pay.

The only new electric road construction of the year has been an
extension of the Laconia road from Lakeport to the Weirs, an-
other along Hampton Beach by the Exeter, Hampton & .'\mes-
bury Corporation, a short one in Manchester, and the production
of a road from Portsmouth to Rye Center by the Boston & Maine.
A petition for the approval of the issue of stock and bonds neces-
sary to the construction of a road from Berlin to a point in Gor-
ham, under a charter granted by the court upon the finding of the
commission that the public good required it, is now pending before
the board.

The Laconia road was extended from Lakeport to the Weirs to
accommodate summer travel, and during the tourist season the ex-
tension had a paying patronage, but witli the close of that season
its business entirely disappeared, and the board, upon petition, au-
thorized the managers to discontinue its operation until May i,
■ 1900.

The Legislature of 1899 passed an act imposing upon this board
the duty of determining to what extent cars used upon electric roads
in this state should be provided with vestibules and what the char-
acter of the vestibules should be.

After several public hearings and much investigation, it was
ordered that all cars making regular round trips of more than
fifteen minutes during the months of December, January, February
and March should be vestibuled. This order was promptly com-
plied with by the managers of the roads and the improvement is
now in general use in this state. Experience thus far has abundantly
justified the change.

The appearance of the cars is much better, the passengers are
much more comfortable, and conductors and motormen are shielded
from the winter weather which, when they worked upon open plat-
forms, severely tested their powers of endurance, made them the
objects of the pity of the public, and subjected their employers to
bitter criticism.

None of the objections urged have been found to be important.

No accidents have resulted from the use of vestibules. No serious
inconvenience has attended ingress or egress through them, and
the testimony of motormen is that even in a storm when the win-
dows are partially covered with snow or rain they can see as well
and handle themselves better than they could when exposed as they
were formerly.

The gross receipts and net earnings of all our completed street
roads were larger in 1899 than in any previous year. Omitting the
Laconia, which was being converted into an electric and extended,
and the Exeter, Hampton & Amesbury and the Portsmouth, which
were in process of construction, the footings for the year, as shown
by the corporation returns, are as follows:

Cipital
Stock.

Kouded
Debt.

Floating
Debt.

Earnings.

.\11

Expenses.

f 1-2,320.00 ! »67,36J.02

7,301.46 10,340.23

57,136.75 C2,3»1.34

$56,220.37
10,314.63
04,383.02

162,435.77
29,876.70

SO.OOO
250,000
170,000
100,000

.W.OIIO
100,000
250,000
100,000

Nashua

6,077.0,-<

36,492.78

Totals

$670,000

$668,000

$119,400.81

$328,505.80

5313,230.99

The expense account of the Manchester includes $20,437.18 for
the old accident claims. Making due allowance for this, the total
payments of the five completed roads, including operating expenses,
taxes, interest and incidentals, were $292,793.81, and the receipts
were $328,565.80, a net income of $35,771.99, or about 5 1-3 per cent
on the capital stock, which is $670,000. No dividends were paid,
the divisible income being applied to floating indebtedness.

STORAGE BATTERY DECISION.

The United States Circuit Court of Appeals for the First Circuit
(Judges Putnam, Aldrich and Brown) recently rendered a decision
in the case of the Electric Storage Battery Co. against the Hatch
Storage Battery Co., affirming the decision of the Circuit Court
(Judge Colt) wherein the Hatch battery was held to be an in-
fringement of the Brush patent, owned by the Electric Storage Bat-
tery Co., and an injunction granted against the further manufacture
and sale of the Hatch battery. The opinion says that the Hatch
battery "is clearly an infringement" and "it also seems clear to us
that the respondent has taken the complainant's device," the court
therefore aflirmed the decretal order appealed from, with special
reference to the first claim of the Brush patent, which is the basic
claim.

This is the broadest legal victory yet won by tlic Electric Storage
Battery Co. and secures to it a continuation of its monopoly dur-
ing the life of the patent, on batteries composed of "a plate or
suitable support primarily coated or combined with a chemically
applied oxide or lead or equivalent lead compound" without which
a cominercial storage battery is impossible. This litigation has
been pending for the past three years and has been most vigorous-
ly contested throughout, the Electric Storage Battery Co. being
represented by John R. Bennett of New York and the Hatch com-
pany by Causten Brown and Alexander P. Brown, of Boston.
♦ » »

MANUFACTURERS' EXHIBIT AT NEW YORK.

The International Land & E.xhibition Co. has been incorporated
with a capital stock of $500,000 for the purpose of extending to
inland manufacturing concerns the privileges of an office in New
York City. It has secured a space of :o,ooo sq. ft. occupying the
northwesterly quarter of the ground floor of the Bowling Green
Building, and this will be devoted to exhibits of machinery, sam-
ples, etc.. for clients. In connection with the showroom the com-
pany will have an export department, with branches in Europe,
Mexico. Central and South America, .\sia, Africa and Australia,
a patent department and a land department. The charge for ex-
hibition space is $6 per sq. ft. per year. Mr. Albert Krimmert,
Bowling Green Building, New York, is president of the company.

Apr. 15, 1900.]

STREET RAILWAY REVIEW.

209

FIXED STOPPING POINTS FOR CARS.

The street railways at Worcester, Mass., ami Ifarlfurd, Conn., arc
endcavorinB to reduce the number of necessary stops made by tluir
cars in service by stopping only at fixed points indicated by suitable
signs. In discussing the change the Hartford Courant says that it is
"informed that one motorman on the Asylum Ave. line whose run-
ning time is 10 hours a day, recently made a count and found that
he stopped 550 times in the 600 minutes. It needs only to give (and
accept) the figures to see how the business of running the car must
have been interrupted. Of course, cars must slop. If they did not,
they would be of no use. But stopping every minute all day long
suggests that people stand in a long row and wait to be picked up.
This is an apparent convenience to them, but, when you study it and
note that whoever takes the car is stopped for but once and then
has to be delayed by all the stops for others, the question opens
whether the froiiuency of slops helps anybody as much as it ham-
pers."

Some doubt is expressed as to the accuracy of the count but after
a liberal allowance for excess of zeal it is evident that there is room
for a marked reduction in the number of stops with corresponding
increase in the convenience of the service.

STATISTICS FROM LIVERPOOL.

By the end of 1898 the city of Liverpool had 6]4 miles of electric
road which had been built as an experiment. During 1899 over 30
miles were reconstructed for electric traction. In 1898 the tralTic
receipts were £311,610; passengers carried, 41,772,034; car-miles
run, 4,789,300. In 1899 the receipts were £356,265; passengers car-
ried, 63,771,450; car-miles run, 7,600,545. Of these passengers the
electric cars carried 15.853,160; horse cars, 39,321,946; omnibuses,
8,596,344. In 1898 the rolling stock actually in service comprised 12
electric cars, 187 horse cars, 80 omnibuses; in 1899 there were 70
electric cars, 180 horse cars and 40 omnibusses in use, showing that
the electric traffic was new business or obtained at the expense of
the omnibus traffic.

Up to the first of the year the total expenditures on the tramway
account aggregated £260,000, but the proposed expenditure for
this year is over £600.000. of which £140.000 is for cars,
• < » »

COLUMBUS (O.) CONTROVERSY.

The press dispatches from Columbus, O., of late have been full
of accounts of the controversy pending between the Columbus
Railway Co. and the city council over the renewal of franchises.
In a letter to the mayor, Mr. E. K. Stewart, vice-president of the
company, s.ets forth that the present dispute is not of the com-
pany's making and explains why a franchise ordinance was pro-
posed. Last fall the Columbus Ry. acquired the property of the
Columbus Central Ry. and in accordance with the general desire of
the public wished to secure connections between these lines and its
old High St. line. In anticipation of being able to get the neces-
sary grants surveys were made and the special work bought at a
cost of over $25,000. On making application to the council, how-
ever, an outcry was raised that the street railway company was try-
ing to get new franchises. The company was not seeking renewals,
as the present grants do not expire for from 11 to 17 years, but at
the request of the board of trade it prepared an ordinance for a
25-year extension of its High St. franchise and offered to pay the
city $50,000. This offer was rejected by the board of public works.
* ■ »

1,000 MILES BY TROLLEY.

Mrs. Jane Lindsey, in the New York World, describes ihe details
of a trip of 1,008 miles by trolley which was as nearly continuous as
.schedules would permit; the time spent on the cars was 112 hours.
25 minutes, and the money spent in fares over the electric lines was
$12.05. During the trip which occupied just one week it was nec-
essary to ride 54 miles in conveyances other than electric cars to
cover breaks.

The start was made from Paterson, N. J., Friday, Feb. 9, 1900, at
9 p. m. The route was from Paterson to New York, via Passaic,
Rutherford and Hoboken; thence to Coney Island and return;
thence to Boston, via Mt. Vernon. New Rochelle. Bridgeport. New
Haven, Hartford, Worcester. South Framingham. Niantic and New-

Ion; thence to Nashua, N. H., via Lowell, and return; from Boston
to Kockport, via Stoneham, Wakefield and Gloucester, and return,
via Beverly; from Boston to I'roviilence, K. I.; thence to Taunton;
I hence to Boston via Fall River, New Bedford and Brockton; from
Boston to Worcester, via Ncedliam; ihcncc to New York over the
same route as from New York to Worcester.

NO STRIKE AT ST. LOUIS.

As we went to press last month there was a strike threatened by
the emi)loyes of the St. Louis Transit Co., the men asking for
recognition of their union, a 10-hour day and uniform rate of wages.
On March nth the company and a committee of the men reached
an agreement embodied in the following language:

"We will fairly inquire into every case, and any man discharged
solely on the ground that he belonged to the union will be re-
employed.

"Ten-hour work day, completed within 12 consecutive hours
when possible, and a uniform rate of 20 cents an hour. Uniform
rate may be established at once of the men wish.

"Men ordered to report for duty at a specified hour shall be paid
from that hour until relieved. If not put on duty to receive half pay
until relieved.

"Firemen, greasers, motor inspectors, car-washers and shedmen
to ()e paid for overtime. We will meet any individual employe or any
committee of employes in relation to any grievance."

Professional agitators worked up the strike situation, but the
prompt, determined and eminently fair proposition laid down by
General Manager Coleman left nothing to strike for.
4 « »

REPORT OF THE CHARLESTON COMPANY.

The Charleston (S. C.) Consolidation Railway, Gas & Electric
Co. was organized Feb. 21, 1899 (St. Ry. Rev., Apr., 1899. P- 268)
under a special act of the Legislature granting a perpetual charter
and gas and electric light powers, and controls the whole trans-
portation and lighting field of Charleston. The only securities of
the company are the following: Stock, $1,500,000. Charleston
City Ry., first mortgage S per cent gold bonds, $816,000. Con-
solidated mortgage 5 per cent gold bonds, $1,664,000. The au-
thorized issue of the Consolidated bonds is $2,500,000. of which
$850,000 is held in the treasury to retire the Charleston City bonds
when due in 1923.

President Carey advises us that the earnings for the year ending
Mar. 28, 1900, were $439,920.85, and the operating expenses $280.-
742.76, leaving $159,178.09 net earnings.

The company owns 40 miles of electric road, of which .30 miles
are in Charleston and 10 miles from Mount Pleasant (connecting by
ferry with Charleston) to Sullivan's Island and Isle of Palms, a
pleasure resort on the Atlantic coast, including land at Isle of
Palms, ferry, etc. The company is consolidating all of its three
power stations in one and in March. 1900. its addition to its City
Ry. power station for that purpose was rapidly approaching com-
pletion. On completion both railway systems and light and power
division will be operated from same station; the Seashore division
having been connected by submarine cable.

The officers are: President, Francis K. Carey; vice-president,
Philip H. Gadsden; general manager, Nicholas S. Hill, jr.: auditor,
P. J. Balaguer; cashier. Montague Trieste. The directors are:
Francis K. Carey. Robert C. Davidson. J. Bannister Hall, of Bal-
timore, and Philip H. Gadsden. Samuel H. Wilson, J. S. Buist,
George B. Edwards. George W'. Williams, jr.. George .\. Wagener
and William M. Bird, of Charleston. Offices. No. 141 Meeting St.,
Charleston.

LONG ELECTRIC LINE IN AUSTRIA.

Mr. Josef ^lechtl-Steinamanger in a recent article in the Electro-
technischer Anzeiger describes the electrical equipment of a pro-
posed double-track tramway between Vienna and Pressburg, Aus-
tria. A stretch of 55 miles is to be worked from one power station;
the whole system comprises over 60 miles. The power station will
be at Hainburg on the Danube, where a fall of 19 ft. will be utilized.
The generators of 250 kw, each will furnish alternating and con-
tinuous currents simultaneously from one winding.

210

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

G. W. KNOX.

Mr. George W. Knox, who recently resigned his position as elec-
trical engineer of the Chicago City Railway Co., has associated
himself with the firm of Kohler Brothers, engineers and contract-
ors, as engineer and manager of the railway department. This

firm is prepared to engage in
general railway engineering and
construction work, commencing
with the bare ground, building
the road, equipping it completely
and turning it over ready for
operation. Mr. Knox is particu-
^V ^^^W '"""'y ^'''^" ''ft'^d for undertaking

^H> ^ W the direction of this department,

^ atiik having been engaged in similar

work for the past 15 years. In
1885 he was employed in the me-
chanical department of the Chi-
cago, Burlington & Northern;
two years later he went with the
Pullman company, being in the
street car department of the
works; the following year he was
with the Thomson-Houston company and in 1889 entered the service
of the Sprague Electric Railway & Motor Co., with headquarters in
Chicago, having charge of the electrical equipment of cars built at
the Pullman shops.

In 1890 Mr. Knox was in charge of work for the Sprague company
in equipping the West Side or Becker line in Milwaukee; the next
year the company sent him to Minneapolis and St. Paul where he
was assistant to the chief engineer in charge of the car and station
equipment for over 200 miles of road. When this installation was
completed Mr. Knox continued with the Edison General Electric
Co., successor to the Sprague company, and was engaged at Mil-
waukee, Cincinnati, Columbus, Newark and elsewhere. In 1892 he
went to Kansas City to superintend the conversion of the elevated
road for electric traction and while there was offered a position
with the Chicago City Ry.

Mr. Knox remained with the Chicago City Ry. for yyi years, and
three years ago was placed in charge of the track construction and
general construction work of the entire system, with the title of en-
gineer of construction, by the late Mr. M. K. Bowcn, who was then
general manager of the company. This long experience makes Mr.
Knox well qualified for the work he has undertaken and we predict
his success.

# » »

MUNICIPAL WIRING IN BOSTON.

The advocates of municipal ownership will find little comfort in
the report of Mr. William Brophy, chief electrician of the Boston
wire department, recently made to the mayor. This department
was inaugurated several years ago by Mayor Quincy, together with
other city undertakings with the avowed object of protecting the
municipal treasury from the raids of private contractors. Details of
the cost of work done by the wiring department of the electrical-
construction division of public buildings show that the work as a
rule cost about 2'/2 times the estimated cost, and on a number of
instances where bids from private contractors had been rejected, the
cost of the work to the city was about 60 per cent more than the
amount of the rejected bids.

This difference is largely due to the class of labor. Mr. Brophy
says: "A glance at the pay-rolls shows that nearly 60 per cent of the
men whose names they contain were appointed at the request of
certain prominent gentlemen, who, to say the least, are not the best
judges of the necessary qualifications of the employes of this de-
partment. Electrical contractors employ only a sufficient number
of men to meet the requirements of their business. Not so with
the head of this department, for when, in his judgment, the force
should be reduced, owing to lack of business, he meets with a most
decided opposition from the friends of the men whose services
sound business principles prompt him to dispense with. In nine
cases out of ten the men selected for disniis.sal. because their services
are not required, owe their appointment to some active politician,
high in the councils of his party, who sees to it that his friends are

reinstated, regardless of the city's interest or the condition of its
treasury. As a result of this unwarrantable interference men arc
kept on the pay-roll whose services are not needed, and others who
never should have been employed. Discipline, which is so neces-
sary for the success of any establishment, cannot be maintained in
this department so long as a large percentage of its employes can
retain their position, not through any effort of their own, but owing
to party exigencies."

He recommends that the electrical construction division be dis-
continued.

A NEW STYLE OF ELECTRICALLY-DRIVEN
VENTILATING WHEEL.

In the accompanying illustration is shown a form of ventilating
wheel with special eight-pole attached motor, recently designed
and constructed by the B. F. Sturtevant Co., of Boston, Mass. The
fan is arranged with a large inlet for admission of air through one
side only, has curved blades, and a conoidal plate concentric with
the inlet, which serves to gradually deflect the air from an axial to
a radial movement. In the inlet is placed a continuous-oiling
journal box, which supports the fan shaft upon that side. Imme-
diately outside and at the back of the wheel is a flanged coupling
which joins the fan shaft to the motor shaft.

The motor is built within a wrought iron field ring. Attached to
each side of the ring are tripod supports which carry the ring oiler
bearings and absolutely center the armature within the field. The
field cores are of wrought iron, with a special type of cast iron pole
shoe, the peculiar size and shape of which makes possible extreme
variation in load without sparking or adjustment of the brushes.

STURTEVANT VENTILATING WHEEL.

The armature coils an- built up ni laminated slotted discs which are
solidly clamped between brass rings, having teeth to correspond
with the core teeth which support both edges of the core. The
commutator is built up of pure drop-forged copper segments and is
of large diameter. Self-adjusting and self-feeding brush holders
with carbon brushes are used.

This type of electric fan is employed without a casing, and
usually arranged to draw the air through an opening in a wall and
discharge it at a comparatively low velocity into the space within
which is located the fan and the motor.

By the blowing of a fuse a conductor on the Metropolitan Street
Ry., of New York, had the sight of both eyes destroyed. One
fuse had blown out and the man was under the car making repairs
when the second fuse flashed in his face.

Air, is, i'xk.I STREET RAILWAY REVIEW.

RECENT STREET RAILWAY DECISIONS.

211

i;i)iTr;r> iiv j. i,. kosenhergkr, attorney at law, Chicago.

rilOTOGRAl'llS A.S i;Vl DKNCI'"..

Slcwait V. St. I'aul City Railway Co. (Minn.), 80 N. \V. Kip. 855.
Nov. 17, 1899.

Photographs are frequently adniiltcd in evidence as cither sec-
ondary or demonstrative evidence, according to the method of
their use. As demonstrative evidence they arc competent when-
ever it is important that the locus in quo or place in which interest
centers, or any object, person, or thing, be described to the jury.
In such cases they serve to illustrate and apply the testimony,
and arc aids to the court or jury in comprehending the questions
in dispute, as affected by the evidence. But their value depends
upon their accuracy. They must be shown by extrinsic evidence
to be faithful representations of the place or subject as it existed
at the time involved in the controversy.

Here was an action for personal injuries caused by the alleged
negligence of the defendant in stopping its car for a passenger to
alight at an unsafe place. The principal issue being the distance
from the car steps to a hole in the street, the defendant, after the
hole had been filled, and about eight months after the accident
occurred, placed the car where it claimed it stood at the time of
the accident, and placed a crowbar in a vertical position where it
claimed the hole had been, and then caused a photograph of the
surroundings to be taken. Upon the trial the defendant offered the
photograph in evidence, accompanied by an offer to prove that
the car stood about where it stood when the accident occurred, and
that the crowbar correctly indicated the location of the hole.

In this case, the photograph was evidently offered as demon-
strative evidence. The mere fact that the hole had been filled up
would not of itself, the supreme court of Minnesota holds, be
sufficient ground for excluding the photograph, if otherwise com-
petent. But it points out that not only had the hole been filled up,
but the car had been removed, and the defendant attempted to
reproduce the former condition of things, while the value, if any,
of the photograph depended upon the fact that the condition
existing when it was taken was an exactly accurate reproduction
of the condition existing when the accident occurred, and an error
of a single foot in the location of the car or of the hole might
render the photograph very misleading to the jury. Moreover,
i^ says that in this case a photograph would have had no real value
as demonstrative evidence. Given the exact location of the hole
and of the car at the time of the accident, the distance and direc-
tion of the one from the other was a mere methematical problem,
to be solved by a measurement on the face of the earth. The
photograph could in no way aid in this matter. Its only efifect
would be to possibly mislead the jury, and give them an erroneous
impression of distance, resulting either from the manner in which
it was taken, or from error in the evidence tending to show that
the car and the crowbar constituted an e.xact reproduction of the
condition existing at the time of the accident — prone, as juries
would naturally be, to accept any photograph as absolutely cor-
rect, not only as to the physical objects which it represents, but
also as to the impressions which it conveys as to size and distance.

Under such circumstances, the supreme court does not consider
that there was any error in refusing to admit the photograph in
evidence.

LIABILITY FOR INSULTING AND INDECENT LAN-
GUAGE OF EMPLOYE.

Knoxville Traction Co. v. Lane (Tenn.). 53 S. W. Rep. 557. Oct.
28, 1899.
When Mrs. Lane entered the car of the company here sued, and
paid her fare, there was an implied contract on the part of the
company, the supreme court of Tennessee holds, that she should
receive proper, polite, and courteous treatment from its employes,
and that she should be protected against hearing obscenity, wit-
nessing immodest conduct, or submitting to wanton approach; and
a violation of this contract on the part of the company was action-
able, and entitled her to some damages. The contract to carry
passengers is not one of mere toleration and duty to transport the

passenger on its cars, but it also includes the obligation on the
part of the carrier to guaranty to its passengers respectful and
courteous treatment, and to protect them, not only from violence
and insults from strangers, but also against violence and insult
from the carrier's own servants.

It is well-scttlcd law, the court goes on to say, that, in all cases
where the master owes a contractual duty to third persons or to
the public, he cannot shirk or evade it by committing its perform
ance to another, but is bound absolutely to perform the duty, and
i.; liable for a failure to do so in any respect whereby injury re-
sults to others, whether such failure results from negligence, or
from the willful, wanton, or criminal conduct of the agent to whom
the duty is committed. Being bound to do the act or perform
the duty, if he does it by another the master is treated as having
done it himself; and the fact that his servant or agent acted con-
trary to his instructions, without his consent, or even fraudulently,
will not excuse him.

Either the company or the passenger must take the risk of in-
firmities of temper, maliciousness, and misconduct of the employes
whom the company has placed upon its cars, and to whom it has
committed the discharge of its duty to protect and look after the
safety of its passengers. A passenger has no control over them,
and the company alone has the power to select and remove them.
It is therefore but just to make the company, rather than the pas-
sengers, take the risk, and to hold it responsible.

This leads the court to the conclusion that the defendant company
was liable for an injury and insult willfully inflicted upon Mrs.
Lane by its employe (a motorman) while engaged in performing
the duty which the company owed to her, although the company
Vk'as guilty of no negligence in selecting its employes, and did not
authorize or ratify the servant's wrongful act. Any other rule, it
adds, might place the traveling public at the mercy of a reckless
and vicious employe.

The gravamen of the action being for the defendant's breach of its
contract of carriage, which included, as above stated, the duty to
protect the passenger from insult or injury either by its employes or
third persons, and this contract on the part of the defendant having
been directly violated by the inexcusable conduct of its servants, the
court holds that not only did the contract givt her a clear right of
action and entitle her to recover some damages, but that she might
maintain her action to recover all the damages she might show
herself to have sustained by reason of the wrongful act of the
defendant's agent, including injuries to her feelings and sensibili-
ties. Nor does it consider $500 an excessive award in this case.

Moreover, inasmuch as the act of the servant in this case was
the act of the master, and was oppressive and insulting in the
highest degree, showing an utter disregard of the rights of the
passenger under its protection, the court holds that the trial judge
very properly charged the jury that, in its discretion, it might find
vindictive or punitive damages against the defendant. Exemplary
damages, it says, are allowed when a wrongful act is done with a
bad motive and in disregard of social obligations, or where there
is negligence so gross as to amount to positive misconduct.

TEST OF NEGLIGENCE IN NOT HAVING SECOND MAN
ON CAR.

Palmer v. Winona Railway & Light Co. (Minn.), 80 N. W. Rep.
869. Nov. 22, 1899.

A passenger was injured in getting oK a street car on which one
man performed the services of both motorman and conductor.
He put the blame on tlje motorman suddenly starting the car while
he stood upon the step and was about to step oft. The motorman
testified that, although he told him to wait until he stopped the car,
the passenger stepped oflf before the car stopped, jvhile he turned to
set the brake.

The court charged the jury as follows: ''I charge you that the
evidence in this case is not sufficient to warrant you in finding
that the want of a conductor was the proximate cause of the injury
to the plaintifT; and you are therefore instructed to leave that al-
leged fact entirely out of consideration, except so far, if at all, as

212

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

you may think the want ot a conductor increased the degree of
care and watchfulness required from the motorman, and, of course,
from the company, through the motorman." The company re-
quested tlie court to charge as follows, and the court gave the
request, with the modification inclosed in brackets, following the
same: "The fact that defendant company was operating its cars
without a conductor on the occasion in question is in itself no
evidence of negligence. It had a right to so operate its cars. And
you will therefore disregard that fact in your deliberation (except so
far, if at all, as the absence of the conductor rendered necessary an
increase of care and attention on the part of the motorman)." Now,
the supreme court of Minnesota holds that the defendant was
entitled to have the request given without the modification, and
that the part of the charge included in the modification was erro-
neous, as was also the corresponding part of the charge first quoted;
and for this error it has granted a new trial.

The supreme court says that even if it were conceded that, had
there been a conductor on the car, he could, and, in the exercise
of due care in the performance of his duty, should, have intervened
between the motorman and the plaintiff, and prevented this acci-
dent, still there was no evidence in the case which warranted the
jury in finding that the defendant was negligent in failing to have
a conductor on the car. In the absence of any valid law or ordi-
nance regulating the matter, the mere fact that in a particular
instance an injury might have been averted if the street railway
company had employed two men to operate and manage its car,
instead of one, is not the test whether or not the company is negli-
gent in failing to employ the second man. A number of other
circumstances must be taken into consideration. Taking into
consideration the expense of employing the second man on the
car, are the amount of traffic on the streets, the amount of traffic
on the cars, and the danger to be encountered in operating the cars
over the particular route, so great that the company is negligent
in failing to employ the second man? A street railway company
may be guilty of negligence in failing to employ the second man
in a large city, where the streets are crowded with pedestrians and
vehicles, or the cars are crowded with passengers, or both, while
it would not be guilty of negligence in failing to employ the second
man in a small city, where there is less travel on the streets or in
the cars, or both. Again, the rate of speed at which the street
cars run, the absence or presence of grade railroad crossings which
are dangerous, and other circumstances, should often be consid-
ered. Of course, the negligence of the company in failing to employ
the second man must also be the proximate cause of the injury.

The burden, the court holds, was on the plaintiff to show that the
defendant was negligent in failing to employ a conductor or second
man on its cars, or on this particular car. There was, as stated,
no evidence showing such negligence in this case, and the court
holds that if the company was not negligent in failing to employ
a conductor, it was not liable at all, if the motorman used proper
care. True, proper care is care commensurate with the occasion,
but, the court holds, the test is not the amount of watchfulness and
care which two men might in this particular instance have used,
when it was not the duty of the company to employ two men. The
parts of the charges condemned were misleading in that they left the
jury to infer that it was the duty of the one man to exercise as
much watchfulness and care as the two would, under the circum-
stances, have exercised.

CARE REQUIRED IN OPERATING CAR DRAWN BY
MULES.

Brown v. Louisville Railway Co. (Ky.), 53 S. W. Rep. 1041. Nov.
23, 1899.
Where a street car is drawn by mules, the court of appeals of
Kentucky applies the same rule which it long ago laid down in the
case of a street car propelled by horse power, namely, that the
carrier of passengers for hire operating it must use the utmost care
and skill which prudent men are accustomed to use under like
circumstances.

USUAL NOISE OF POWER PLANTS NOT ACTIONABLE.

Hughes v. General Electric Light & Power Co. (Ky.), 54 S. W.
Rep. 723. Jan. 6, 1900.
Where a noise produced in the operation of an electric plant used

to furnish power for a street railway and electric lighting is only the
usual and ordinary sound incident to a careful operation of such
plants, the court of appeals of Kentucky holds that no action for
damages can be maintained therefor by an adjacent landowner.

SOME THINGS REQUIRED OF PERSONS DRIVING
ACROSS TRACKS.

Ponsano v. St. Charles Street Railroad Co. (La.), 26 So. Rep. 820.
Dec. 4, 1899.
The supreme court of Louisiana says in this case, wherein it
affirms a judgment for the defendant company, that those who
drive across railroad tracks, unlike those who, as passengers, sub-
mit themselves to the control of the carrier, and who are not called
upon to do more than remain strictly in their places, must exercise
some vigilance, and they must not assume unnecessary danger.
They must guard against the danger of thoughtlessness and pre-
occupation, and avoid reckless driving to cross in advance of a
coming car.

CARE REQUIRED IN GOING TO MEET ANOTHER CAR.

Hudson V. People's Street Railway Co. (Mass.), 55 N. E. Rep. 464.
Dec. 6, 1899.
When going to meet another car beyond the regular place of
meeting, even under orders, when he has every reason to believe
that such meeting will not be expected by the conductor or motor-
man on the other car, the supreme judicial court of Massachusetts
holds that it is a motorman's duty, after passing the regular turn-
out, to run his car very carefully, and, except in places where the
road is visible for a long distance before, very slowly, using special
care if going down hill on slippery rails.

EJECTED TOO SOON BY SECOND CONDUCTOR.

Vining v. Detroit, Ypsilanti & Ann Arbor Railway (Mich.), 80
N. W. Rep. 1080. Dec. 12, 1899.
Two street railway companies, one operating what might be
termed a rural and the other a city road, having an arrangement
whereby the former used the tracks of the latter, coupon tickets
being employed, and each company having its own conductor on
its own portion of the line,the supreme court of Michigan holds that,
where the city conductor took the wrong coupon, and the rural
conductor got on the car and demanded that coupon before the
car reached the point to which the city coupon entitled the passen-
ger to ride, the rural road company was liable to him in damages
for an ejection before the limit of hie right to ride had expired, he
having in his possession the city coupon and delivered it to the
rural conductor, although, presumably, for the rural ride, which he
was refused on it.

CAN BE PROHIBITED BY LAW FROM BURNING SOFT
COAL AT POWER HOUSE.

City of Brooklyn v. Nassau Electric Railroad Co. (N. Y.), 61 N. Y.
Supp. 33. Nov. 21, 1899.
Chapter 322, Laws of New York of 1895, entitled "An act to pre-
vent the burning of soft coal in factories in the city of Brooklyn,"
which provides under penalty of a fine for a violation thereof, that
"no factory, engine-room or electrical station shall use what is
known as soft coal for fuel in the furnaces of such factories, engine-
room or electrical stations within a radius of four miles of the city
hall in the city of Brooklyn, except for the purpose of heating or
welding iron or steel," the appellate division, second department,
supreme court of New York holds within the police power of the
legislature to enact and therefore constitutional.

OPERATION OF ROAD ACCEPTANCE OF SPEED LIMIT
IN FRANCHISE ORDINANCE.

Chouquette v. Southern Electric Railroad Co. (Mo.), 53 S. W. Rep.
897. Nov. 14, 1899.
It would be illogical, the supreme court of Missouri, division
No. I, thinks, to hold that a street railway company which had ob-
tained its franchise and right to use the streets of a city under an
ordinance limiting the speed of its cars should require any further

Ai'R. IS, 1900/

STREET RAILWAY REVIEW.

213

assent UktcIu tliaii is implied ami sliowii liy llie oinTalioii of its
road upon tlie streets of the city in pursuance of the ordinance
granting the franchise. Indeed, it expressly holds that, where, by
the provisions of an ordinance under which a company ac<iuircd its
franchise, its cars could be run only at a prescribed rate of speed,
the operation of the road under such ordinance was a sulllcicnt
acceptance thereof, and bound the company to an observance of its
provisions with respect to the rate of speed.

Di;i,.\V OF 10 Vi;AK.S TO UUII.D KOAD ACCOUNTED
GROSS LACHIiS.

SUUUICN STOl'i'JNG OF SLOWLY MOVING CAR NOT
GROUND OF LIAIilLlTV.

Hoffman v. Third Avenue Railroad Co. (N. Y,;, 61 N, Y. Supp.
590. Dec. 15, 1899.
The rule applied to steam railroads, that where trains running at
a great rate of speed leave the track, and passengers are injured,
presents a question which calls for an explanation from the com-
pany, the appellate division, first department, supreme court of
New York declares, has never been applied to street cars in a city,
proceeding at a slow pace. More particularly, does it hold entirely
different from the cases in which the nature of the accident is of
itself evidence of negligence the case presented where a car, going
at a rate that a man can walk, suddenly comes to a stop upon a
crowded street, when it aftirmatively appears that the gripman who
controlled the car had nothing to do with stopping it. And, not
being prepared to say that in every case where a passenger in a
street railway car, without apparent cause, is injured, there is a
presumption of negligence, it holds it improper to submit to a jury
a case such as that just mentioned.

WAY ATTORNEY'S LIEN AFFECTS SETTLEMENT.

Schriever V. Brooklyn Heights Railroad Co. (N. Y.), 61 N. Y.
Supp. 644 Dec, 1899.
Section 66 of the New York Code of Civil Procedure gives the
plaintiff's attorney a lien on the cause of action tor his compensa-
tion, and says that "lien cannot be affected by any settlement
between the parties before or after judgment." Nor, it is settled,
need any formal notice of such lien be given to the opposite party,
the statute itself being notice. However, an attorney's lien, Mr.
Justice Gaynor holds, at a special term of the supreme court.
King's county, is subject to the right of the parties to settle the
action. The policy of the law that litigation have an end, he thinks,
would seem to forbid a contrary suggestion. But, he holds, if the
money be paid over to the client, without the consent of his attor-
ney, and such client is irresponsible, and does not pay the attorney,
and the money cannot be reached by the court, the party paying it
does not escape the attorney's lien. He must nevertheless pay the
attorney the amount of his lien. The sum paid in settlement
serves as a basis for fi.xing the amount of his lien, the same as a
judgment would.

COLLLSION WITH AMBULANCE.

Buys v. Third Avenue Railroad Co. (N. Y'."), 61 N. Y. Supp. 113.
Nov. 28, 1899.
A judgment in favor of a hospital surgeon for damages for per-
sonal injuries which he sustained in a collision wherein one of the
rear wheels of an ambulance going to answer a call was struck by
a cable car is here affirmed by the appellate division, second de-
partment, supreme court of New York. It says that it has been held
that a violation of a municipal ordinance is some evidence of
negligence, and holds that it was proper on this trial to place
before the jury the ordinance of the city of New York giving to
ambulances the right of way, as that was one of the restrictions
under which the defendant company operated its cars. At street
intersections the rights of all vehicles, in the absence of municipal
or statutory regulations, it states, are equal, but considerations of
humanity step in, and determine that ambulances shall have the
right of way, and the defendant owed the duty to the public of
operating its ears with reference to that ordinance. The duty to
give the right of way is not absolute; it must "yield the right of
way where possible," continues the court, apparently quoting from
the ordinance referred to; and, it holds, it was proper that the
jury should have this ordinance in view when determining the
question of the defendant's negligence.

l-last St. Louis Connecting Railway Co. v. City of East St. Louis
(111.;, ss N. E. Rep. 533. Oct. lO, 1899. Rehearing denied
Dec. 13, 1899.
In this case the supreme court of Illinois adopts the opinion of
the appellate court, holding, in effect, that,, notwithstanding that
there may have been in an ordinance granting a right of way no
limit of time in which the road must be constructed, and notwith-
standing that a repealing ordinance passed a few days after the
granting ordinance may have been ineffective on account of a prior
formal acceptance of the latter by the payment of the small con-
sideration charged therefor, nevertheless, a delay of more than ten
years to build the road was such gross laches, when the conditions
of the city had greatly changed in the meantime, it having doubled
its population and built a $50,000 school house on one of the streets,
that a court of equity would not decree a specific performance of
the contract, or, in other words, would not restrain the city from
preventing the construction of the road.

GIVING UP SEAT TO WOMAN AND RIDING OK RUN-
NING BOARD.

Brainard v. Nassau Electric Railroad Co. (N. Y.), 61 N. Y. Supp.
74. Nov. 28, 1899.
Custom, even at Coney Island, the appellate division, second de-
partment, supreme court of New York insists, has not deadened all
sense of courtesy; and, if it had, it goes on to say, it should con-
tinue to think that the law of negligence has still a sulTicient respect
for the amenities of life as not per se to charge as negligence the
surrender of a seat by a man to woman. So it holds here that the
fact that a man had an opportunity to occupy a seat he had by his
wife, and voluntarily surrendered such right to another passenger,
did not charge him with contributory negligence, as matter of law.
Such question, it explains, is usually one of fact, and is dependent
upon the circumstances. In this case the surrender, it says, was
made to a woman, who may be presumed to have been weaker than
the man who gave up his seat. The car being crowded with pas-
sengers, the court holds that riding upon the running board was
not in itself or per se negligence. On the other hand, it holds that
the evidence being such as to warrant the conclusion that the man
was thrown from the car by reason of a sudden violent jerk incon-
sistent with its prudent and careful management, this condition was
sufficient to warrant a finding of negligence in the operation of the
car. It moreover holds it fair to assume that the man, as he stood
upon the running board of the car, was using such means as were
furnished for security to a person standing thereon.

ATTEMPTING TO RESCUE CHILD FROM IN FRONT OF
CAR NOT CONTRIBUTORY NEGLIGENCE.

Hirschman v. Dry Dock, East Broadway & Battery Railroad Co.
(N. Y.), 61 N. Y. Supp. 304. Dec. 8, 1899.
As a mother and her little child, between 2 and 3 years of age,
were sitting on a stoop in front of the house one afternoon, a horse
car approached at a rapid rate, and the child ran away horn its
mother, and upon the track in front of the car. The mother ran
after it, and, apparently being unable to reach the child, seized the
horses by their heads and attempted to stop them. In this attempt
she was unsuccessful, was thrown down, and was seriously hurt.
For the personal injuries which she thus sustained she brought this
action to recover damages. In disposing of the case, the appellate di- _
vision, first department, supreme court of New Y'ork says that it is
but fair to state that, from the testimony, the child was in imminent
danger of death when the mother went to its rescue. It also de-
clares that the rule is well established in that state that it is not con-
tributory negligence for a person to put himself in a place of peril
for the purpose of rescuing another who is in serious danger of
injury because of the negligence of the defendant. And it holds
that, so far as the question of contributory negligence was con-
cerned, the plaintiff, brought herself within the foregoing rule. But
failing to find any evidence that the plaintiff was guilty of negli-
gence by reason of which the child was in peril, the only inference
to be drawn from the evidence being that it ran upon the track so
unexpectedly, and so close to the rapidly approaching car that the
driver had no opportunity to take any steps to stop the car or to

STREET RAILWAY REVIEW.

[Vol. X. No. 4.

save the little one from injury, it liolds that it was proper to dis-
miss the complaint.

INFERENCES AS TO ACCEPTANCES OF ORDINANCES
FROM GIVING OF BONDS.

Murphy v. Lindell Railway Co. (Mo.), 54 S. W. Rop. 442. Nov.
14, 1899.
That an agreement to observe a city ordinance may be inferred
from a covenant in a bond to indemnify the city against any dam-
ages that may occur to the city by reason of the failure of the
obligor to comply with the terms and conditions of the ordinance
is, the supreme court of Missouri, division No. i, thinks, quite rea-
sonable. But acceptance of an ordinance providing that the motor-
man, conductor or other person in charge of a car shall keep a
vigilant watch for all vehicles and persons in front, either on the
track or moving towards it, and on the first appearance of danger
to stop the car in the shortest time and space possible, the court
holds, is not to be inferred from the giving of such a bond, because
the city could not be held in damages for any failure of the com-
pany giving the bond or any one else to obey the provisions of such
an ordinance. At the same time, the court says that the admission
of a company that it was operating a street railway under a lease
from another company would put it in the shoes of such other
company, and it would be bound by the agreement of the latter to
observe the provisions of the ordinance, if proven.

ARREST AND DECLARATION OF DRIVER ON RETURN
TRIP NOT EVIDENCE AGAINST COMPANY.

Seipp V. Dry Dock, East Broadway & Battery Railroad Co. (N. Y.).
61 N. Y. Supp. 409. Dec. 8, 1899.
In an action brought to recover damages for the death of a person
alleged to have been caused by injuries received in a collision be-
tween a street car and an ice wagon, the appellate division, first
department, supreme court of New York holds that it was clearly
error to permit th" plaintiff to prove, under the defendant's objection
and exception, that, on his next return trip after the accident, the
driver of the car was arrested by a police ofiticer, and that, upon the
arrest, he told this police officer that he was the man he wanted.
The fact of the arrest, the court holds, was irrelevant and its admis-
sion, it says, was likely to influence the jury adversely to the com-
pany's contention that the car never struck the wagon, but that
the accident was caused by the latter's jolting against another com-
pany's tracks at a crossing, and it deems it especially likely to infiu-
ence the jury adversely with regard to the driver's credibility,
whose testimony on the trial supported the company's contention.
Then, the declaration of the driver, made on a subsequent trip, — a
declaration from which the jury might fairly have inferred that he
deemed himself at fault, and was looking for the policeman to make
a voluntary surrender, — it holds was equally inadmissible, the au-
thorities being all one way on this point.

FAVORS MAKING TIME CONDITION SHORTER THAN

STATUTORY LIMIT AND REQUIRES PROOF

OF CONSENTS.

Dusenberry v. New Y'ork, Westchester & Connecticut Traction Co.
(N. Y.), 61 N. Y. Supp. 420. Dec. 5. 1899.
The appellate division, second department, supreme court of New
Y'ork does not consider that by sections 93 and 99 of the railroad
law the legislature of that state has imposed an absolute rule of lim-
itation as to the time within which a street railroad shall be con-
structed after it has obtained the consent of the proper authorities,
but holds that the persons or body authorized to give the consent
may impose a condition that it shall be constructed within a
shorter time. In other words, as it views the statute, and the pur-
pose which it sought to accomplish in imposing a three years'
limit, it thinks that its proper construction is to confer upon the
I)crsons or body authorized to give the consent the authority to
impose a condition requiring it to construct its railroad within a
less period than the limit prescribed by the statute; and as the rail-
road is in no sense misled, and is the moving power in securing the
consent, it holds that it does not lie in its mouth to say that the
condition which it voluntarily assumed is void and unenforceable.
To claim that such a condition is against the interest of the com-

munity, and therefore void, as against public policy, the court
declares, is to ignore the facts, and vest in the railroad company
power to defeat the very object which the interest of the community
requires for its good. Wherefore it holds the imposition of such a
condition clearly upheld by public policy. At the same time, it
holds that a forfeiture for failure to comply with such a condition
should be declared through legal proceedings, although the lan-
guage in the consent might be broad enough to work a forfeiture
without any legal proceeding, as it might very well be that condi-
tions had existed which furnished a legal excuse for noncompliance.
For example, it says that it was comptent for the commissioner
giving the consent to waive exact compliance with its terms. But
no excuse being shown by the papers in opposition to a motion
therefor, the court holds that- a temporary injunction should be
continued pending the action to have a forfeiture declared. It also
holds that the defendant, having no right to construct the road
until it obtained the requisite consents of owners, when challenged
as to its right in this respect, it imposes no harsh rule to compel it
tn produce and clearly establish such authority.

RIGHT OF PASSENGERS ALIGHTING IN SUBURBS AND
AT NIGHT TO PROTECTION FROM OTHER CARS.

Wise v. Brooklyn Heights Railroad Co. (N. Y.), 61 N. Y. Supp.
530. Dec. 12, 1899.

This was an action brought to recover for personal injuries sus-
tained by a passenger who alighted from a very slowly moving car,
at about 10 o'clock at night, at a trolley station in a long block,
in a thinly populated suburban section of the city, and was struck
by the fender of a car running at a high rate of speed on the ad-
joining track, and which car was distant, according to the testimony
of the motorman on his car, from eight to twelve hundred feet
when he alighted. At the close of the plaintiffs evidence his com-
plaint was dismissed on the ground that he had been guilty of con-
tributory negligence in failing to observe the approach of the car.
But the appellate division, second department, supreme court of
New York reverses that judgment.

The court thinks it easy of deduction that a person, in the light
of day, with nothing to obstruct his vision, ought to discover the
approach of a car, if he used his eyesight; and yet, at the same
place, by reason of darkness and the existing obscurities, he might
not, in the exercise of prudence, determine that the car was too
close to be dangerous to attempt the crossing of the track. Under
these latter circumstances, it holds, the question of contributory
negligence is for the jury, and not to be determined by the court.

Even more certain is the court that while it is true that in the
thickly settled parts of a city the practical operation of cars does
not admit of the actual stoppage of an approaching car at a street
crossing where a car running in the opposite direction is at a stand-
still for the purpose of permitting passengers to alight, as such
stoppage might continually embarrass the traffic of the street, yet
such rule does not apply to suburban localities, where the burden
of use of the street is practically limited to the passage of cars
thereon, and few vehicles. Under such conditions, it thinks it does
not establish any harsh rule, or mitigate in any sense the doctrine
of ordinary care, for the passenger to assume that, during the time
necessary for him to alight and reach a place of safety upon either
side of the street, the company will not make the surrounding con-
ditions dangerous to him. There is scarcely justification under
such circumstances, the court holds, for the company to run its cars
at a high rate of speed past the standing car, which it knows is in
that position for the purpose of permitting passengers to alight;
and, as the whole situation is the creation of the company, it holds
it ought not to be excused for inflicting injury upon a passenger
whom it has carried to that point, unless such passenger be the
willful or heedless instrument of his own injury.

When a car has come to a standstill, or is moving so slowly as to
permit persons to alight, and passengers do alight at such place,
the company, the court insists, is chargeable with notice that tlie
passenger thus alighting is as likely to pass to one side of the street
as to the other; and under such circumstances the company ought
to be, and is justly, held to a rigid degree of care in making the
place safe for the passenger to reach either side of the street.

Hence, it holds that this case was one to be submitted to the
scrutiny of the jury. One justice concurs in the opinion. Two
concur in result. One dissents.

Arii. 15, 1900/

STREET RAILWAY REVIEW.

215

THEFTS OF WIRE.

Niiimiiiii> tlirlts of Irollcy and feed wire were ciMiiinitlecl l;i^l
iiioiitli. The Internalioiial Traclion Co., of Buffalo, seciireil tlu-
conviction of two men wlio look S75 lb. of wire from the fiulTalo &
Niagara I'alls line. In Chicago the Union 'I'raction company had
500 ft. of trolley wire cut down from the O^'len .\ve line, and the
police captured a horse and wan"n conlaining over a ton of feeder
wire taUen from the South Chicago Cily road. The ChestinU llill
line at Norristown, I'a., lor llie lliinl lime williin si.\ mcmlli-. hail
feeders and bonds slnleii.

March 2,vl over 500 fl. of trolley wire was taken from the lino
of the Wilmington & Chester (Pa.) company.

March 21st the Cleveland & Chagrin Falls Electric Ry. had 1.500
ft. of Ixmd wire stolen from the tracks in Orange township.
♦-•-•

BILLS FOR BUFFALO.

Two bills have been introduced in the New York Legislature
which it is said will particularly affect the street railway com-
panies operating in Buffalo and vicinity. One of these has passed
the Senate and provides that the corporate existence of street railway
and certain other companies, the stocks of which are owned by
other stock corporations, may be extended at any time to coincide
with the term of the corporate existence of the possessor corpora-
tion, by filing in the ollicc or oOices in which the original certifi-
cates of incorporation of the subsidiary companies were filed, a cer-
tificate of such extension properly executed.

The second bill is an amendment to the general railroad law anil
provides thai: ".Any street surface railroad corporation, whose
route as stated in its certificate of incorporation or in any proposed
extension or branch thereof is wholly within towns, villages or
cities of less than 50,000 inhabitants, may abandon any portion of
its route not built upon and which it may deem unnecessary for the
successful operation of its road and the convenience of the public
by filing a declaration of such abaiulonment, approved by the Board
of Railroad Commissioners in the office of the Secretary of State."

SOME SPECIAL OPERATING PROBLEMS IN
BROOKLYN.

Mr. R. L. Russell, assistant engineer of the Brooklyn Heights,
in a paper read before the New York Railroad Club in February
last gave some interesting data concerning the power station cqui])-
ment of the Brooklyn Heights road and the methods adopted to
keep up the voltage on the excursion lines running down to the
beach resorts.

The first permanent power station of the company is located at
52d St. on the river front four miles from the city hall, and has 16
Babcock & Wilcox boilers, 250 h. p. each; 12 G. E. 500-kw. gen-
erators belted in pairs to .Mlis horizontal compound engines, and
two 350-kw. G. E. boosters, one direct connected and one belt con-
nected to a Westinghouse vertical compound engine. When put in
operation, Jan. 14. 189,^, this was considered a model station.

The second large station was completed Dec. 2, 1893. and is on
the river front at Division Ave., and is known as the Eastern Power
station. Its equipment comprises 34 Babcock & Wilcox boilers,
four 1, 500-kw. G. E. generators and two i,6oo-kw. W'alker gener-
ators each direct connected to a Reynolds-Corliss cross-compound
condensing engine. The Walker machines were installed in 1896.

In July, 1893, a station at Wyckoff .\\e. and Madison St. was
opened. This station now- has four 250-h. p. Babcock & Wilcox
boilers and six 300-kw. G. E. generators belted to three Mcintosh &
Seymour tandem compound high speed engines.

On acquiring control of the Nassau road two more stations were
added to the system. The first of these is at Third .\ve. and First
St.. built by the .Atlantic .Avenue R. R. in 1892; the engine room
was enlarged in 1898 and it has now seven 500-kw. generators belted
to C. & G. Cooper tandem compound engines, two direct connected
8oo-kw'. generators, and two boosters: one of these is a belted West-
inghouse machine. 200 volts and 1.150 amperes, and the other a
belted G. E. multipolar. 165 volts and 1.212 amperes.

The second Nassau station, built in 1895. is at 39th St. and lias
10 B & W boilers of 250 h. p. each. Westinghouse generators, 2 of
1,120 kw. and 2 of 660 kw., direct-connected to Cooper engines, and

one direclcoiinecled Wcslinghonsc booster, 200 volls and 2,800
.tinperes.

The average current output of the power stations of the Brooklyn
lleights system has risen from less than X)0 amperes in January,
1892. to 8,000 amperes in January, 1895, 10 15,000 in l8y8 and the
first week in January of this year was 27,000. The maximum oiilput
early in January, 1900, was nearly 50,000 amperes. Roughly speak-
ing, diagrams giving the current output of the stations, show the
average to be about one-half the maximum: llie winter loads, both
I he average an<l the niaximuni. are heavier than the summer loadii,
by about 25 per cent.

The development of excursion lines to the beach resorts intro-
duced some interesting problems in current distribution. On the
Bergen Beach line, built in 1895, the extreme ends of the feeders arc
8.8 miles from the nearest power station. Only sufficient copper
was put up to provide for a service. 30 cars rcr|uiring not more than
600 amperes, a pressure on the line as low as 400 volts being con-
sidered permissible.

This line was opened on Decoration Day. 1896. and the facilities
provided could not even begin to meet the heavy trafTic. To pro-
vide for the extra load the following arrangement was made: One
of the generators in the 52d St. station was provided with sufficient
resistances in the shunt field to bring the voltage down to 125 volts,
and it could be raised, if desired, to 600 volts. When the load in-
creased beyond the 600 amperes (or 400 h. p.), for which the line
was designed, this generator was connected in series with the feed-
ers and the station bus, thus raising the electrical pressure at the
station to a sufficient amount to take up the increased line loss.
riiere were three wires on the line: two were fed through the tem-
porary booster, while the third remained connected with the main
station feeder bus. This was so that the reading on its ammeter
would show whether the pressure on the line exceeded that at the
power house, and therefore determine if the line pressure was dan-
gerous to motors and lamp circuits. .After a little experimenting.
it was found that this rough method gave very satisfactory results
and it was possible to keep the electrical pressure at any desired
amount, regardless of the number of cars running on the line; in
fact, a large number of cars was a safeguard against getting the
voltage too high. The points to be emphasized are these: The wires
were made to carry three times the designed amount of electrical
current by taking up the losses, thereby increasing the pressure,
and this rise in pressure was obtained without special machinery,
and carried much higher than ever before attempted in electrical
railroad practice.

When the Sea Beach R. R.. a double track line 6.13 miles long to
Coney Island, was acipiired by the Brooklyn Heights it was at once
connected with electric system giving a through service by trolley
cars from New York to Coney Island. This road has always been
a popular line for excursionists but the traffic has increased since
the electrical equipment has been put on; with steam the maximum
daily traffic was 55,000 passengers, last summer it rose as high as
105,000 per day.

In distributing the load on this line a radical departure was made
from established methods of figuring the necessary copper for
feeders. The carrying capacity was the only thing considered in the
arrangement. It was estimated that 1.900 amperes (or 1.275 li- P-)
would be very near the average maximum on the line, and, as a
matter of fact, readings showed that on the day of heaviest travel
the greatest load during the maximum hour was 2.060 amperes or
1.380 h. p.. about 8 per cent increase over the original estimate. The
feeder problem was the first to be met and solved. To keep the uni-
form voltage, so that a high speed schedule could be maintained.
two boosters designed especially for the work were direct connected
to comparatively inexpensive engines. These boosters were so de-
signed that any desired increase of pressure from 25 to 400 volts
above that of the power station could be secured. They were so
wound that they would be in a measure self-regulating, but con-
tained also shunt field coils, which could be easily adjusted to take
up the fi.xed current of the system, and divide proportionately the
load between the two machines and the feeders, which were direct-
connected on the station bus. The beginning of the line was a little
over three-quarters of a mile from the station, and so a certain
portion of the road could be easily operated without raising the
voltage. Each of the two boosters were "cut in ' at two points and
these four wires and the direct-feed wire were connected by an
equalizing wire. That is, the feed for this section of 12 miles of trol-

216

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

ley wire was supplied from the station bus at 575 volts, and from
two independent boosters of different voltage. This line, running
in multiple, operates with entire satisfaction, the average voltage
of the line during its heaviest hours running from 486 to 510 volts.

More recently another ditVicnlt problem has arisen in connection
with the running of the heavy electric elevated trains over former
steam roads, such as on the Brighton Beach line. These trains will
take from 700 to 800 amperes when starting and an average load of
400 atnpercs for four-car trains, when making an average schedule
of 28 miles an hour. This low schedule speed is accounted for by

SINGLE RAIL SUSPENSION RAILWAY AT
BARMEN.

In our issue of last month, page 155, we gave some notes on the
novel single rail suspension railway now building to connect Bar-
men, Germany, with Klberfeld and Vohwinkel, and showed line
drawings giving an idea of the construction. Mr. Charles Bonch-
sein. United States consul at Barmen, in answer to our request re-
cently made a report to the State Department giving additional
data concerning this undertaking and by courtesy of Mr. Scanlon,

KIG. I-VIEW OF THE STRUCTURE OVER THE RIVER, FROM BENEATH.

the fact that connections to the steam road make it possible to run
surface cars over a part of the line. It will thus be seen that the
stoppage for any reason of one elevated train makes a considerable
difference in the load carried on one section and consequently
greatly affects the local voltage. Specially designed boosters could,
however, keep these fluctuations well under control, providing wires
were carried to enough points on the line, so that a change of load
would not greatly affect the pressure over any considerable portion
of the line; but if one of the trains stopped and then immediately
started again, the current used would run up to 800 amperes and
drop immediately to zero. If there were no trolley cars interspersed
between the elevated trains and the current for lighting the cars of
the elevated road were supplied from some source other
than that used for the trolley cars, a sudden rise in voltage would
do no harm whatever, for the motors would be taking current until
the controller was thrown off, and so the voltage would not rise
abruptly until the current circuit was opened; consequently, no
damage could be done. Under existing conditions, however, these
varying loads cannot be handled without expensive machinery and
the erection of a larger amount of copper than would pay for ex-
cursion lines.

One end of this line connects with the elevated railroad at a point
where it is advantageous to put in a storage battery to take up the
fluctuations on the road during the winter months. At a point
about 6,000 ft. from the Brighton beach terminal are some disused
car sheds and it is proposed to mount a second battery on old freight
cars and then transport the whole battery to the yards of the ele-
vated road for use during the winter.

*—*

The I.ewiston (Pa.) & Reedsville Electric Ry. between Lewis-
ton and Burnham was opened March 14th.

acting chief of the bureau of foreign commerce, we are permitted to
publish this matter simultaneously with its appearance in the Con-
sular Reports.

The total length of the road is 8.3 miles, and from the terminus
at Barmen through Elberfeld to Sonnborn, a distance of 6.9 miles,
it follows the course of the River Wupper. After leaving Sonnborn

it is built over the public highway. Fig. i shows a view of the
structure over the river, taken from below. Fig. 2 is a side view of
the river portion and shows the exterior of the cars.

The maximum gradients are 4.5 per cent; wherever possible the
curves are made of 300 ft. radius though near the Vohwinkel ter-
minus there are some of only 100 ft.; in the terminal station and
yards the radii of curves are as short as 27 ft.

The cars are suspended on two-wheel trucks spaced 26 ft. 2 in.

Apr. is, itKX).

STREET RAILWAY REVIEW.

217

center lo center; between (he two axles on each truck is mounted a
36-I1. p. soo-volt electric motor. Current is taken from a conductor
(e, rig. 3) in the usual manner. To prevent derailments the arm
extending from the truck to the car body is so shaped and of such
diniensions lh.it the wheels can not lift so as to let the flange clear

brakes. 2. llanri brakes. .1. An electric brake. 4. A special return
current electric emergency brake.

The rails are of T section laid on iron plates which arc bolted lo
ilk- structure with a layer of felt between lo reduce vibration and
noise.

i^%«L

"«lt\V-i;— „ -.1.- .

,.»«r. «»»-**«'•>♦ <••

FIG. 2-SIDE VIEW, SHOWING CARS.

the rail, nor can the car swing more than a limited distance from
the normal position laterally.

The control is similar to that on ordinary street railway lines.
The schedule speed is to be 25 miles per hour between stations, and
18^ miles including stops. There are 18 stations on the line.

Each car has a capacity for 50 passengers and is divided into first
and second class and smoking compartments. It is the present in-

f| - ^jJ[l

gPlPPp

iffr

r<.v

1'- MBSffll

ili.

J' , M

>.r^

stuA.'-'iaife-

Notwithstanding the long spans over the River Wupper, the total
weight of the structure and metal supports is only 838 lb. per lineal
foot; over the highway it is 783 lb. per lineal foot. The cost of

1''1G. 5~E.\TEKl(ik OK ST.\TION.

i.\ 1 t.r 1. tC

■ t ST.\TIOX.

tention to operate trains of two cars, though the station platforms
are long enough for four-car trains. The headway is to be 3 min-
utes.

An automatic block signal system is installed and special precau-
tions (or braking have been taken. There are: i. Westinghouse air

constrnction is between $200,000 and $225,000 per mile including
the foundations and stations. Figs. 5 and 6 show exterior and in-
terior views of one of the proposed stations.

The road is now over half completed and it is expected that cars
will be in operation early in 1901.

218

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

Detroit 3 /'Cent Ordinance Held Invalid,

Last year when the municipal ownership tight was pending at
Detroit, Mayor Maybury, who was opposed to Govenor Pingree's
plans, embodied his own ideas of the proper solution of the street
railway question in ordinances which were passed by the council
and approved in August last.

The Detroit Citizens' Street Railway Co. at once secured a tem-
porary injunction against the enforcement of tlie ordinance, tiling
a bill in the United States Circuit Court G»dg»^ Henry H. Swan).
Arguments were heard last fall and the court took the matter un-
der advisement; March 19th Judge Swan rendered his decision,
which was in favor of the company's contentions, and made the
injunction permanent.

The opinion quotes sections of acts of the Legislature of 1855
and 1867, and from the company's bill of complaint which alleges
violation of its rights under these acts. From the history of the
street railways of Detroit from the original contract with Eben N.
Wilcox, Nov. 24, 1862, it appears that a rate of fare not exceeding 5
cents could be charged. By ordinance of Jan. 3, 1889. additional
lines were provided for and the fare was to be 5 cents. Other
lines have been acquired and are operated by the complaining
company.

The ordinances which authorized the several lines have been
amended by the joint action and consent of the common council
and the railway companies, apparently in consideration of mutual
concessions and undertakings of the contracting parties. The
principal changes effected by these amendments were the privi-
leges of transfer over various lines to a passenger paying a single
fare of 5 cents, and the company's consent to sell eight working-
men's tickets, so-called, good during specified hours, for 25 cents.
Aside from these modifications, which were prices paid by the
railway companies for the extensions and changes in their lines,
and extensions of the term of their easements in the streets of the
city, and other rights and privileges, the rate of fare established
by the agreement of the city and the companies was, and has been
from the first, uniformly 5 cents, which was prescribed by the or-
dinances, and accepted by the grantees, as appears in the munici-
pal legislatures declaring the terms and conditions on which the
city's consent to the use of its streets was granted, and accepted
by the grantees. These several ordinances contain dififerences of
expression, but none of substance or meaning.

Each permits the company to charge a 5 cent fare, except an
eight-for-a-quarter for workingmen during certain designated
hours.

After quoting the section relative to the fare of 5 cents that is
authorized in the franchise for each and every line, the opinion
proceeds as follows:

Ail these ordinances were accepted in writing by the respective grantees.
Other ordinances affecting the street railways were passed by the council be-
tween the time of the grants conferred by the city in 1862 and 1865. and the pas-
sage of the ordinances of Aug. 17. 1899, but they contain nothing germane to the
question involved in this suit, with three exceptions. On the 14th of Nevember,
1879, the common council passed an ordinance making certain requirements
from the Detroit City Railway Co., which had become the owner of all the
street railways then in operation excepting the Fort Wayne & Elmwood Rail-
way Co. and its extensions, and the (Jrand River Railway Co. and its lines.

This ordinance was the culmination of many differences which had arisen
between the city and the Detroit City Railway Co., notably controversies con-
cerning the taxes payable by the railway companies to the city, and was an
adjustment of the relations of the city and the company as to the controverted
matters. It exacted of the company the extension of certain of its lines, and
that its cars on all lines should he operated as the public convenience might
require and the common council order.

In consideration of the acceptance of this ordinance by the Detroit City
Railway Co. as a compromise of the differences existing between it and the
city, and in view of the expenditure required of the grantee to comply with the
demands of the city council, by section 5 of the ordinance it was enacted:

"The powers and privileges conferred and obligations imposed on the Detroit
City Railway Co. by the ordinance passed Nov. 24. 186-', and the amendments
thereto, are hereby extended and limited to 30 years from this date."

Ry section 6 the ordinance was made to take immediate effect when written
acceptance of the terms thereof were filed in the office of the city clerk of De
troit by the Detroit City Railway Co., the Detroit & Grand Trunk Junction
Street Railway Co., and the Central Market, Cass Avenue and Third Street
Railway Co.. or their successors, which two latter corporations had assigned
their rights and property to the Detroit City Railway, and:

"From that date, all ordinances or parts of ordinances in conflict with the
provisions hereof, shall stand repealed, and all ordinances and parts of ordi-
nnces not in any conflict herewith shall be affirmed and continued in force."
By section 7, the "right to amend or repeal this ordinance in case of its vio-

lation by said company or companies," is expressly reserved. A like ordinance
was passed June 30, 1880. giving to the Fort Wayne & Elmwood Street Rail-
way Co. an extension of the powers and privileges conferred upon it under its
original corporate name by the ordinance of Jan. 31, 1865, and the amendments
tliereof, for 30 years. This orilinance is apparently identical, mutatis mutandis,
with that applicable to the Detroit City Ry. above quoted. These ordinances
were accepted in writing by the grantees. Roth the city and the railway com-
panies assumeil that the easement or franchise in the streets by tlie ordinances
of 186-* and 1865 were limited to 30 years. Ry a similar ordinance, approved
Dec. 3. "885:

"The powers and privileges conferreii and obligations imposed on the (irand
River Street Railway Co. by the ordinance passed May 31, 1868, aiul the amend-
ments thereto, are hereby extended and limited to 30 years from and after the
first day of January, A. D. 1886."

.\1I of the railways named in the bill, except the tirand River Hy. and the
Fort Wayne & Belle Isle company, were acquired by the Detroit City Railway
Co., which in September, 1891, sold and conveyed the same, with the rights,
easements or franchises belonging thereto, to complainant, which also acquired,
Oct. I, i8gi, all of the rights and property of the Cirand River Railway Co., and
subsequently became the lessee of the rights, privileges and property of the
Fort Wayne & Belle Isle Railway Co. Since its acquisition of said several
lines, complainant has lawfully operated, and still is so operating the same.

Section 14 of the act of 1867 provides that "after any city, village, or township
shall have consented, as in this act provided, to the construction and mainte-
nance of any street railways therein, or granted any rights and privileges to
any such company, and such consent and grant have been accepted by the
company, such township, city or village shall not revoke such consent, nor de-
prive the company of the rights and privileges so conferred."

When the original grant to the Detroit City Railway was re-enacted and ex-
tended, Nov. 14, 1879, and that to the Fort Wayne & Elmwood Railway Co.
was re-enacted and extended in 1880, and the original grant to the Cirand River
Street Railway Co. was re-enacted and extended in 1885. the provisions of this
street railway act were in force, and by the express terms thereof the grantees,
although incorporated under the train railway act, became entitled to the bene-
fit and protection of all provisions of the street railway act. This is true also
to the subsequent grants made by the city to the various street railway compa-
nies, which are the constituents of complainant's system, including also the Fort
Wayne & Belle Isle Railway Co., which it holds by lease.

The charter of the city of Detroit, approved June 7, 1883. sections t^i and 122,
clothed the common council with power over the streets, highways and alleys,
to establish, open, widen, extend, straighten, alter, vacate, etc., and generally
to "control, prescribe and regulate the manner in which the highways, streets
avenues, lanes, alleys, public grounds and spaces within said city, shall be used
and enjoyed."

Section 19 of the ordinance of Nov. 24, 1862, provides:

"It is hereby reserved to the common council of the city of Detroit, the right
to make such further rules, orders or regulations as may from time to time be
deemed necessary to protect the interests, safety, welfare or accommodation of
the public in relation to said railways."

The later ordinance, granting consent to railways for the occupancy of the
street and extensions of easements previously granted, contained similar pro-
visions.

Aug. 16, 1899. the common council of Detroit passed five ordinances, which
the mayor approved, retiuiring complainant, its successors and assigns, and
the railway companies named in said ordinances:

"To keep on sale on its cars in service at all times, tickets to be sold in strips
or packages of eight tickets for twenty-five cents, each of which tickets shall be
accepted by such railway company, its successors or assigns, for a single ride
for any distance in either direction over all lines or routes operated by said rail-
way company, its successors and assigns, on a car on which it is presented, and
a passenger presenting such ticket, or on the payment of one single fare charged
by said company, shall be entitled to a transfer ticket good for a continuous
ride over any other line or route of said company, provided such transfer ticket
is presented on the next regular car of such other route, or within 15 minutes
after such passenger leaves the car on which he received said transfer ticket."

It will be seen that these ordinances not only reduced the rate of fare fixed
by the original consent ordinance of 1862. and ratified in that of Nov. 14. 1879,
and the other ordinances above recited, and which had been recognized as a
lawful rate over each separate route or line ever since the street railway service
was introduced, but also required complainant to transfer a passenger free of
charge over any other of complainant's lines or routes to which he might re-
quest a transfer ticket.

It is the claim of complainant that these ordinances violate its agreements
with the city, evidenced by the ordinances granting the consent of the city to
the use of the streets by complainant, its grantors and pretlecessors, and ac-
cepted by the latter as the terms and conditions of the easement granted, and
impaired the obligation of its contracts with complainant, its grantors and
predecessors, and is null and void.

A restraining order was issued, staying the enforcement of the ordinances of
.\ugust 16th, pending tlie hearing of a motion for a perpetual injunction. No
answer to the bill has been made, but defendant has filed certified copies of the
various consent ordinances and the amendments thereto, and these copies have
been submitted in connection with the charier of the city, and the acts of 1855
and 1867, and the amendments thereto, as the city's answer to the motion for
injunction. Both parties concede the jurisdiction of the court.

The controlling question in this case is the effect of the ordinances of con-
sent, and their acceptance by the railway companies. These ordinances were
enacted under express legislative authority conferred on the city authorities to
prescribe the terms and conditions an easement in the streets should be granted
to street railway companies. The constitution of Michigan, section 38 of article
4. provides:

Apr, is, 1900.]

STREET RAILWAY REVIEW.

219

"'i'hc lt'gi^;lriliir<j may cmifer iiiinn orK.mizcd towiiHliipfl, incorporated citk-t
and village's, and upon the board of HiipcrvisorH of tlic Hcvcral counties, uucli
powers of a local legislative and adminiKtrntivc character an they may deem
jjroper."

With the two limitations of this broad power, thitt cukc hau no concern.
"Municipal corporations derive their sole source of power from IcgiHlative
enactments." "Tlie power of a municipality to grant an eahcment in a street
to a street railway is not inherent, but is derived from the legislalnrc." (Street
Kailway Co. v. t'ity of J>etroit, no Mich. 390. Detroit C'ilizenti' Street Kail-
way Co, V. Detroit Kailway, 171 U. S. 48.)

In the exercise nf this coiislitutinnal jxiwer. llu- legislature gave to the city,
by tlu- acts of iK<;c; nuf! nf 1K67, antliuniy tn grant or deny ti> a railway com-
(lany, the use of its streets lor the construction ami ojieration (»f its railway.
The franchise of corporate capacity had lieen acijuired by the railway c<)m
panics under the laws of the state, and this was all that the legislature had lo
bestow. It left (he ac(|uisitiim of the easement in the streets to the action of
each municipality from which it was sought, and by making it the subject-
matter of agreement between the city and the railway company, vested the
city with the power to i>rescribe. and the grantee to accept or reject, tlie
terms and conditions of consent ofTered. I5oth parties liaiT capacity to enter
into the contract.

The only limitation upon the exercise of that [)ower. was that the state re-
quires that the city's consent sliouhl be evidenced by ordinance, and that ac-
ceptance of the railway company, should he in writing. The fact that llic
parly ordinances gave an exclusive right to the grantee has lost significance
l)y the decisions in: Street Railway to. v. Detroit, no Mich. 384, and Detroit
Citizens' Street Kailway Co. v. Detroit Kailway, 171 U. S. 46.

The acceptance of the terms and conditions of the city's consent, and of the
obligations iniiiosed upon, and the reciprocal undertakings given by the rail-
road company to the city, constitute a sufficient consideration, and supply all
the essentials of a contract. It "constitutes a contractual ordinance conferring
an easement which is irrevocable"— Mayor of Knoxville v. Africa C. C. A. 77 1".
K. 508; Township of Hamtramck v. Ka|)id Kailway, 6 Detroit I^cgat News, 8ji;
Iron Mountain K. Co. v. Memphis, 96 F. K. i_'8; I-ouisville Trust Co. v. Cincin-
nati, 76 F. K 209 (C. C. A.); Klectric Railway Co. v. Grand Kapids. 84 Mich.
257; Union St. R. Co. v. Circuit Judge, nj Mich. 645-6; City Kailway Co. v.
Citizens' Co. 166 V. S. 567.

'J'he rule which requires a strict construction of the powers of municipal cor-
porations, and the equally familiar principle that all public grants must be
strictly construed, leaving nothing to inference, fintl no room for application in
this case, for the grant of authority is explicit and unqualitied. The legislature
expressly reserved to itself, in the acts of 1855 and 1867, what the constitution
gave it, independent of such reservation— the right to aUer^ amend or repeal
those acts at any time. In the train railway act, the affirmation of this power
in section 31 was thus qualii'ied:

"Hut such alteration, amendment or repeal shall not operate as an alteration
or amendment of the corporate rights of the companies formed under it, unless
specially named in the act so altering or amending this act. * * * *"

The legislature has not exercised its constitutional or reserved power in any
particular affecting this case, except in the enactment of the second proviso
to section 34 of the act of 1855; nor has it delegated, even if it could, the power
to the city to modify its consent. On the contrary, by the second proviso of
section 34 of the act of 1855, quoted above, and section 14 of the act of 1867, .pro-
viding that after the consent of a municipality to the use of its streets by a
street railway company has been accepted by the latter, "such townships, city
or village shall not revoke such consent, nor deprive the company of the rights
and privileges so conferred," it has expressly forbidden any impairment of the
grant.

The force of this prohibition is supplemented by section 29 of the same act,
giving to street railway companies organized under prior legislation "the same
powers, rights, protection and privileges," and subjecting them "to all the lia-
bilities as are hereby provided for companies and corporations organized under
the provisions of this act."

It is plain, therefore, that whatever construction might have been given to
section 34 of the act of 1855 prior to the enactment, March 27, 1867, of the second
proviso thereto, the inviolability of its consent declared by section 14 of the
act of 1867, was a right and i>rotection acquired under section 29 which could
not be nullified by a city ordinance.

In Detroit City Railway v. Chithart. 51 Mich. 183, construing section 31 of the
train railway act referred to supra. Justice Cooley said:

"The rights inteiuied by that section are the essentia! and important rights of
corporations formetl for the particular pvirposes which the act had in view, as
distinguished from the privileges and immunities which are not so fundamental,
hM which may nevertheless have value. .Vn attempt to enumerate the rights
here would be presumptuous and without value, but in general terms it may be
said that the franchise to construct and operate a road, and to levy and collect
remunerative tolls or charges, would be corporate rights."

The acts of 1855 and 1867 being in pari materia, no reason is perceived why
this definition of the word "rights" should not be applied to the same word
in sections 34 of the act of 1855. and 14 of the act of 1867. (Reiche v. Sniythe. 13
Wall, i6j.)

Hy section 20 of the act of 1867 the rate of fare was made matter of agree-
ment between "such company and the corporate authorities of the city or
village where the road is located." and therefore, "when established by agree-
ment." a right vested in the railway company which is protected by section jg
of the act of 1867. as well as by the federal constitution.

It is replied to this that section 34 of the act of 1855 was added to that act
twenty-two days after the act of 1867 was approved, and must therefore be re-
garded as the latest expression of the legislative will upon this subject; that un-
der the first proviso to that section, prohibiting a railway company from con-
structing its road in "the streets of any town or city without the consent of the
municipal authorities of such town or city, and under such regulations and terms
and conditions as said authorities may "from time to time prescribe." the city
was empowered to change the rate of fare.

This is not an exact statement of the amendments to section 34. All that part

of the Hection preceding its necond proviso wa« added April 12, 1861. The
Hccond provtNo rtayfi;

"After Kaid conptcnt nhall have been given and accepted hy the company or
corporation to which the hanic ii granted, huch authority ithall make nu regu-
lation or condition whereby the rightti or lranchit»cs no granted Hhall be de-
stroyed or unreasonably impaired, or nuch corporation Inr deprived of the right
of conMiriicting. maintaining and operating ouch railway in the attreetii in tuch
consent or grant named, purHuant to the termn thereof."

'I'htK waH approved Mar. 27, 1867. lu clear intent, purpose and effect wai to
bring the act of 1855 into harmony with that of 1K67, but primarily and beyond
(iues(i<»n. to lake from the city the .'nilhorily, if any it had, to prc<w:ribc further
regulations and conditions '■from time to time" imfiairing ihc cunxent ihuh
granted, atnl iib enjoyment "purnuant lo the termi thcrreof." Thi» i» evidenced
al>M> by section 36 of the name act, alno added Mar. 27, 1H67, by which it it pro-
vided that :

"It shall he a sufficient description of the route or routcK thereof to declare
that .said railway in to be con-ttrucicd and maintained in hUch Hlreelfi or public
ways of the particular city as has been or shall thereafter from time to time l>e
granted to said company for that purpose by the proper municipal authoritie*
of such city; and it shall be lawful to build, maintain or extend the railway of
such company according lo ihe terms and conditions of Huch grant or granta."

The street railway act of 1867. entitled: "An act to provide for the organiza-
tion of street railway companies." was approved Mar. 5. 1867. While it df>eft not
repeal the act of 1855, but is in pari materia, yet by its ihirticlh section, quoted
supra, it so far displaced it as to require that all street railway companies there-
after formed, should be organized under its provisions.

This act is complete in itself, and in marked contrast with the heterogeneouH
provisions of the act of 1855, which, for want of a more Nuilabic statute, wa«
amended to adapt it to objects not within its original Hcope ahd purpose. The
later act was the product of a more enlightened conception of the character and
necessity of the new system of nrl>an passenger transportation, and obviously
recognized the impolicy and injustice of subjecting the large invenlments of
capital needed for such enterprises to the caprice of fluctuating municipal \xid'ic*.

Hy leaving to the city or village authorities the right to give or withhold
consent to the use of its streets l>y such railways "under such rules, regula-
tions and conditions as the local authorities might impose," it enabled munici-
palities to protect themselves by the ordinance of consent, and, by section 14,
secured the protection of the grantee of the servitude by the acceptance of that
ordinance as the irrevocable contract of the parties.

The justice and necessity of this provision was approved Oy the same legisla-
ture 22 days thereafter, by adding the second proviso to section 34 of the act
of 1855, which, differing in phraseology, is identical in purpose and effect with
section 14 of the later act, and was doubtless enacted to harmonize the two acts,
the latter of which was made the only basis for the organization of street railway
companies thereafter.

The city and the railway companies have, ever since the original ordinances,
practically and uniformly construed the consents as controlling their mutual
rights and obligations, except in those particulars in which they have been
changed with the consent of both parties. What the railway companies have
consent to do by such modifications as have been made furnishes no measure
of its rights under the consents, or sanctions their impairment. (Lake Shore
Ky. Co. v. Smith, 173, IT. S. 64. 697- Highland Park v. IMank Road Co., 9S
Mich. 489, 491.)

V\'ith full knowledge of their provisions, 12 years after the enactment of the
second proviso and the act of 1867, the city authorities also expressly renewed
and ratified these ordinances and their acceptance as the lawful agreement of the
city and c»mipanies. The rights of the parties must be measured by the law as it
now stanils. and by their agreements thereunder.

r.y the ordinance of Nov. 14. 1879. section 5, "the powers and privileges con-
ferred, or obligations imposed, on the Detroit City Ry. by the ordinance of
November 24th and the amendments thereto, are hereby extended and limited to
JO years from this date."

Hy the ordinance of June 30. 1880. a like proviso was made relative to the
I'ort Wayne & Elmwood Street Railway Co. confirming and extending for 30
years its grant under the ordinance of Jan. 31, 1865. Like ordinances were passed
in favor of other lines.

The practical construction given by the parties to their agreement prior lo
Nov. 14. 1879, ever since the enactment of the second proviso of section 54 of the
act of 1855 and the act of 1867, a period of 37 years, is a fair standard in itself of
their rights thereunder (Chicago v. Sheldon. 9 Wall. 50-54). and when supple-
mented and adopted by these confirmatory ordinances, which the statute au-
thorized, the fact that the original ordinances antedated the second proviso of
section 34. is a matter of no moment.

The second proviso of section 34 is therefore clearly in confirmation and
adoption of the spirit and purpose of sections 14 and jg of the act of 1867. not
in the least degree detracting from the absolute interdict of section 14 against
the revocation of the consent granted. It does not profess to amend or repeal
any part of the act of 1867. or to qualify the rights it granted or the liabilities it
imposed.

This conclusion is confirmed by the fact that the amendment of 1867 to sec-
tion 34 of the act of 1855. was made by proviso, "the general purpose of which is
to except the clause covered by it from the general provisions of a statute of
some provisions of it. or to qualify the operation of the statute in some par-
ticular."

Cicorge Banking Co. v. Smith. ij8 V. S. 181; or. as said in Wyman v. South-
ard. 10 Wheat. I. 30: "The proviso is generally intended to restrain the enacting
clause, and to except something which would otherwise have been within it, or
in some measure to modify the enacting clause."

Roth provisos to section 54 were evidently made with this intent. The first
modified the broad grant of authority to street railway companies to use and
operate street railways by making the consent of the city or village under such
regulations, terms and conditions as its authorities might "from time to time
prescri!>e." a condition precedent to the use and operation of such railwa%*s in
the streets of a municipality.

The second proviso modified all that preceded it in the section by prohibit-

220

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

ing impairment o( the rights and franchises named in the accepted grant, or
deprivation of the right of constructing, maintaining and operating such rail-
way in the streets in the consent named, "pursuant to th« terms thereof" (of
the consent.)

Prior to the enactment of the second proviso the city had never exercised or
claimed the power to vary its consent in any degree or particular.

That it was competent for the legislature to withdraw from the city the ap-
parent authority to prescribe further terms and conditions to its consent "from
lime to time," is unqueslionablc. (Board of Park Com'rs v. Common Council,
38 Mich. 230. New Orleans v. N. O. Water Works Co., 142 U. S. 91.)

The act of 1867, and the second proviso of section 34 of the act of 1855, should
be considered as a ratification of these ordinances. (City Railway Co. v. Citi-
zens' Railway Co., 166 V. S. 567, 569.)

The ordinances of 1879 and 1880, and their acceptance, had all the force and
effect of a new consent, which was authorized by the legislature and protected
both by section 34 of the train railway act, as it then stood, and by section ^o
of the street railway act of 1867, against destruction or impairment by the mu-
nicipal authorities, and are sustained by sufticient consideration. (City Railway
Co. V. Citizens' Railway Co.. 166 V. S. 568.) The argument that it is not
claimed in the bill that by a reduction of fare from 5 to 3 cents, the contract is
"unreasonably impaired," and therefore is a "regulation" which the city author-
ities may lawfully make under section 34 of the act of 1855, and section 19 of
the original consent ordinance, is untenable:

"An objection to a law on the ground of its impairing the obligation of a con-
tract can never depend upon the extent of the change which the law effects in
it. Any deviation from its terms by postponing or accelerating the period of
performance which it prescribes, imposing conditions not expressed in the con-
tract, or dispensing with the performance of those which are. however minute,
or apparently immaterial in their effect upon the contract of the parties, im-
pairs its obligations" (Crcen v. liiddle, 8 Wheaton, 184; Walker v. Whitehead,
16 Wall. 314)

That the original and subsequent ordinances, accepted by the complainant
and i(s assignors, established the right of the street railway companies to a 5-
cent fare is as clear as that ihe attempted reduction of that fare by the enactment
of the ordinances of Aug. 16. 1899, impaired the obligations of the contract of
consent between the city and the companies.

It is as idle to claim that the change of rate did not "unreasonably" impair
that consent as to deny thai the proposed reduction of fares is not the de-
privation of the railway company's "right of constructing, maintaining and
operating such railway in the streets in such consent or grant named, pursuant
to the terms thereof."

Uy any change of its terms, or any regulation diminishing its value or alter-
ing its conditions, to the prejudice of either party, a contract is "unreasonably"
impaired. It is not the degree, but the fact of impairment, that determines the
validity of legislation effecting it. In the case at bar. the "regulation" that
the company shall sell eight tickets for 25 cents, each of which tickets shall be
valid for the carriage of a passenger for whose transportation the company,
under its agreement with the city, is authorized to collect s cents, is so clearly
the deprivation of a right valuable to the company that the effect "goes with-
out saying."

in Detroit vs. Detroit & Howell Plank Road Co. 43, Mich., 140, 146, it was
sought to compel the respimdent company to remove 2j^ miles of its road from
within the city without compensation, and in violation of its chartered rights.
The proceedings were taken under the act of the legislature forbidding the
company to take tolls on paved roads within said limitations. Justice Camp-
bell said:

"What the city claims a right to do, is to deprive the respondent of the
privilege any longer to take tolls for the travel and traffic on two and one-
half miles of its road. If it may do this in respect to one part of the road, it
may in respect to any other part. If it may exclude the respondent from De-
troit, it may from Howell also, or from any other township on the line, and a
single section of the statute may annihilate the property of respondent alto-
gether. A statute which could have this effect would not be a statute to amend
franchises, but a statute to confiscate property; it would not be a statute of
regulation, but of spoliation."

A fortiori, as the city derives all its powers from the legislature, which has
prohibited its recession from its consent, the attempted abrogation of that con-
tract, and the deprivation of the rights which it confers, is an indefensible
usurpation.

The argument that the ordinances of Aug. 16, 1899, were passed in the exercise
of the "police power" of the state by its agent, the city, affords no justification
to the defendant. Without attempting to specify what is included in the elastic
term "police power," -the view taken of the contractual relations of complainant
and the city negatives the defense asserted on that ground. In the language
of Mr. Justice Peckham:

"This (the police power) must, however, be exercised in subordination to the
provisions of the federal constitution. If, in the assumed exercise of its police
power, the legislature of a state directly and plainly violates a provision of the
constitution of the United States, such legislation would be void." (Lake
Shore Ry. Co. vs. Smith, 173. U. S. 689, 690.)

These ordinances contravene the provisions of the federal constitution for-
bidding the impairment of contracts and the deprivation of property without
due process of law, and equally the statutes of Michigan from which alone the
city obtained the power to- grant its consent unless that consent has reserved
the power to modify its terms and conditions.

This result necessitates the proposition that the ordinances of Aug. 16, 1899,
are a proper exercise of the powers reserved to the city by section 19 of the
ordinances of consent of 1862 and 1865, and therefore do not impair the contract
of the parties. This contention is without merit.

That section reserved the power to enact "such further rules, orders and
regulations as may from time to time be deemed necessary to protect the in-
terests, safety, welfare or accommodation of the public in relation to said
railways."

Similar sections are contained in the later ordinances granting consent to the
construction and operation of the new lines owned by complainant.

The terms, "further rules, orders and regulations/' for the purposes speci-
fied, are inapt to express a purpose to vary the "consent, permission and au-
thority" granted, but are a declaration of the right and purpose of the city
authorities to "further" exercise the police power in regard to all matters in-
cident to the construction and operation of the road; such as the location of
the tracks in the streets, the placing of switches and turn ial)k's. the repair of the
pavement between the tracks, the removal or limitation of the number of
tracks, in the interest of public travel (Grand Rapids Railways, 43 Mich. 433;
Baltimore Trust Co., 166 U. S. 673), the frequency with which cars should be
run for the public convenience, the stopping of cars at street crossings, the
use of fenders, the rate of speed to be maintained, the sale of tickets (City of
Detroit vs. Railway Co., 95 Mich. 456), and, generally to details of the con-
duct and operation of the railway which experience might show to be necessary
in addition to or in amendment of those specified in the consent, for the pro-
tection of life, the accommodation of the public and the avoidance of injury to
private property. Such regulations are not invasions of the contract rights of
the company, and are just and reasonable. (Lake Shore & Mich. Southern
Railway Co. vs. Ohio, 173 V. S. 285. 305.)

But the right of the grantee to use its franchise in the city, and to take the
stipulated fare for the carriage of passengers are vested rights of property
under the consents, and clearly distinguishable from immunity from the duties
and requirements necessitated by the new easement, and consistent with its
full enjoyment, and from which even the legislature could not release the
grantee.

The entire abolition of fares might, for a time, conduce, in a degree, to the
material "interest" and "welfare" of the traveling public, and be a public
"accommodation," but the rule, order or regulation which would require free
transportation of the public would differ only in degree from the ordinances in
qxiestion, which have no relation to the comfort, safety or welfare of society.
(Cooley's Cons. i^im. p. 577; People vs. Jackson Plank Road Co. 9 Mich. 306.)

If the city may sequester two-fifths of the grantee's earnings, why may it not
take all? Such a power is neither expressly given nor can it be implied. It
is a confiscation.

Besides the considerations already stated, which conclusively repel this de-
fense, may be added that the canons of statutory construction also exclude it.
The rate of fare having been nominally fixed by one section of each of the
many ordinances of consent, and by Section 20 of the act of 1867, are not
within the general authority to make "rules, orders or regulations" committed
to the discretion of the common council by section 19. The general words of
that section must yield to the specific provision fixing the rate of fare. (Horner
V. Collector, i Wall. 486, 490; Reiche v. Smythe, 13 Wall. 162, 165.)

The same rule of interpretation must be applied to municipal ordinances as
obtains in construing statutes. A thing which is given in particular shall not
be taken away by general words. (Churchill vs. Crease, 5 Bing. 180.)

The fundamental principle of construction applicable both to legislative and
municipal enactments, is that the intention of the legislature is to govern.
(Sedgwick on Stats. & Cons. Law, p. 360; Pease vs. Whitney, 5 Mass., 380, 382.)

It has never been claimed for section 19, and the corresponding sections in all
the numerous ordinances of consent passed by the common council, that they
authorized any interference with the rates of fare prescribed by all the consent
ordinances from 1862 to 1899 inclusive. This disclaimer for a period of 27 years
also negatives the relation of that section to the subject of fares.

The objection to the validity of the consent ordinance that the common
council was without power to grant an easement in its streets for 30 years, and
therefore the rate of fare could not be fixed so as to be beyond the control of
the city authorities for that period, has been determined adversly to the de-
fendant in Detroit Citizens' Street Railway Company vs. City of Detroit, 64
F. R.. 628-646.

There is nothing in the charter of the city which sanctions the action of Its
common council.

The arguments have taken a wide range, and many questions have been pre-
sented relative to the power of the legislature to prescribe or change the rates
of transportation of railway companies, and otherwise alter or amend the
organic acts under which they were formed, but those questions are foreign to
the issues here involved. While the authorities cited have been carefully exam-
ined, nothing has been found which controls the determination of this case.

It follows from what has been said that the motion to vacate the restraining
order must be denied, and that the complainant is entitled to an injunction
against the enforcement of the ordinances of Aug. 16, 1899, and such injunction
will issue accordingly.

♦-•-♦

THE CENTER-BEARING LORD BALTIMORE
MAXIMUM TRACTION TRUCK.

The Baltimore Car Wheel Co., Baltimore, Md., has recently sent
to managers very handsomely moitnted photographs showing
the center-bearing "Lord Baltimore" maximum traction truck. In
this truck, which was illustrated in our Daily Edition, October, l8()Q.
f>ne-third of the weight is carried on the bolster which is placed
midway between the wheels, the other two-thirds of the weight
being carried on roller side bearings. The frame supporting the
rollers rests at one end on the bolster and at the other on a helical
spring seated in a pocket on the truck frame near the driving axle.
The distribution is such that the large wheels carry from 68 to 71
per cent of the total load.

» * »

It is stated that freight will be carried on the Brooklyn elevated
railroads. This service will be performed at night and will relieve
the streets of a great deal of heavy trucking.

Ai'H. IS, 1900.]

STREET RAILWAY REVIEW.

221

ELECTRIC LINES IN NASSAU COUNTY, N. Y.

There ;irc two rival companies iiu-orporatcd lu IjuiKl electric
railways from Miiieola, llic county seat of Nassau County (erected
in 1898 out of a part of Queens County), south to Lon^ Island
Sound. This territory is traversed from cast to west by three
branches of the Long Island R. R., but there is great need of north
and south lines such as it is proposed to build. An electric line
would prove a valuable feeder to the Lour Island K. R. and the
latter has thrown no obstacle in tlic way of promoting the former.
The most extensive of the proposed lines is that of the Nassau
Belt Line Traction Co., which plans to operate 30 miles of road.
This comjiany was organized Mar. 17, 1899, and has obtained its
consent from the Railroad Commissioners and all the consents of
abutting property owners that are re(|uircd by statute; it also has
franchises from all the villages through which it passes except that
for Hempstead— two miles— thus having franchises for 28 out of the
30 miles desired.

President -Ames was recently (|Uoled in an interview as follows:
"We have only 18 miles to build in order to secure our 30 miles

of road. Wc are to run
over the already completed
lines of the Long Island
K. R. from Mineola to
Hempstead, a distance of
2K' miles and over the line
of the same road from Lyn-
Iirook to Long Beach, 7
miles, and over one or two
other short sections. We
will have to build 9 miles
from Hempstead to Mine-
ola; 6 miles from Frceport
by way of Woodclcft Inn
to East Rockaway and a
portion of the s'A miles
between East Rockaway
and Hempstead."

The rival company is the
Mineola, Hempstead &
Frecport Traction Co. It
seeks to build a line that
would parallel the eastern
branch of the Nassau
Belt and the Mineola
extension, but as yet
has only secured a franchise for 2!^ miles and the promise of a
franchise through the village of Hempstead. A number of the gen-
tlemen interested in this company are representatives of electric
supply houses.

A third company which by reason of similarity of name is some-
times confused with the Nassau Belt Line, is the New York &
Nassau County Railway Co. The promoters of this line, who are
connected with Tammany Hall, purpose to parallel the Long Island
R. R., but as yet no applications have been made for local consents
or to the Railroad Commissioners.

COMBINED ELECTRIC LOCOMOTIVE AND
CRANE.

DRY SEAT AND FENDER PRIZES.

The promoters of the International Tramways and Light Rail-
ways Exhibition to be held in London June 2 to July 4, 1900, offers
two prizes to exhibitors: i. A prize of £25 ($125) for the best in-
vention for securing a dry seat on the tops of tram cars and omni-
buses in all conditions of weather. 2. A prize of £25 for the most
practical and efficient life saving guard or fender for tram cars.

Competitors must exhibit a full size and complete apparatus and
pay a nominal admission fee of £1, which entitles them to space in
the exhibit hall. Every intending competitor must send to the ofiice
of the Tramway and Railway World, .\niberley House, Norfolk
St., I.oiulon, W. C, not later than June ist. a statement of his in-
teiUion to exhibit and a typewritten description on foolscap paper of
his intention to exhibit.

« » »

The Southwest Missouri Electric Ry. last month received 13 cars
of rail from the Pennsylvania Steel Co., which will permit the early
completion of its extensions.

The accomi)anyinK illustration shows an interesting car built by
the J. G. Brill Co., which is an electric locomotive and power
crane conibineil. The combination is more cITeclive than cither
machine would be singly and will prove peculiarly valuable where
weights greater than can be lifted by one or two men arc to be
loaded and transported, as is the case in and about shops and in
railway construction. It is slated that with a crew of three or four
men this machine will easily do the work usually pcrfornie<l by a
gang of 15 or 20 laborers. In the yard it serves the same purpose
as hoists and overhead trolleys or traveling cranes in the shop.

The car illustrated is 12 ft. long with a wheel base of 5 ft. Where
it is not necessary to carry loads on the deck of the machine ad-

COMBINED ELECTRIC LOCOMOTIVE .\ND cKAXE.

hesion may be obtained by piling ballast in the form of castings or
pig iron upon the platform; where so desired the machine has
pockets between the sills which are filled with scrap iron. The
crane is of the ordinary type, with the improvement of a hollow
mast made of 4-in. wrought iron pipe, through which the rope de-
scends to the winding drum beneath the deck. The jib is of iron
and is supported by a rod and in the design shown swings through
about half a circle. Where the load is to be lifted at right angles
heavier ballasting and a stronger mast are necessary. In case of
necessity the platform can be made longer so as to use it for
carrying freight, and if still greater extension is needed double
trucks may be employed. In the type illustrated, by increasing the
amount of ballast and using large motors more than 200 h. p. can
be readily made available. The builders have recently made one
of these machines for their own use and it has already demon-
strated its usefulness in and about the works.

TUNNEL ORDINANCE IN CHICAGO.

March 20th the Chicago city council passed an ordinance directing
the Chicago Union Traction Co. to lower the three tunnels under
the Chicago River, which are used by it. so that there shall be a
depth of 23 ft. of water above them at all times. It is provided that
work on the La Salle St. and Washington St. tunnels shall begin
by June 28th and be completed in one year.

Litigation will undoubtedly follow, as the company cannot afford
to undertake the work without some agreement as to franchise
extensions.

TROLLEY PARADE AT KANSAS CITY.

The Priests of Pallas Association, of Kansas City, have enlisted
the co-operation of Mr. W. H. Holmes, president of the Metropoli-
tan Street Railway Co., and will plan to have a trolley parade, buy-
ing the necessary trucks. The advantages of using the car tracks
are that the floats may be made heavier, and better illumination can
be had.

STREET RAILWAY REVIEW.

(Vol. X. No. 4.

REMOVING DUST FROM BOILER ROOMS.

Mr. .-\ll)iTt A. Carv in a paper before the .\incricaii Society of
Healing and Ventilating Engineers describes the plan adopted by
him for removing dust from the boiler room of a manul'ai-turing
plant engaged in making rubber covered insulated wire where dust
in the work rooms would be a most serious matter.

The steam plant has its boiler room and engine room adjoining.
The boiler room contains four horizontal tubular boilers, 6 in. in
diameter, and 18 ft. long, with 80 j-in. tubes, having a nominal rat-
ing of 100 h. p. each. The smoke Hues are connected to the rear of
these boilers. I have provided a dust house next to the engine

suction pipe, as shown in Fig. j, and the lower end of the duct is
thereby raised out of the way.

.■\fter the dust enters the ducts it is discharged by the Sturtevant
steel-plate exhauster (placed in the engine room) into a centrifugal
dust collector placed in the dust house. The heavier particles are
discharged through the bottom pipe of this collector, and. as a
further precaution, to catch any light floating particles which may
escape through the upper or air delivery end of the collector, a pipe
is run from this top opening, and, bending downwards, terminates
within 2 in. of the surface of water held in a tank place<l below the
level of the floor in the dust house. The bottom-discharge pipe
from the dust collector also terminates similarly, and thus all the

FIG. 2.

room. I>ut on the opposite side from the boiler room. This dust
house is designed so as to receive another :oo-h. p. boiler, which
will doubtless be required as the demand for steam increases. Sur-
rounding conditions made it impossible to erect this house at the
opposite end of the boiler room, where it would otherwise have
been placed.

Figs. 1 and 2 show the general arrangement of ducts, exhaust fan,
etc. It will be seen that the four suction ends of the ducts terminate
in comparatively narrow open mouths, extending almost across the
entire width of the boiler front, and they are placed directly above
the firing doors. .All coal is brought into the boiler room on an in-
dustrial railway in Hunt's charging cars, made for this purpose,

each car carrying one ton. These
cars are filled from a distant coal
pocket, and arc then pushed by one
man in front of any boiler which
may need coal. The side of the car
is then dropped like a hinged
shelf, and coal is shoveled direct
from the car into the furnace. As
the car is easily moved from one
boiler to another, no loose coal is
dumped on the boiler room floor.
Tt will now be seen that any
dust rising from the slinveled coal will be drawn into the suction
mouth of the exhaust dust, since the shoveling operations lake place
only in front of these mouths.

When the boiler furnace is being cleaned, any dust accompanying
the ash and clinker, as they are pulled out of the firing door, is
drawn directly into the suction mouths, and this is again the case
when this refuse is .shoveled from the floor into an empty charging
car. to be taken out of the boiler room.

Before following this dust out of the boiler room I would call at-
tention to the construction of the vertical suction pipes above the
firing doors. These pipes, it will be seen, are directly in front of the
upper cleaning doors of the boilers. In order to open these doors,
when the tubes require cleaning, a hinged joint is provided in the

FIG. 3.

dust. etc.. is projected upon the surface of the water, where, as it
gradually becomes soaked, it sinks to the bottom of the tank, from
which it can be either washed out with a hose and stream of water,
or else be shoveled out as mud.

In order to catch any particles of dust which might otherwise
escape, a i-in. water pipe is bent to a circle and secured concen-
trically around the lower ends of each of these delivery pipes, as
shown in Fig. 3. The lower sides of these pipe rings are perforated
with ^-in. holes, so as to produce a constant shower of water
around the outlets.

This arrangement leaves a free escape of air. essential for best re-
sults with the type of fan used. A sewer connection near the top of
the tank keeps the water at a constant level, and the added w^ater
from the sprays thus has a tendency to float off a considerable
amount of the lighter floating particles before they have time to
sink.

• ■ »

MONUMENTAL CHIMNEYS AT PARIS.

The power plant at the Paris Exposition is divided into two sec-
tions, one for French, and one for foreign machinery. Each section
is to have a monumental chimney of brick; the two are of the same
general dimensions and cost approximately $40,000 each. The total
height of the masonry construction of the chinmey for tlie foreign-
section is 88 m. (289 ft.) of which 8 m. (26 ft.) are below ground.
The base for a distance of 13 m. (42.5 ft.) is ornamented and also
the top portion: the intermediate section, 29 m. (95 ft.), is plain
white brick. The foundation rests on 133 oak piles, about 12 in.
in diameter and J^ ft. long, which were driven until they no longer
moved under the hammer: they were then cut off and concrete cast
about them. The block of concrete is 18 m. (50 ft.) in diameter and
1.5 m. (4.9 ft.) thick. On this is a hollow truncaled cone of mason-
'y. 5-65 m. (18.5 ft.) high. 16.5 m. (54 ft.) external and 4.36 m. (14
ft.) internal diameter at the bottom and 12.9 m. (42 ft.) external
and 6.9 m. (22.5 ft.) internal diameter at the top. Into this hollow
space two tunnels. 4.7 x 2.6 m. in section, conduct the gases.

A I'll. 15, IVO-).

Station.

*S.

*s
*s

6..
(1. .
6..

Mctr()|)olitaii Elc-
v;ilc<l, Cliiciijfo

STREET RAILWAY REVIEW.
COST OF POWER FOR ELECTRIC RAILWAYS.

<)M(|>iil Mcasiirrd liy Watliiiclir in ICach CaHC.

223

Monthly

Output,

Kiliivvatl-

Honr.s.

1,679.927
l,76H,2f)8

1,,S1.S,3,%

1,071,682

l,y28,.S77

.S<)8,148

616, ')32

642,856

Cost of El

Fuel.

Labor

.251

.144

.2,57

.135

.406

.177

.429

.160

.443

.141

.669

.238

.602

.232

.614

.224

Supplies,

Oil,

Waste, etc.

.026
.041

.020
.015
.017
.045
.052
.020

Water.

GalH. L «''•■..

Cylinder ^l"^')':.^

i>i\ per I '"K '^''

K. w. h.

.923
.882

1.44
1.26
1.34

1 Lb».

Fuel

l'ri.;r„l

Water

Fuel

per

per Ton

Ivb.
Coal.

k.w.h.
2.39

of 1,000
Lb8.

S2.10

11.17

10.76

2.44

2.11

6.02

4.87

5.44

5.12

5.79

5.16

, .

2..57

.880"

2.46

.759"

2.47

.769"

Bituminous

Oil

*D!iriil(r the nioiiths of October, November aiul Decembcr.the supply of coiid- iisitijr water, which ih taken from Ihc Chicaffo River through a tunnel, was cut off for

a few days by reason of work un tin* Chic.i(.'o Oraiiia;,^!' C.iiial. and the station was in conse«|ui*nce run noii'Coiidcnsinf; at th(,se tinips.
•♦Cost of Oil jier liarrel.

Above the Krotnul tlic chimney comprises a pedestal 16 in. (52.5
II.) ill IuikIu. a sliail of 5.( 111. ( 1 ;; ft.) and a capital of 10 m. (33 ft.).
There is no core and tlie internal diameter is 6.J m. i.20 ft. J at the
base and 4.5 m. (15 ft.) at the lop; the lliicl<ncss of the wall varies
from j.tj m. (9.5 ft.) to 1.35 m. (4.4 ft.) for the pedestal, and from
J.S m. (5.25 ft.) to 1.6 111. ( 1.14) for the shaft and crown.

BURT EXHAUST HEAD.

We illnstrate liereuilli a sectional view oi the Burt exhaust head
made by the Unrt Manufacturing Co.. of .Akron. O. The con-
struction is readily apparent; the steam emerging from the exhaust
pipe strikes the cone immediately above the inlet and is dellected,
the fjreater volume rising to the small projection extending around

the top of the head. A i>or-
tion of the vapor is condensed
by contact with the metal sur-
faces of the head and this to-
gether with the entrained oil
and water flows down between
the double walls to the drip be-
low.

The luads for pipes up to
() in. in diameter have a thread-
ed base to which the upper
pin-tioii is riveted; for larger
sizes the base is flanged. The
head is of heavy plate, lapped,
riveted and soldered, and is
protected against corrositm by
anti-rust paint.

The advantages claimed for
the design are that the in-
creased volume secured by
making the sides cylindrical
instead of conical reduces the
back pressure, and by reducing
the velocity of llow gives a nu)re complete separation of the en-
tr.iined oil and moisture; that the greater area of wall surface gives
more condensation, hence more water is returned to the boiler
room: that the absence of baffle plates and tortuous passages for the
steam gives a free passage for escape and renders the head noiseless.

HURT E.XlI.MlST HEAL).

WATER IN THE BOILER.

Mr. J. W. Williams, a practicing chemist of Hamilton. Ont..
recently discussed the subject of "Boiler Feed Water" before a
Canadian engineering society and gave the following explanation
of why corrosive action takes place in boilers.

Water in its ordinary state has a temperature of about 40° to
50° ¥.. and the solvent quantity differs according to temperature.
In many instances water will dissolve more when hot than cold,
but conversely the earthly salts usually formed in water supplies
are precipitated mainly because these salts are held in solution by

carbonic acid gas, and this with other gases is much more soluble
in cold water than warm, and is dissipated from hot water, with the
result of the throwing out of solution of the earthly salt. This,
together with the evaporation of water leaving the soIiiU behind in
making steam, is the canse of scale and boiler mud.

Not only is the mud left behind, but the elements which form
the chlorides, sulphates, etc., remain also, and these, under the
influence of the high temperature in the presence of moisture,
decompose with the liberation of the radical or acid i)art of the
substance, which is then free to act on the iron plates or tubes.
uliich it docs to the sorrow of many a boiler owner.

The combinations which previously existed will be broken up
and other combinations will occur, and the metal of the boiler is
called on to take its part in forming these combinations. .\ water
containing chlorides is fed into a boiler and concentrated by the
evaporation of the water. This concentration brings with it the
breaking up of the chlorides. Carbonic acid gas being present,
free and also combined, is liberated by the decomposing effect of
high temperature as referred to already, and by that law which
governs matter and which couples atoms, to themselves if nothing
else is available, this carbonic acid gas displaces the chlorine com-
bined as chlorides, and this in turn seeking to obey this law of
combination, unites itself to its heat affinity, the iron of the boiler
plate.

It will here be concluded that the chlorine having done its best
or worst is out of the game, but no, chloride of iron is not more
stable than chloride of calcium, magnesium, potassium, sodium or
any chlorides which may pass into the boiler in the feed water.
Chloride of iron will take up oxygen, which as atmospheric air is
taken into the boiler, dissolved in the water, and if this were not
there the water would be called on to furnish oxygen, and an
oxy-chloride formed passing on with a further addition of oxygen,
and the formation of an insoluble o.xide of iron and the chlorine
is again on its cruel mission after an atom of iron. As with the
chlorine, so with the other salts; just the exact changes and pro-
cesses it is not presumed to define, but the foregoing will throw
light on the cause of the corrosion of boilers. Having surveyed
to a limited extent the origin of scale and the cause of corrosion,
we will consider the action of boiler purges. We have obser\'ed
the liberation of corrosive acid elements, and to neutralize these
most purges are alkalies, and remembering the decompositions just
referred to. we can see that if these neutralized acids now in the
form of salt, generally a soda, are allowed to remain in the boiler,
we can expect to experience similar results again, calling appar-
ently for more alkali, but the precautions which will best combat
these dangers are emptying the boiler, washing out and filling with
fresh water. This has its limit, however, and must of necessity be
controlled by fuel, time and circumstances, but it can be seen how
valuable is blowing off — which only deducts from the contents of
corrosive matter in the ratio of what is blown off — and more espe-
cially cleaning out.

.A remonstrance has been entered by the Union Traction Co., of
Philadelphia, against the granting of licenses for saloons near its
car barns.

224

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

CINCINNATI, NEWPORT & COVINGTON.

In our issue for February last, page 108. was a summary of the
earnings of tlie Cincinnati. Newport & Covington Ry. for the year
1899. and we give herewith further data taken from the report of
Pros. James C. Ernst, puhhshed under date of February 21st.

The gross receipts were $7i.3.,?85. an increase of $31,713 over 1898;
the net earnings were $279,789, an increase of $76,552; and the sur-
phis after paying fixed charges amounted to $94,208, about 3 per
cent, on the capital stock. Table I shows interesting statistics.

Total Ciish 1:707,551.90 ♦g71.7S4.«0

Total operating expenses 43.J.5*J()-t)2 478.235.66

Average earnings per day l.il38..50 1,840.37

Average earnings per car 31.93 29.30

Expense per car 19. -59 20.S6

Net earnings per car 12.37 8.44

Total Passengers i4574360 13S3454iJ

Mileage 3201165 .3236498

Total 5 cent fares 14130041

" 3 cent tares 34905

'* complinient'y tikis.. 14.34,34

" employe tickets .... 60658

" badges 205132

" transfer* 2227149

" Cin. locals from L.

& N.iiJCul. Bridffi... 5.58.56

" Owl car receipts $2,843.50

Bridge Crossings:

Suspension Bridge 470047 476644

Central Bridge 108090 28802

L. & N. Bridge 2826.53 332251

Licking River Bridge... 86884 100435

Through Passengers:

Suspension Bridge 5.S05428 5100448

Central Bridge 852761 297687

L.&N. Bridge 4524702 5076737

Licking River Bridge... 947392 928237

Ratio of expense to earnings:

Withtolls 52.32 61.26

Without tolls 40.12 50.18

135 817.30

^44,639 04

98.13
2.63

3.93
739714

13420649
357.50

123290

118664

136193
2210992

62778
$934.41 ?1,909.09

709392

68939
16157

4049S0
6.55074

1915.5

DECREASE.

8.94
10.06

1.30

J5333

755
58006

6922

6597

49598
13551

552035

The average number of cars operated per day in 1899 was 60.71.
a decrease of 2.10 compared with 1898. The average mileage per car
per day was 144.44.

The following table shows the expenses per car-mile itemized:

Per car mile.

1898. 1899.

Interest on Bonds 5.57c 5.63c

Interest on Real Kstate Loan 14 .14

Interest on Current Loan .03

Kent 08 .08

Telephone Kent 04 .03

Track Kent 03 .03

Insurance 06 .06

Damages 68 .56

Printing and Stationery 03 .04

Legal E.xpense 10 .17

t>fficers' Salaries 26 .33

Stable Expense 04 .04

Expense J4 .11

Office Service 18 .17

Tolls, Suspension Bridge 1.70 1.87

" Central Bridge 17 .32

Licking River Bridge 09 .10

Newport and Cincinnati Bridge 37 ,43

Taxes i.ii 1,12

Store House Expense 04 .04

Building Repairs 01 .03

Track Repairs 91 ,53

Line Repairs 36 .26

Car Repairs j.13 .46

Motor Repairs 32 .23

Power House Machinery Repairs 17 .04

Miscellaneous Equipment Repairs oi .01

Shop Tools and Machinery Repairs 02 .01

Power House Expense 1.14 i.n

Hired Power 16 .17

Car Service 4.42 4.34

Car House Expense 24 .23

Motor Expense 05 .05

Car Expense 61 .58

Total expense per car mile 20.48c 19.34c

KfCfipls per car mile 21.06c 22.28c

Net profit per car mile % .s8c 2.94c

Talilc III shows the itemized statement of power house expenses.
Twelve ".■\merican"' stokers were installed in March. 1899, and have
proved their elTicicncy as smoke preventers and greatly reduced the
cost of fuel and labor. The Newport power station of the com-
pany was abolished and the equipment of the Covington station in-
creased by the addition of a i,200-h. p. engine built by the C. &. G.
Cooper Co., of Mt. Vernon, O., and an 800-kw Westinghouse gen-
erator.

This plant now has a capacity of 4.250 amperes, the engines being
rated at 4.000 h.p. and the boilers at 3.100 h. p.

OPF.RA

TINC EXPENSKS Of THE POWER HOUSE

isee.

C-.I C«. i*h«

MlH

TM.I C ^1
K W.Hw

"Sr,"

Lb. Cn.l
K W, H(n.r

Tft-.CMl

TOT.l Co»T

JftflOWJ,

OO.SM

IPO 337

00 058

683

IM23

e»6

6184

$3.m4B

Tebruirj. ■

00.«9

ODMl

00 l»

•|M7&

75»

67 14

yitoM

M.ult. ■

00,386

oown

OO.il3

,838

Mt09

7 01

6063

3,836.12

April,

003SI

00M6

OOOfcS

.682

I3««

674

S»23

S.8SIU

M.J, .

00.H0

OOIM

DO.OM

,685

137Z7

^<>9

40 58

:,mi6

June,

0D33D

00O8«

.676

14088

534

37 67

2,860.85

J"'^. ■

OO3T0

00 231

00 030

.6.M

14.»

551

3»m

2^2130

AupjtI.

00S«6

00 214

00 ,16

.705

MTOI

<nr-

40 W

3.234.84

ScpKmbtr.

003fli

00 210

ooioe

680

1J320

i.77

4157

2.V1166

0<lober. -

00 too

00.19S

00082

680

11696

6 14

46 23

3.123 90

Norembtr. ...

noj«9

nOIRfi

OO.fWl

616

15&TI

S.<8

4te«

2.STa&6

December.

00.30S

OOIJl

oaoTi

530

17IB1

173

4074

3.834.66

MJ71

00.218

00.092

.683

14847

5.95

44.11

»3T.039 16

NoTt— The loial <oH Include) r«p

In .mouit

•ng 10 »I,427.06

During the year 58.000 ft. of new trolley wire was put in place.

October 1st a new car house was completed. This building is of
brick and iron, with a frontage of 90 ft., and depth of 275 ft., with
capacity for too cars: eight tracks run the entire length of the
building, with pits 60 ft. long, between each track for overhauling
of cars; each pit is supplied with steam pipes for the drying out of
cars and equipment. On lower floor is the Division Master's office,
a tire proof oil room, repair room and first-class lavatory for use of
the men, which is supplied with porcelain bath tubs and latest sani-
tary plumbing. On the second floor is the reporting room for men
where they make out their daily reports, and lockers are provided
for each crew; here are also the oflice of Inspector in Chief and Su-
perintendent of Line Department; reading room, where can be
found magazines, papers, etc., which the men thoroughly appre-
ciate and enjoy. This building was erected at a cost of $23,909.

Upon the completion of the new car house, the Dayton, New-
port and Main St. car houses were abandoned, and the system was
reorganized, making two distinct divisions. .Ml lines east of the
Licking River belong to the Newport Division, and all lines west of
the Licking River belong to the Covington Division. By this cen-
tralization of the work, the results have been not only satisfactory,
but the work has been simplified in every respect.

New shops in close pro.Nimity to the car house and power house
have been fitted up.

During the year considerable work has been done on the track
and roadbed, and on the Ft. Thomas line a substantial trestle of
over 100 ft. long was put in. The system now embraces 56.25 miles.
24.11 in Kenton County. 25.87 in Campbell County. 3.52 on the
four bridges and 2.75 miles in Cincinnati.

Ten new convertible cars mounted on Pcckham trucks were ad-
ded at a cost of $15,422, which included also the Westinghouse
controllers.

In conclusion President Ernst said:

"The company is to be congratulated upon the very few acci-
dents which have occurred during the year, and the damage to pro-
perty was in every instance slight. The total amount paid out dur-
ing the year for claims amounted to the insignificant sum of $4,300.
and to carry 14.574.260 passengers without the loss of a single life
or even serious injury is a record of which the company may well
feel proud.

"This record is in a measure due to our custom of giving prizes

Apr. is, 1900.]

STREET RAILWAY REVIEW.

225

t<i iiinroriinii li.uiiiK 11(1 acriMcrils during tlu' year, as il lias a ten-
dency to make tliini both cautions and careful in the handling of
their car, and although accidents of every character are charged
up against them 17, out of u.s motornien received the first prize of
$JS. as they had no accident of any nature during the entire year.
Prizes of same amount are awarded to conductors taking the best
care of the car and for general deportment while on duty.

"Owing to the steady increase in travel, our car equipment will
he increased liy the imrchase of ten or fifteen more cars of the
latest ilesinii. and will lie ready for ns<- in time for the summer
travel.

"The car house at Slate and Madison Sis. will soon be thoroughly
overhauled and remodeled, and capacity for the storage of cars en-
larged, as well as the fitting up of rooms for the convenience of the
men similar to the car house in Newport."

The officers are: President, J. C. l'"rnst; vice-president, Julius
ricischman; secretary and treasurer, George M. Abbott. The op-
erating company is the South Covington & Cincinnati Street Ky.
with tin- s.mu' ollicers, save the vice-president. John .\. Simpson.
# ■ »

NEW YORK RAPID TRANSIT BEGUN.

The work of ex.cavatiug for the New N'ork Rapid Transit tunnel
was formally begun on the afternoon of March 24tli, when the
mayor of New \'ork thrust a silver spade into the ground at a point
near the city hall. The mayor was followed by Mr. McDonald,
the contractor, and then by President Orr, of the Rapid Transit
commission, Vive-President Starrin, Comptroller Coler, and others,
each throwing up a spadeful of earth. It is said that 20,000 people
witnessed the ceremony, which was made the occasion of appropri-
ate addresses by the mayor, Mr. Coler, Mr. Orr and others.

When it is considered that the dirt thrown out by these dis-
tinguished persons had already been once removed by the workmen
who took up the pavement over it, and then returned and left loose
so that the silver spade would handle it easily, and that the hole
will have no connection with the tunnel, its only function being to
provide something for the bronze commemorative tablet to cover,
this ceremony appears to be somewhat of a farce, and a poor way of
spending $5,000.

CHISHOLM & MOORE EXHIBIT.

The Chisholm & Moore Manufacturing Co., of Cleveland, was the
only supply company which had an exhibit at the meeting of the
American Railway Engineering and Maintenance of Way .Associa-
tion, held in Chicago March 14th to i6th, and was represented by
Col. W. E. Ludlow, manager of the railway department. Col. Lud-
low's exhibit, which was displayed in one of the parlors of the Vic-
tori? Hotel, the association headquarters, consisted of the well-
known ".\nierican Standard" rail joints and special track and shop
tools.

The joint exhibit comprised sample joints, as assembled with the
rails, for 60, 70 and 80 lb. A. S. C. E. sections, and the handsomest
joint model that was ever shown at a convention; this was a full
size model, the rail of polished brass and the joint castings of alum-
inum, mcniiited on a plush covered brass table. This model was
made by Col. Ludlow, himself, and he was well repaid for his
trouble by the attention which the "16 to i" model attracted.

The tool exhibit comprised: ."X regular No. 2 Chisholm & Moore
air drill for iron, a No. 2 reversible air drill, a pneumatic chipper
and calker, a boiler flue expander and a flue cutting-off tool. The
air drills are made in five sizes Nos. i to 5, and are designed so as
to be very light for the capacity, the casings being of aluminum.
The drill for iron, which was mounted for drilling rails in place with
an "old man" designed by Col. Ludlow, had recently been in a com-
petition with other drills where it drilled a iV^-in. hole through 2-in.
steel in 2V^ minutes, the second best doing the same work once in
7 minutes and sticking at the second attempt: on lighter w'ork. I -in.
holes through the web of a 70-lb. rail, the time ranged from 32 to
38 seconds. The reversible drill is an entirely new tool, the one
exhibited being the first made by the company.

The boiler tube expander mentioned is adapted for hand working
or may be used with a power drill; it is self-feeding, that is. it en-
ters the tube by virtue of its rotary motion and needs no end pres-
sure. The tool h.is ball bearings so that friction is reduced to a
minimum.

Among the other new devices made by the company is a rectang-
ular frame for supporting a rail drill; it is mounted on four wheels
that roll on the rails so that it can be easily moved from point to
point. The exhibit also included Avery cast iron lie plates.

THE UNION AT INDIANAPOLIS.

On .March 22d a number of the employes of the Indianapolis
.Street Ry. held a meeting to perfect organization as a branch of
the .Amalgamated Association tjf Street Railway Employes. The
company having in min<l the experience .of the old Citizens' com-
pany with the organization among its men, naturally did not regard
the movement with approval, and on March 28th it was announced
that the local union had been disolved.

There has been no union among Indianapolis street railway men
since 1894; the organization disbanding at that time participated in
three strikes, two of which lasted weeks and lied up all the lines.
In the first strike arbitration was reached, and a temporary concil-
iation efTected, but soon after there was another source of friction,
and another strike was begun. The third was in the fall of 189J,
on the day Nancy Hanks was to trot against the world's record at
a race meeting, the G. A. R. encampment being there at the same
time, the lines were suddenly tied up by order of the executive
boarii at noon, and remained dead until night.

EMPLOYES' BALL AT OAKLAND, CAL.

The Carmen's Social & Benevolent Society, composed of the
street railway employes of Oakland, Cal., recently entertained its
friends at its third annual dance given in one of the large halls o(
the city. Erom one of the souvenir programs of the affair sent us
by the secretary, Mr. D. Hughes, we notice the names of a number
of the waltzes and polkas were changed to suit the occasion.
.'\mong the dances were: Got a Flat Wheel, Fares Please, Walk
Back a Block and Au Revoir — The Owl is Waiting. The social
features of the society arc in charge of a competent committee.

BBor

17 18

I 4-|-^^f^^t^8i-9 fTbYh ^2 I 13 lyili I 16
19 I 20 1 21 I 22 I 23 I 24 ' '25 | 26 1 27 28 [ 29 [ 30 | 31 1 P

The tickets for the ball, as shown herewith, were designed in
imitation of the transfer slips used on the lines of the Oakland
Transit Co.. properly punched as to date and time limit.

LAKE STREET ELEVATED LITIGATION.

In i8g6 the Lake Street Elevated R. R.. of Chicago, filed a bill in
ei|uity to remove the Farmers Loan & Trust Co.. of New York,
as co-trustee under its first mortgage, on the ground that it had not
complied with the state statutes by depositing $200,000 with the state
treasurer. .\n injunction was also obtained preventing the Farmers
Loan & Trust Co. and Wm. Zicgler. who owned $600,000 of bonds,
from foreclosing the mortgage.

The decisions in the state courts were in favor of the Lake Street
company, but on March 26th the United States Supreme Court
held that the cause should have been removed to the Federal courts,
and it will now be retried in the United States Circuit Court.

The Newport News & Old Point Railway & Electric Co. will
endeavor to prove in court that the license tax imposed by the city
is illegal.

226

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

PERSONAL.

MR. II. H. \'.\NDEGRIFT has resigned as suixTiiUendent of tlic
Wilmington (Del.) Cily Ry.

MR. \V. J. COLE resigned as cashier of the Fund dn I.ac Street
Railway & l.ijjht Co. on March 15th.

.MR. 1'. J. C.\K.\1.\C1\ has succeeded .\lr. 1". W, Sweet as man-
ager of the Charleston (W. Va.) Traction Co.

MR. S. L. NELSON, the newly appointed manager of the line
at Wichita. Kan., was a "Review" caller last month.

MR. CH.-\RLES .-\. /VLLEN. author of the Illinois .Mien law, is
a candidate for speaker of the state house of representatives.

MR. CH.\RLES T. VERKES has been chosen chairman of the
board of directors of tlje Northwestern Elevated K. R., Chicago.

MR. E. E. CL.ARK was appointed temporary receiver for the
Benton Power & Traction Co., St. Cloud, Minn., on March nth.

.MR. JDIIX 1'. .MORSE, president of the Brockton (Mass.) &
Plynionth .Street Railway Co., last month resigned froni that office.

MR RICII.XRl) R. QU.\Y, son of Senator M. S. Quay, of Penn-
sylvania, has been elected president of the New Castle (Pa.) Trac-
tion Co.

MR. T. P. POPE, formerly with the Edison Electric Co. at New
Orleans, has been appointed superintendent of the Virginia Electric
Railway & Development Co,

MR. JOHN D.\Y, as president of the St. Louis & Belleville
Traction Co., recently subscribed $5,000 to the fund for the St.
Louis World's Fair, to be given in Kjo.v

.MR. GEORGE O. N.\GLE has accepted a position with the
well-known engineers, Ford, Bacon & Davis, New York City, and
has taken charge of an engineering department.

MR. HENRY D. COOKE, president of the Compressed Air
Motor Co., of Chicago, will, it is understood, succeed Mr. H. H.
Vreeland as president of the .\merican .Air Power Co.

MR. CH.JiRLES F. WOODW.\RD has resigned as president of
the Waterville (Me.) & Fairfield Electric Railway, Light & Power
Co., and has been succeeded by Mr. George K. Boutelle.

MR. CH.ARLES L, HULL, formerly master mechanic of the
Chicago General Railway Co., has been made general manager

and purchasing agent of that
company, with which he has been
connected since 1890. He came
from Washington, D. C, in that
year and was appointed clerk in
the office of the promoters of the
General Railway, his name ap-
pearing as one of the incorpo-
rators of the original company.
His ability to handle details and
master the difficulties of the work
made his advancement rapid and
from city buyer in 1894 he has
been promoted to the positions
of general bookkeeper, store-
keeper, cashier, purchasing agent,
master mechanic, and now has
been made manager of the entire
c. L. HULL. system. Mr. Hull has a large

circle of acquaintances, all of
whom will wish him well in his new position. The Chicago Gen-
eral Railway Co. originally commenced business with five cars and
10 miles of road, operated by one loo-kw, generator. It now owns
26 cars and 29 miles of road.

MR. Gb:oR(;E W. B.\UMlIOFF. formerly general manager of
llie l.indell Railway Co.. and since the consolidations superinten-
dent of the l.indell division of the St. Louis Transit Co., was on

March 27th chosen general

manager of the entire system,
to succeed Mr. Jilson J. Cole-
man, who had tendered his
resignation some ten days be-
fore. Mr. BaumhofF is a prac-
tical street railway man. hav-
ing spent nearly all his life
since boyhood with the l.indell
jr- '■ "-' L-ompany, where he became

^'. ihoniuglily lanviliar with all

dep;irlnu-n'ls of the service.
BeiiUDiiiiu as tile driver of a
horse car he worked up
through the various grades of
barn service and entered the
general offices as a bookkeep-
er; continued promotions
brought him to the top of the
ladder in the operating de-
partment, and the present appointment makes him manager of one
of the large street railway systems of the country. Mr. Baumholif
has the best wishes of a host of friends who feel confident that he
will earn new' laurels in a wider field.

._•' -j»g-.~.iwS>r.-v:- ■ i

G. W. BAUMUOFf.

.MR. C. D. SHEP.\RD, for two years the superintendent of the
Pahner & Monson Street Ry., has resigned to become superin-
tmdent of construction for Fred T. Ley & Co., of Springfield.

.MR. GEORGE L. WELLINGTON, president of the Cumber-
land (Md.) Electric Ry., has succeeded Mr. J .A. Milholland as
president of the Edison Electric Illuminating Co., of Cumberland.

MR. .ALEXANDER CHAMBERS, secretary of the Newtown
(Pa.) Electric Ry., accompanied by his brother, is soon to return
to Honduras, where they are interested in railways and copper
mines.

MR. WILLIAM D. GRANT, the mayor of Willimantic, Conn.,
has been chosen to succeed ^fr. John Pettis as president of the Wil-
limantic Street Railway Co. The company has not yet commenced
to bnild its line.

MR. EDWARD P. BURCH, of Minneapolis, Minn., on March
2lst delivered a lecture before the upper classmen of the Nebraska
University on "Heavy Street Railway Engineering" illustrated
with 50 lantern slides.

MR. P.\R1S L. D.-WIS has taken up his new duties as superin-
tendent of the Marquette City (Mich.) & Presque Isle Street Ry.
He was for a number of years connected with the railways at Ben-
ton Harbor and St. Joseph, Mich.

MR. F. J. STOUT, formerly superintendent of the Wheeling &
Lake Erie R. R., with headquarters at Toledo, O., has just been
appointed general manager of the Toledo. Fremont & Norwalk
Electric Ry., a new line under construction.

MR. E. P. BRY.-KN vice-president and manager of the St. Louis
Terminal Ry., will be general manager of the company now organ-
izing to operate the Rapid Transit road in New York. During con-
struction he will act in a consulting capacity.

MR. E. E. HIGGINS, editor of the Street Railway Journal, of
New York City, is devoting considerable time to Success, a new
periodical in which he has recently become interested. We wish
him all that the name of the new paper implies.

MR. HARRY DE STEESE, formerly manager of the railway
supply department of the Western Electric Co. in New York, was
a "Review" caller recently. Mr. De Steese is now on his way to
Europe, where he will rejiresent the Sturtevant Engineering Co.,
of London.

Apr. 15, KXK). ]

STREET RAILWAY UEVIEW.

227

MR. !■:. (i. CONNI'.TTI':. roiutmI iiiaii:.KiT <>i llu- N;i-,livilk- Uy.,
riiul llie Ciiiii1)i-ilaii(l ICIeclric l-iRliI & I'owc-r Co., lesiKiH-d to be-
come general manager o( the Syracuse (N. Y.) Kapid Transit Co.,

issuming his new (hilies April
isl. He was .also cliosen a diree-
Inr of the company. Mr. Con-
nelte was born in Indiana, and at
an early age entered the railroa<l
bnsiness in the service of the Cin-
cinnati Short Line, lie w.is willi
this company when the I.nnisville
& Nashville pmchased the roa<l,
and he continued his coiniection
with the Louisville & Nashville
until i<S<x), when he resigned to ac-
cept the position of superinten-
dent of the United Electric Kail-
way Co., a position he held for
one year, and since then has been
general manager, until last April,
when the various properties were
consoliilated. Since the consolidation of the properties, Mr. Con-
nclte has been General Manager of the Nashville Railway and Cinn-
land Klectric Light iV Power Companies, a position he filled with
entire satisfaction In the owners of the properties.

sure it will cvrnlually be consummated." At present ihcrc are (our
distinct systems in the city.

E. <;. CONNETTIC.

MR. O. F. (;A1T1I1'".R. of Chicago, having disposed ..f liis hold-
ings in the Consolidated Street Railway Co.. of Grand Rapids,
Mich., has resigned as secretary. The new stockholders on .March
16th elected four new directors, George 1''. Hardy, George Hefferan,
C. M. Clark-. ,\nlon G. Hodcnpyl.

MR. CH.\KLi;S 10. FLVNN, general manager of the Easton
(Pa.) Transit Co., has the sincere sympathy of all his friends in the
recent <leath of his wife. .Mthnugh Mrs. Flynn had been an in-
v.'ilid for sivcral years, her dealh was (piite unexpected. The
funeral was held al Winona. Minn., lu-r former home.

MR. GEORGE S. WHIP?, formerly with the Standard Air
Brake Co., will hereafter represent the railroad department of the
Boston Woven I lose & Rubber Co., of Boston and New York.
Mr. Whipp has been in the supply business for many years and his
large circle of friends will wish liini every success in his new ven-
ture.

MR. ,-\. H. FORD, secretary and treasurer of the New Orleans
(La.) City Railroad Co.. on .Xpril ist retired from that oftice to ac-
cept the position of general man-
ager of the New Orleans & Car-
rollton R. R. Mr. Ford was born
in New York City. July 28, iS.sg.
and his early business life was
spent in the employment of va-
rious steam railroad companies.
.■\t the age of 17 he held the oftice
of clerk to the receiver and local
ticket agent of the Lake Erie,
Evansville & Southwestern R. R.
From 1880 to 1884 he was secre-
tary of the Evansville & East-
ern R. R., assistant auditor
of Evansville, Rockport & East-
ern R. R. and when the two com-
panies were consolidated he be-
came traveling auditor. From
1886 to 1892 he was successively
auditor of the Kentucky & Indi-
ana Bridge Co., treasurer and auditor of the Louisville &
Southern R. R. and secretary and treasurer of the Southern Con-
tract Co. He left Louisville in 1893 and since that time has been
associated with the New Orlean.s City Railroad system, enjoying
the fullest confidence of its officers and stockholders. His resigna-
tion was accepted with much reluctance.

Asked in regard to the rumored consolidation of all the street
railway companies in New Orleans, Mr. Ford said to a reporter:
"I have always been a strong advocate of consolidation and I am

A. H. FORD.

MR. T. J. I-'ICLUICR, vice-president of the Nashville Ry., has
assumed the executive duties of llie office vacated by .Mr. Coii-
nettc. Mr. George Swint will be supcrinlcnilcnt in charge of the
operation of llie railway, and Mr. J. M. S. WarinK, electrical en-
gineer, will be superintendent of the Cumberland lilectric Light
Sr I'ower Co.

.MR. J. CLlFTtJN ROBINSON, superintendent of the London
United Tramways, writes on "British Tramway IJevelopment" in
ihe h'ebruary issue of Cassier's Magazine. lie makes the statement
in his opening paragraph that the initial attempt to introrlucc tram-
ways in Great Britain was made at Birkenhead in i860 by George
I'Vancis Train.

MR. .\IOR.\l(JRU JIO. electrical engineer for the Kansas Cily
I. Mo.) & Leavenwortli Electric R. R., has been appointed superin-
tendent of a proposed system of electric railways between cities In
Japan. Mr. Jio comes from one of the best Japanese families and
is spending several years in this country in order to become thor-
oughly informed regarding American street railway practice. He is
a graduate of the department of electrical engineering at Kansas
.State University.

MR JOHN II. ROBERTSON, superintendent of the Third
,\venue R. R.. of New York, on .Xpril 7th tendered his resigna-
tion, to take effect April 30th, which was accepted with regret
by Receiver Grant. Mr. Robertson has been in the service o( this
company for 33 years, during 7 of which he was in entire charge
of the shops and all other mechanical work, and 19 as superintend-
ent. In this time the system of motive power has been twice
changed, from horse to cable and from cable to undergrcjund elec-
tric, the work being under his personal supervision. Mr. Robert-
son is a native of Edinburgh, Scotland; he served in the 69th New
York in the Rebellion, and in 1867 began work in the shops of the
Third .Xvenuc company.

MR. G. M. BRILL, who for the last three years has been assist-
ant manager of the construction and mechanical departments for
Swift & Co.. has resigned that position and opened offices at 1 143-4
Mar<|uette BIdg.. Chicago, to engage in practice as consulting
mechanical and electrical engineer. Mr. Brill is well fitted for this
work, having had nearly 10 years" experience in designing and build-
ing power houses, shops and refrigerating plants, .\fter graduating
at Cornell University in 1891. he went with the Salvay Process Co.,
of Syracuse. N. Y.. as engineer of experiments and tests, and later
was chief engineer in charge of construction when the company
built its Detroit works. In 1897 Mr. Brill became general engineer
for Swift & Co., and during the three years he was with them his
work was largely in a consulting capacity.

OBITUARY.

MR. ALLEN FOLLICK. master mechanic of the Oakwood
Street Railway Co., Dayton, O., died on March !4th.

MR. WILLIAM R. PRALL, paymaster of the Statcn Island
(N. Y ) Rapid Transit Co., died March 19th, after an operation for
appendicitis.

MR. JOSEPH H. BROWN, formerly a director of the Lowell
(Mass.). Lawrence & Haverhill Street Ry.. died at his home in
Lowell on March 26th, aged 8i years.

MR. N. H. BECKER, vice-president of the Geneva (N. V.V.
Waterloo. Seneca Falls & Cayuga Lake Traction Co.. died al Con-
stantinople on February ist. aged 60 years.

MR. CORNELIUS PIERPONT. of New Haven. Conn., who
built some of the horse car lines now forming part of the Fairhaven
& Westville system, died on March 20tli, aged 70.

^rR. ADDISON C. RAND, president of the Rand Drill Co.died
suddenly at his home in New York on March Qth. Mr. Rand was

228

STREET RAILWAY REVIEW.

(Vol.. X, No. 4.

one of the pioneers in developing rock-drilling and air-compressing
macliinery and was identified with many nieclianical and engineering
associations.

MR. FR.ANK O. MASON, superintendent of the Xew Castle
Traction Co. and the New Castle Electric Co!, of New Castle, Pa.,
died on March Jjd, of typhoid fever, after an illness of three weeks.

MR. BERN.aR^ M. SH.^NLEY.-prcsident of the Consolidated
Traction Co.. of Jersey City, N. J., and largely interested in electric
railway and lighting companies, died at his home in Newark t>n
March lotli.

MR. JOHN R. BULLARD. of Boston, died at his home March
i6th; he was interested in electric railways and was for years a di-
rector of the NorfoiK Suburban. West Roxbury, Roslindale and
Norfolk Central companies.

MR. GEORGE E. NEVVLIN, formerly treasurer of the West
Chicago Street Kailway Co., and since the consolidation associated
with the Chicago Union Traction Co.. having charge of the rentals,
died suddenly on .April _>nd.

.\1R. JA.MICS 11. FROTHINGH.'\M. for many years treasurer
and later receiver of the Kings County Elevated Railway Co.. of
Brooklyn, died recently at the age of 67 years. He was one of the
original promoters of this road and assisted in the recent reorgan-
ization of the company.

.MR. CHARLES R. BROWN, manager of the railway depart-
ment of the Michigan Malleable Iron Co., Detroit, died in that city
on Sunday, March nth. He was sick but three days, and his death
occurred at a hospital shortly after an operation. While Mr. Brown
was more widely known among steam railroad men, he enjoyed a
large acquaintance in our own field. He was for several years in
the sales department of the Illinois Steel Co.. and looked after such
rail orders as were intended for street railway use. Mr. Brown
possessed an unusually genial temperament, and was one of those
men whom to meet was to like, and to know was to love. He leaves
a widow and three children.

ELECTIONS.

THE NEW JERSEY & HUDSON RIVER RAILWAY
& FERRY CO., which is a consolidation of the Ber-
gen County Traction Co., of Fort Lee, N. J.,
the Ridgefield & Tcaneck Railway Co.. and the Riverside &
Fort Lee Ferry Co., has elected the following directors: S. Davis
I'age. .\. Merritt Taylor. Joseph De F. Junkin. Charles T. Calloday
and William P. Clark, of Philadelphia; George W. Bacon. Frank R.
Ford. .Archibald S. White and Charles A. Liebe, of New York;
Charles N. BKick. of Norristown. and James C. Young, of Jersey
City. The officers are: President, A. Merritt Taylor; vice-presi-
dent, W. H. Clark; secretary and treasurer. W. N. Burrows.

THE BIDDEFORD & SACO R.AILROAD CO. last month
chose new directors who elected Charles H. Prescott (formerly
treasurer and general manager) president, and E. A. Newman gen-
eral manager.

NEW PUBLICATIONS.

••L.\ PEQUENA INDUSTRl.V' is a paper just started at Val-
encia, Spain, to deal in a popular way with electrical develoi)mentii
in that country.

THE MINNEAPOLIS TIMES, of Minneapolis. Minn., is tak-
ing advantage of bright business prospects to issue a special edition
called the "Times Northwest-Orient Edition." This deals with the
present financial, commercial and maritime conditions of the North-
western territory.

"SCIENCE ABSTRACTS • is published monthly by E. & F. N.
Spon. 125 Strand. W. C. London, for whom Spon & Chamberlain.
12 Cortland St.. New York, are sole American agents. The price is
2s or 50 cents per number: per year with index, $6.

THE TRANSACTIONS OF THE PACIFIC COAST ELEC-
TRIC TRANS.MISSION ASSOCI.ATION, giving the proceed-
ings of the third annual convention held in June last, have been re-
ceived. The contents comprise the following papers, with the dis-
cussion had on them: "Tests and Calculations for a 40-mile Alum-
inum Transmission Line." by F. A. C. Perrine; ""Hints on Long-
Distance Transmission," by R. W. Van Norden; ""Electric Lighting
v. Gas." by John Martin; ""The Regulation of .Alternating-Current
Generators." by C. L. Cory; ""Electrically-Driven Centrifugal
Pumps." by Lewis A. Hicks; ""On the Determinatinn (if a F'air Re-
turn for Current Supply." by C. W. Iluttou.

"■ELECTRIC WIRING," by Cecil P. Poole, is a recent publica-
tinii by the Power Publishing Co., of New York. It is designed for
practical wiremen called upon to lay out their own work, and as a
reference book for engineers having to make calculations for trans-
mission circuits. In the preface the author states that all the tables
given have bec'n computed from fiuidameiilal formulas and their ac-
curacy carefully verified. Wiring tables for alternating current mo-
tors are included and also tables giving the corrected drop in induc-
tive circuits. It is believed that these are the only tables of the kind
in print, and they should prove convenient and valuable. The book
comprises 100 pages, pocket size, and is hound in llexible covers;
price, $1.00.

■THE JOURNAL OF THE ASSOCI.ATION OF EN-
GINEERING SOCIETIES" for January contains a paper from the
Cleveland Society upon dock equipment fur the rapid handling of
coal and ore on the great .American lakes, one from the St. Paul
Society describing the removal of portions of a bridge crossing the
Mississippi at that place, one from the Louisiana Society upon the
progress of drainage in New Orleans and one from the Detroit So-
ciety upon masonry construction, earth pressures, etc. The report of
the secretary, which is given in this number, shows that the member-
ship of the allied societies has reached a total of nearly 1,500. The
net cost of the Journal to members has been reduced from $J.66 in
tSgs to $1.00 in iSgO-

STEPHENSON WORKS TO BE SOLD.

The last chapter in the affairs of the John Stephenson Co., Lim-
ited, of Bayway, near Elizabeth. N. J., will be concluded on Wednes-
day. April 25th, when the receiver, Albert .A. Wilcox, will dispose
of all the real and personal property at public sale, without reserve.
"The material, such as lumber, iron, malleable, cast and rough stock;
tool steel, cast steel and the hundred and one kinds of necessary
supplies for such establshmcnts, will be sold in lots. There is a
large stock of well-seasoned, high-grade lumber which it is worth
while for car builders and cabinet woodworkers to make note of:
The plant, consisting of all the real estate, buildings, machinery,
fixtures, motors, patterns, etc., will be disposed of in one parcel.
The area of the grounds is about go acres, well located. Permits to
inspect the premises can be had from the receiver at R
No. 95 Liberty St., New York.

im 709,

BATES FANS.

In anticipation of the demand for electric fans which develops
with the approach of summer, D. L. Bates & Co., of Dayton, O.,
have issued a new descriptive catalog of their well-known fans and
fan motors. The principal types offered this season are four-blade
ceiling fans for <lirect current at no, 167. 220, 250 or 500 volts; two-
blade ceiling fans. direct current at any of these five voltages; electro-
lier ceiling fans with detachable blades, direct current, five voltages;
stationary electrolier four-blade fans, direct current, five voltages;
column fans, with or without lights, no, 220, or 250 volts; desk
fans for three speeds, made for direct current at 1 10. 220, or 250
volts; bracket fans. This firm has a national reputation for the ex-
cellence of its fans of which thousands are in use.
♦ «♦

Mr. George H. Harris, electrical engineer of the Birmingham
(.Ala.) Railway & Electric Co., writes us that the company has con-
victed no less than a dozen persons of stealing rail bonds, the sen-
tences being in some instances for three years.

Ai'K, IS, lyixi.J

STREET RAILWAY REVIEW.

129

FOREIGN FACTS.

TIk' SuariM-a (VV'.ilcs) CDrporalion Tramways aru tn l)c cxli'iideil.

Conlrails (ui (.liiliic Iramways have been let by Ncwcastlc-oii
Tyne. I'jik.

The Wolverhainploii (ICmk.) Ciiiporalinn will take n\er the tram-
ways at a price of £j2.5oo.

Wni k li.i- been ciininuii.cccl (ill the new (lowcr staliciii iif the
1 liulik islielcl (I'.iiK) Iraimvays.

All interim diviilend nl' 4 per eeiil has been declared by the Cape
h'.leetrio rrannvays, nf (ape Tnwii, South Africa.

Another electric line has been openeil in Liverpool, rnnninK from
,'\intrce, at the north end of the city, to .Mgbnrth .St.

Dispatches from Soiilli .\frica state th,it the tr.ini cars at Kim-
hcrlcy were kept runniiij; through the entire period of the siege.

The Middlesex (Eng.) Cijunty Council is ajiplyinn to the Li^ht
Railway Conimissioners for rights to construct electric railways.

.■\ concession for an electric railway in the Caucasus. Russia, from
Tillis to Kachetien. has been granted to Prince Tochawtschawodrc.

March gth the first electric railway, comprising a few miles of

what will ere lon^; he a large system, was opened at Havana .Cuba.

The building of an electric road connecting Salonica. Turkcy-in-
Europe. and Langaza is under consideration by the Turkish Gov-
ernment.

.■\ majority of the members of the (ilasgow tramways committee
are opposed to the carrying of advertiscmtnts. cither on the inside
or outside of cars in that citv.

Manaos. Brazil, has an electric railway 15 miles long, with seven
miles additional under construction. The concession is owned I)y
Chas. R. Flint, of New York Citv.

It is expected an experimental train will be run over the Central
London Ry. within a few weeks, and the road will probably be
o|)cned to traftic a few months later.

Owing to the condition of the metal and money markets the
Great Yarmouth (Kng. ) tramways committee has decided to defer
for the present the work of laying the tram lines.

The policemen at llamhurg. Germany, are instructed to watch the
cars closely and if they find a car with a single passenger more than
the law allows the conductor is fined 72 cents.

The technical institutions in Berlin. Germany, have filed com-
plaints before the Reichstag respecting the electric and magnetic
disturbances to various instruments caused bv trollev currents.

By the bill deposited by the London United Tramways Co. for
the next session of Parliament, power is sought to extend the sys-
tem by the construction of new lines nearly 2\ miles in length.

There has been incorporated at Naples. Italy, the Socicte Generale
des Tramways et Chemins dc Per du Centre, with a capital of
1,250,000 lire to construct electric tramways in the vicinity of Naples.

.\ bill has been introduced in the House of Commons empower-
ing the South-Eastern Metropolitan Tramways Co.. of London.
Eng., to equip its system for electric traction at an estimated cost
of £ 158.029.

A company has been formed for the construction of an electric
railway connecting Kogoori. a station on the Sanyo Ry.. with
Vamaguchi. Japan, a distance of about nine miles. Count Vaniada
is one of the incorporators.

The Tokyo Tram ( 'o , o( Tokyo, Japan, lias rieclared a dividend
of over .50 per cent on its biisinen-i for last year. On Jan. I, 1900,
the company carried loX.goo passengers, as compared with g6,70O
liasscngers on Jan. 1. iK(/j.

Two electric tramway companies have been incorporated to build
lines near Rome, Italy. These arc Socicia per le Tramvic Elcllrichc
di Tcrni. and Socicia dcllc Tramvic c F-'errovic Elcttrichc. The
president of the latter is Count Carlo Rasponi.

The plan submitted by the Burma Electric Works Syndicate, Ltd.,
for building an electric railway has been accepted by the Mandalay
(liulia) municipal committee. The tramway is to be commenced
within one year and completed two years thereafter.

.According to a London newspaper, in the first year of ihc corpii-
ration management, the Glasgow Tramways carried 60,000.000 pas-
sengers. Last year they carried llf),ooo.ooo passengers. C(|uiv3lcnt
to the entire population of Glasgow three times every week.

The advantages of electric traction over horise haulage have
been iiarticularly well shown at Bristol. Eng.. and Dublin. Ireland.
In both of these cities traffic receipts have increased and operating
expenses have decreased sufli.'-iently to warrant an extra dividend
of I per cent.

The electrical extensions of the City & South London Ry. to
Moorgate St. have been opened to the public, and the new power
station at Stockwell is now operating the system. There has been
put in force a new tariff of fares, regulated on a ticket system
according to the distance traveled.

Robert S. S. Bergh. U. S. Consul to Sweden, writes irom that
country as follows: "Electric railways and tramways are being
planned for Gothenburg. Lund. Bjcrrod and Jonkoping. In this
line, as in everything else, the Germans are always watchful: if
necessary they send experts here to study plans, etc. If it is not
practi.cal for .Americans to do likewise, they could possibly employ
active agents to represent them here."

ELECTRIC RAILWAY DEVELOPMENT IN
RUSSIA.

(PreparcJ by tlie Philadelphia Commercial Mu**nm.

Until quite recently little or no progress was made in the con-
struction of electric street railways in Russia, but at the present
time the construction of new lines is going on in all parts of the
empire, and concessions have been granted for many others, so
that now may be said to be an opportune moment for .American
manufacturers of street railway materials, rolling stock, electrical
machinery and equipment, etc.. to make energetic attempts to se-
cure a market for their products in that country.

.■\ correspondent of the Philadelphia Commercial Museum writes
that institution from Riga to the effect that the city of Riga is ser-
iously consielering the question of building a network of electric
street railways. The city bad already taken the matter in hand and
the Ministry of the Interior had expressed its willingness to as-
sist the corporation by granting it a loan for the purpose. The esti-
mated cost of this project is $800,000.

Electric street railways are now in course of construction at Lu-
blin and from Pabianice. via Lodz to Zgierz. .\ line is also pro-
posed to connect Dombrowa. Sosnowice and Beddzin. and it is be-
lieved that work on this will shortly be commenced. We gave
some interesting data concerning the street railways of Warsaw
and Witebsk in the "Review" for November. 1899. page 797.

German manufacturers have sample warehouses established in the
largest towns of Russia, and if .American manufacturers want to
enter into competition, they will certainly have to do likewise. They
al.so should be properly represented by active agents.

Catalogs should be printed in the Russian language, or in de-
fault of this, in German, as those in English are absolutely use-
less, and the money spent in forwarding them is only wasted.

From New York to Reval. the nearest port to St. Petersburg,
the present freight rate is 22s. 6d. ($5.47) and 5 per cent primage per

230

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

ton of J.240 lbs. or 40 cubic feci., ship's option. Particulars, how-
ever, can be oblained from the New York agents of the various
steamship lines, as follows:

Fundi, Edye & Co.. Produce E.xchange .^nncx.

Furness, Withy & Co.. Ltd.. Produce Exchange Annex.

Hamburg .Vmerican Line, 37 Broadway.

Sanderson & Son, jg Broadway.

John W. W. MacDonald in Warsaw desires to represent .\mer-
ican manufacturers of tramway materials, etc.

Correspondence should be opened with and illustrated catalogs
and price lists sent to the following selected list of importers of
electric street cars and electric railway materials in Russia:

Max Kubitzky. Rue Grande Loubianska. Moscow.

Henry A. Lchrs, Myasnitzkaya, House Baskakin, Moscow.

Phillip & Co.. Nachfolgcr, (Aussem & Co.), Naroscika, Haus
Leonov, Moscow.

E. Tillman & Co.. Moscow.

E. Bastian & Co., Bolschaja Morskaja. 27, St. Petersburg.

Societe Enegie, Nadcsclidunskaja, 34. St. Petersburg.

O. Spenncmann. Tschcrnyscheflf, 12, St. Petersburg.

Wossidlo & Co.. St. Petersburg.

STREET RAILWAY MUTUAL BENEFIT ASSO-
CIATIONS.

METROPOLITAN BUYS THIRD AVENUE, NEW

YORK.

March 14th .Mr. Hugh J. Grant tiled his report as temporary re-
ceiver of the Third .\venue road, which showed the liabilities of the
company to be:

Funded debt with interest $5.039.583-.^.3

Mortgages and real estate, with interest 92.435.(18

.Iiiilgments. taxes and assessments, with interest.... 207.469.61

Loans on collateral with interest 7,251.764.73

Clainis represented by liens filed prior to rcctiver-

ship 2,333442.33

Claims represented by liens filed subsecpient to re-
ceivership 186.027.78

Loans and bills payable with accrued interest 8.923.963.71

Accounts payable 837,220.82

Total liabilities $24,871,917.99

In addition to this are contingent liabilities as follows:

Indorsements on Union Railway Co. notes. $1,105,000; claims in
personal injury actions, $[0,619,447.69; total, $11,724,447.69.

The sum required to complete the necessary changes in motive
power was estimated at $10,035,657.53.

March i6th Mr. Grant was appointed permanent receiver.

On March 20th the principal stockholder of the Metropolitan
Street Ry. secured a controlling interest in the stock of the Third
.'\venue. thus giving the Metropolitan control of all the surface lines
in Manhattan.

This action was a radical change of policy since on February 24th
our eastern contemporary quoted Mr. Vreeland in a positive de-
nial that his company intended to purchase or in any way seek con-
trol of the Third .Avenue property. The reason for standing aloof
was that "a fully developed property that can not earn the interest
on its debts" did not oflfer any attractions.

The Metropolitan company has decided to spend $10,000,000
during the present year, in improving and extending its lines.

.•\11 of the old power stations, seven in number, will be aban-
doned by July or .Vugust next, and the entire system will be operated
from the new plant at the East River and 96th St., which has a total
capacity of 70.000 h. p. During the present month the work of
changing the cable lines to the conduit electric system will be com-
menced on Broadway. Columbus .^ve. and Le-xington Ave. About
three-quarters of the material needed for the change has been deliv-
ered, so that the present condition of the iron and steel market will
not delay progress. As soon as the necessary legal steps have been
completed the company intends to commence the construction of
two entirely new lines, one in the Boulevard, between 130th St. and
175th St., and the other in i4Sth St., from the Boulevard to Lenox
Ave. Charters for these have been obtained. The new lines men-
tioned with several minor extensions to existing crosstown lines
will amount to about seven miles of track.
4 ■ >

The Union Elevated Railroad Co.. of Chicago, is being sued for
$400,000, for alleged damage to the Palmer House property.

In our issues for February and March of this year, pages 67 and
141, we gave data concerning (juite a number of mutual benefit asso-
ciaticns which have been organized among the employes of street
railway companies. The following arc brief statements concern-
i':'.'. ether similar associations:

'i he Louisville Railway Relief .Association, incorporated inidir
the laws of Kentucky for 2S years, was organized Feb. 14, 1900, with
a membership of 254, and within two weeks there were over 50 ap-
plications for membership pending.

All present employes of the Louisville (Ky.) Railway Co. earn-
ing $1.50 or more per day, who are under the age of 60 years, and
men between the ages of 16 and 45 who may enter the service in the
future, are eligible to membership. Membership in the association
ceases when a member leaves the service of the company.

The officers are a president, a vice-president, a recording secre-
tary, a financial secretary, a treasurer, and a board of managers of
18 members in good standing. ,\t the present time the president
is J. T. Funk, superintendent of the company, and the financial sec-
retary, J. W. Mitchell; the Louisville Trust Co. is the depository.
The financial secretary and the treasurer are permanent nflicers re-
movable only for cause.

The dues arc placed at 50 cents per month, but when the funds
on hand shall amount to $3,000. the dues may be reduced in the dis-
cretion of the management. The Louisville Railway Co. gave the
association $1,000, and promises further assistance if necessary.

The sick benefits are 90 cents per day (after the first seven days),
but after six months' disability this is reduced to 50 cents. If the dis-
ability is local and apparently permanent, but the general health of
the member such that he can engage in other pursuits, no benefit
is payable. The death benefits arc $150 on the death of a member,
$50 on the death of a member's wife, and $25 on the death of a mem-
ber's child under 14 years of age.

The Lowell, Lawrence & Haverhill Street Railway Employes'
Mutual Relief Association was incorporated under the laws of Mass-
achusetts, June 7, 1894, having 77 members at that time. The in-
itiation fee is $2, and the dues 50 cents per month. Sick lieuefits
arc $3 for the first week and then $7 per week for 15 weeks: death
benefit, $100. The death fund is kept up by assessments. The total
sick benefits paid amount to $5,733: total death benefits $500. The
sick benefits paid in 1899 were $1,448: death benefits paid in 1899
$100. The membership at the present time 180. The officers com-
prise a president, two vice-presidents, one from the Haverhill divi-
sion and one from the Lawrence division; a treasurer, a secretary,
and four trustees, two from each division, .^ny employe of the com-
pany is eligible for membership if approved by the trustees. The
company contributes $100 annually towards the sick benefit. The
association now has in the treasury $984.

For the foregoing facts we are indebted to the secretary of the
association. Edw. M. Tracy.

RESTRICTING THE USE OF 4-CENT TICKETS.

The Milwaukee Electric Railway & Light Co. announces that the
4-cent coinmutation tickets which it issues will positively not be ac-
cepted in payment of fares at any other time of day than the stipu-
lated hours during the morning and evening; also that these low rate
tickets are not legal tender and tlie company will not accept a 4-cent
ticket and an additional cent in place of a cash fare of 5 cents. It has
been necessary to make this ruling owing to the impossibility of
properly registering such combination fares on the car registers
now in use, and also to avoid difficulties in bookkeeping. The com-
mutation tickets are not accepted at any time outside of the city
limits.

A new freight ordinance has been proposed for Detroit. Mich.
This provides that the street railways of the city may carry packages,
merchandise and other light freight, milk, farm produce and garden
truck, between 8 a. m. and 8 p. m. The freight cars must transport
material and supplies for the various city commissions, and the com-
pany must pay the city a certain sum for every car of freight hauled
over the lines.

Ai'H. IS, n/Ki. I

STREET RAILWAY REVIEW.

231

ACCOUNTANTS' ASSOCIATION.

I'risiilciil DiilTy :iiiil Secretary Brockway of llic SirccI U.iilway
A.i'romilanls' Associaticjii of Aiiu'rioa liavi' i^^ll(■ll llu- fnllnwiiii^
circular No. I.l iiiulcr date of April lotli:

In prcsciitint!: this prcliiiiiiiary aiiiuniiiccincnt of the fourth an-
nual convention of tlic Street Railway Accountants' Association
of America, it is dccnieil proper to make mention in a brief way of
its organization and objects, and what it has accomplished, as
well as the present status of the association.

It was orKanized at Cleveland, O., Mar. J4, iHy/, with a mem-
bership of 25 companies. The object of the association is set
forth in the Constitution as follows: "The object of this associa-
tion .shall be to bring together those engaged in the accounting
department of street railway companies, for an interchange of
ideas, to iinuiinie the .-idniiiion of a uniform system of accounts,
and to improve the work of the accounting department."

There has since then been formulated and adopted a Standard
System of Street Railway Accounting, covering the Classification
of Construction and Eijuipmenl Accounts, Classification of Oper-
ating E.\pcnse Accounts and forms of monthly and annual reports,
which has been adopted by the street railways of the United States,
Canada and Mexico, thereby securing a uniformity of nulliods, so
desirable, but heretofore considered an imi)ossibility.

rile standard system was adopted by the eleventh annual Conven-
tion of Railroad Commissioners, held in Denver, Col., Aug. 10,
1899, so that in every state where the boards of railroad commis-
sioners exercise supervision over the books and accounts of street
railways, the standard system will be followed.

The association's Department of Blanks and Forms is an import-
ant and valuable feature. There is a collection of some 12,000
blanks, classified and mounted in a series of books, for exhibition
at the annual conventions. This exhibition appeals at once to the
practical men in all departments of street railway work. An exam-
ination of this collection is always helpful, no matter how small
or how large the road. There is a duplicate .set of this collection
in the secretary's office, which is at the service of the members;
selections are sent for examination and use at any time.

The membershii) has increased in two years from 25 companies
represented at the organization meeting in 1897, to too companies
at the convention in Chicago in 1899. And although since then
some members have been lost through consolidations, it has gained
some new ones, which is especially gratifying in view of the fact
that the annual dues for 1900 were increased from $10 to $20. The
income with the annual dues at $10 was not sufficient to meet the
actual expenses, notwithstanding the aflFairs of the association were
conducted with the most careful economy. No one makes any
money out of the association; even the amount voted to the secre-
tary is too small to be considered a salary, but is to defray his
expenses incurred in attending the conventions. The traveling
and hotel expenses of the officers and members of committees in
attending meetings have not been paid by the association. The
work has been with all a labor of love.

The work of the association has only begun, but now that the
Standard System of Accounting has been made the standard system
for the street railways of the United States, its sphere of usefulness
and the work it proposes to undertake and successfully carry out
will be more far-reaching in its eflfects and of greater benefit to
the street railway interests.

The papers, reports and proceedings of each convention have
dealt with practical accounting questions and the program for the
fourth annual convention, to be held in Kansas City. Oct. 16, 17,
18 and 19, 1900. is along the same lines. The papers selected are
as follows:

"Material and Supplies Accounts."

"A System of Department Accounts."

"What Does the General Manager Want to Know from the Ac-
counting Department?" (By a prominent general manager.)

"Office Practices." (Referrin.g to Stock Certificates and Ledgers,
Dividend Books, Bond and Coupon Books. Filing Valuable Papers.
Labor Saving Devices, etc.)

Annual reports will be read from the committee on Standard
System of Street Railway .Accounting, and the committee on Stand-
ard Unit of Comparison.

Informal Discussion on Street Railway Accounting. There will
be a special time set apart for discussing informally all subjects

relating to street railway aceounliiig, and will be of especial interest
and value.

This program is rjne of the nio-,t interesting ever presented by
this association, and a large attendance is urged and expected.
In addition, Kansas City's reputation for hospitality and entertain-
ment will be well sustained, as the action at the destruction of the
convention building will demonstrate. The hotels arc first class
and close to the convention hall. At either the .Midland, the New
Coates, the Savoy or the Baltimore accommodations may be se-
cured on the American or European plan at customary rales. The
headi|uarters of the association will be at the Midland Hotel. Rail-
road rates will be on the certificate plan at- one and one-third (arc
for the round trip.

Secure your rooms at once and make your arrangements now to
attend.

• « >

NEW YORK FRANCHISE VALUATIONS.

Beginning on .March 6th the State Tax Commissioners of New
York gave a number of public hearings at which representatives of
the corporations to be taxed presented their protests. On March
29th the Commissioners made public the valuations fixed upon.
Heretofore the corporations in New York City were assessed lo-
cally at $70,918,025; the Commissioners have increased this to $189,-
654.981. The same ratio holds for the rest of the state. The tax rate
in New York City last year was 2.48 per cent.

The last assessments and the i)resent franchise valuations for
some of the larger roads are as follows:

Corporation. Last Franchise

.Assessment. Valuation.

Brooklyn Heights System $7,660,000 $.v>.7fy6.770

Metropolitan System s.ojto.ooo 62.068.9.^0

Third .Avenue System 2.174.750 19.728,100

Buffalo Ry 710.540 2.631,804

Buflfalo Traction Co 162.180 554.58o

Crosstown St. Ry., Buffalo 550.575 2.455.735

Rochester Ry 394.1/5 2.057,000

Rochester & Lake Ontario Ry 17.000 25,000

These assessments are subject to review by the commission after
the corporations have been heard, when the final valuations will be
fixed. Then the courts may be called upon to intervene, whose de-
cisions may also cause a reduction in valuations. Tliat the courts
will very greatly reduce these valuations can scarcely be doubted
when the condition of the street railway properties is considered.
In 1898 only :8 street railways out of 103 reporting to the Railroad
Commissioners paid any dividends and of the total sum so dis-
tributed five-sixths was paid by five New York City roads.
•-•-•

STREET RAILWAY MAIL SERVICE AT
OTTUMWA, lA.

On March 28th the Ottumwa (la.) Electric Railway Co. inau-
gurated a mail collection service by means of boxes on its cars,
similar in many respects to the system in vogue in Grand Rapids,
Mich., which was described in the "Review-" for January, 1900, page
45. The service will be tried experimentally for six months and
if satisfactory will be continued. Collections from the street car
boxes will be made four times daily, saving in many cases a day in
the delivery of outgoing mail by enabling it to be placed on earlier
trains.

TROLLEY FOR CHICAGO ELECTRIC TRAC-
TION CO.

Ever since its reorganization the Chicago Electric Traction Co.
has pursued a policy of extension and has now under way still fur-
ther additions to its mileage, which will make it to a greater ex-
tent than before an intcrurban line. In view of this it was decided
to equip the system for overhead trolley working, as it has been
found that to use storage battery cars on such long lines it is neces-
sary to build sub-charging stations as was done last year at Har\ey.
< « »

Work has been commenced on a new brick car house for the Leb-
anon (Pa.) Valley Street Railway Co.

232

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

LARGE SHAFT FOR GLASGOW, SCOTLAND.

ELECTRIC RAILWAY IN GENEVA.

U'f ilhistralc liertwith one of two hollow steel engine shafts of
similar diincnsions. made by the Cleveland City Forge & Iron Co..
of Cleveland. O.. for the Glasgow Tramways. These forgings will
be used with H. P. .\llis engines and arc anioiig the largest ever

LARGE SHAFT FOR (;LASC.(1\V.

attempted in this country. They eacli weigh 66.105 l'''^-- •"■<-' -4 H-
lJ4 in. long over all and 36 in. through the greatest diameter. The
bore is 8 in. and 10 in. in diameter. The shafts were formed from
ingots each weighing over 50 tons.

BROWN BROS. LOSE ST. LOUIS OPTION.

It is announced that Brown Bros., of New ^'ork, who a year ago
secured options on the securities of the street railways now operated
by the St. Louis Transit Co., have been unable to get the assent of 80
per cent of the certificate holders for an extension of the option and
they will therefore before April 20th distribute the unsold bonds anil
stocks to the holders of certificates of beneficial interest. The securi-
ties not sold by Brown Bros, comprise nearly 11,000,000 United Rail-
ways bonds, over $9,000,000 United Railways preferred stock, and
over $14,000,000 St. Louis Transit common stock.

The withdrawal of Brown Bros, will not afTect the consolidation.

GARTON TRAILER CONNECTOR.

The accompanying illustration shows the Garton trailer con-
nection, which is being extensively used, and overcomes a number
of objectionable features found in other devices. As will be seen
from the sectional views, the metal parts of the connection are
completely protected, thus preventing accidents to trainmen, and
the short circuits caused by contact of exposed couplers with the
metal parts of the car.

By properly using these connectors in sets all the cars are
matched, and may be connected when desired. The connectors
are furnished complete with wire when so ordered. They are

The Consular Reports for March 27th give the fciUowing infor-
mation concerning the electric railway in Geneva, Switzerland,
which it is stated will be in operation within six months.

.About two and one-half years ago Mr. Henry E. Butters, of San
I'rancisco, visited Geneva and interested local capitalists in the plan
to provide the city with a modern street railway system. .A control-
ling interest in the Narrow-Gage Street Railway Co., operating
about 45 miles, and an option on the property and franchises of the
General Swiss Tramway Co., operating i6!'i miles, were secured.
This option will probably be exercised, the price being $1,254,000.

The promoters have organized the Campagnie Genevoise des
Tramways Electriques under a federal charter, but no stock is yet
issued. .An otiicc is maintained at No, 43 Threadncedle St., Lon-
don.

The new company was organized with a capital of 5,000,000 francs
($1)65,000). It i^ understood that the money for the construction is
being furnished by the Paris Bank of South .Africa. London cap-
italists are also interested in the venture, and it is likely that the
new company in a short time will own and control all the street car
lines in the city and canton of Geneva. To put existing options
into effect, to construct and equip all these lines on the American
plan, and to exploit the extra exclusive rights of the new company
will entail a total expenditure of about 15,000,000 francs ($2.895, •
ofK)). The company would then have about 150 kilometers (95
miles) of road traversing the city in every direction and serving
llie entire canton. The total population amounts to about 119,000.
The canton is ne.\t to the smallest of the Swiss Confederation and
has only about 12 square miles of territory. The lines would also
cross the frontier into France and would serve various small towns
in the French dei>artments of Haute Savoie and Ain.

The engineer under whose management and direction the n^■\\
lines are being constructed is Mr. Stephen D. Field, of New York,
The work is progressing, and 15 kilometers (9 miles) of track have
already been laid. One, at least, of the new lines will be in opera-
iluitstion by June ist. The .American overhead trolley system is
being used, and the .American .system of conduits for underground
cables, for the first time in Europe.

The charter of the new company requires that the materials used
in construction be bought either from Swiss manufacturers or from
Swiss houses representing foreign manufacturers. This for the mo-
ment virtually bars United States manufacturers, as no American
concern has a Swiss agency. Up to this time, all rails have been
bought in Germany, and all contracts for the construction of cars
liave been placed with Swiss agencies of German builders. The
cars, however, are being built on the ,\merican plan and one car has,
by special permission, been shijjped here from the factory of the J.
G. Brill Co. in Philadelphia. France is largely furnishing the wire.
The only .\meri,can material that has yet been used is the Brown-
Edison plastic rail bond.

.Although Geneva has a large water-jidwer force for generating

GARTON TRAILER CONNECTOR.

strong and durable in severe service, and have proved to be all that
was expected.

These connectors arc sold and carried in stock by the W. R.
Garton Co.; the company is also prepared to furnish the regular
plug and socket trailer connectors, as well as the Wood connector.
This company carries a very complete stock of electric railway and
lighting supplies, tape, etc., and the business has shown a wonder-
ful growth from month to month. Some very nice contracts have
recently been secured for Keystone instruments, General equipment
circuit breakers and "Multiplex" reflectors and headlights, and
large orders are constantly coming in for Garton lighting ar-
resters, of which the company has a large and complete stock.

electricity, it is not believed that this plant will be able to furnish
sufficient electric power for the new street railway. Mr. Field also
thinks that the price asked by the city — I2j^ centimes (2^ cents)
per kilowatt hour — is unreasonably high. Electricity can probably
be produced by steam in Geneva for from 6 to 8 centimes (i 1-6 to
I 5-9 cents) per kilowatt hour, and Mr. Field is willing to pay 8
centimes. The question is yet to be adjusted.

The tariff for street railway transportation in Geneva is fixed at 10
centimes (2 cents) per passenger for the first kilometer (five-
eighths of a mile) and 5 centimes (l cent) for each succeeding kilo-
meter. Experts who have studied the situation do not doubt the
profitable result of the enterprise.

Arit. IS, iij<x).,l

STREI-yr RAILWAY REVIEW.

233

1 1)l:PARTf1ENT

HOME-MADE CARS FOR THE UNION TRAC-
TION CO.

Ill lln' lasl issiK' III' iIk' "Ucvicvv" luicf mcnliun \v:i'> iiinilc iif 70
single Inick npni cars and 15 duiihlc liiick open cars, which the
Cliicago Union Traction Co. is Iniihhng at its Mailison and West

pl.m i)f floor framiiiK tor tlu- iloiiblt truck cars, which nitasurt 41 (l.
over the Iniiiipcrs, and 8 ft. s in. wide over the running board. In
ihc lloor framinK the best selected yellow pine was used (or the
sills, will) cross timbers of oak. All joints arc mortise and tenon.
On reference to the lloor i)lan it will be seen that care has been
taken to llioroughly brace all parts in the direction of greatest

I raWi'W^B-^^ll

li^gSt-

FIG. 1-NE\V CARS FOR CHICAOO UNION TRACTION CO.-FIG. .1.

4olli St. sliups. Tluimgh Ihc courtesy of Mr. F. T. C. Brydges,
superintendent of shops, who made all the designs for the new
cars, we are enabled to reproduce herewith the plans from which
they are being constructed.

Fig. 2 shows the side elevation, seating jjlan. cross section and

stress. The first, second and third crossbeams each way from
the center, are joined by 3 x 3 in. diagonal timbers and at the
first and third cross pieces are J^-in. tie rods. To properly sup-
port the ends of the car two 2j4 x 6^ in. pine timbers are bolted
to the two inside longitudinal sills, and tie bars are inserted at

FIC. 2-4K.FT. OPEN CAR FOR CHIC.\GO UNION TRACTION CO.

234

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

the end sills. The longitudinal truss rods are anchored to the side
sills immediately over the truck centers. Sections AA and BB
show the cross trusses and the body bolsters.

The wheel houses or covers, for the large wheels are inuler the
platform scats, the tops of the covers being fitted with trap <loors

rolling stock to meet the severe trafiic conditions of Chicago's
crowded streets. The principal dimensions are given on the draw-
ings and a photograph of a finished car is reproduced in Fig. 3.
The cars are mounted on Brill E 21 trucks with G. K. No. 52
motors. The seating capacity is for 50 passengers.

FIG. 4— 31-FT. SINGLE TRUCK OPEN C..\R.

for the purpose of giving access to the motor bearings and com-
mutators.

Nine cross seats spaced 2 ft. 11 in. center to center with reversible
backs, and two additional seats at each end placed back to back
give a seating capacity for 65 passengers. At each side of the car
are adjustable wooden bars to prevent egress and ingress from the
wrong side. As it was found difficult to obtain material for these
bars in sufficient length to form them in one piece, and also to
secure greater convenience in lowering and raising, they are made
in two sections joined by a hinge. When the bars are raised they
are held in place by an ingenious automatic catch consisting of
a metal acute-angle piece, loosely fastened at the lower end with
the short side normally in a horizontal plane and having the long
stem slightly curved. An extra amount of metal is cast into the
curved side, causing the catch to drop back to its normal position
after having been pushed in to permit the bar to pass.

Each end panel has three drop sashes fitted with plate glass
lights. As two trolley poles are provided, one at each end, steel
earlines, i 3-8 x 7-16 in. were used to give the roof the neces-
sary strength. The long car shown in Fig. i is mounted on Mc-
Guire maximum traction trucks and the remainder of the lot
will be mounted on Peckham maximum traction 14 D-3 trucks. All
the long cars will be fitted with Christensen air brakes, electric
headlights placed on the hoods, G. E. 57 motors, and Duplex duck
open car curtains with "Acme" fixtures, furnished by the Curtain
Supply Co., of Chicago. The interior finish is in quartered oak sup-
plied by Frost's Veneer Ceiling Co., of Sheboygan, Wis.

Fig. 4 shows the drawings for the single truck cars. These fol-
low conventional lines, no attempt having been made to adopt
radical features the one idea being to construct solid substantial

IMPROVED CAR BORER.

The machine shown herewith is the No. 2 three spindle vertical
car boring machine just placed on the market by J. A. Fay & Co.,
557 West Front St., Cincinnati, and embodies many new arrange-
ments for rapid and accurate work. It is quite heavy and was espe-
cially designed for use in street railway car and repair shops. It is

arranged for three augers, the spin-
dles being separately adjustable,
either across the stick or vertically;
the transverse adjustment is made by
levers supplied with a friction lock
and under instant control of the op-
erator, and the vertical motion of the
spindles is produced by the move-
ment of a counter-balanced lever
with a handle attached.

The augers will bore up to 14 in.
of timber and are furnished with stop
collars to gage the depth of bore;
different sized pulleys vary their
speed. Adjustable stops attached to
either side of column prevent the
material being lifted by the bits.
The table is fitted with a series
of large rollers (the two outside ones being driven by chains
and the internal rollers being connected and driven by gearing on
the countershaft that operates in either direction, moving the timber
by power to the right or left by the movement of a lever in front of
the table anil convenient to the operator. A hand-wheel is also

Ai'K. IS, lyoo.]

STkl'.I/r KAIIAVAY REVIEW.

235

easily aocrssibk' l<i llir opcvalnr for nioviii^? llu- limhrrs laterally, l>y
hand.

WHEEL PRESS FOR CAR SHOP.

FLUKES BORING BAR.

The aeeiiinpaiiyiiin illiistralioii shows a speei.il lalior and slock
sMviiiK liHil which has hceil widely used in railroad slicr|.s, '1 he oh
ject is lo maintain a ^landal(l -i/c
of wheel seat hy boring the
wlu-els to fit the axles, instead of
Inrninn the axles to fit the
wheels. The tool is i|iiiekly ad-
jnsled for its work- and the mill
can be operated by a low-priced
niichaiiie. with a sulj-.l,inl ial sav-
--, I in)4 in the cost for hdn>r. The

(l conslrnclion is shown in the il

lustration; the two cutters are ad-
iu-.tiil by a V-shaped spreader
nn>\ed by a sipiarc threaded
screw and locked by set screws.
\\ nil one of these bars from J5
to .^5 pairs of wheels can be
bored ill a day of 10 hours, and
il is stated lliat as a single pair of
cntters will bore about 4,000
wheels, the bar will soon pay for itself in saving of steel. This bar is
known as Flukes patent expansion boring bar and is bamlled by
Carse Brothers Co., 62 Wabash Ave., Chicago.

• » »

KINNEAR STEEL ROLLING DOORS.

', i

■'!M lllllil

y-iiipri

The accompanying illustration shows the Kinnear steel rolling
doors applied to a car barn. These doors have met with great favor
generally and are filling a long felt want in this direction, embody-
ing as they do the prime features of simplicity, durability, compact-
ness, ease of operation and fireproof qualities. The makers have
devised a very simple and complete arrangement, which provides
for a trolley connection when the doors are open, giving an uninter-
rupted wire and current for the trolley wheel.

The doors are made of No. 18 to No. 26 U. S. standard ,«:age steel
and of either black or galvanized stock as may lie desired. They

ROLLIXr. POOR FOR CAR-HOUSES.

are of approveil construction with spring balance, so that the doors
are always properly balanced, and in cases of extreme size are so
geared that they operate with ease.

The Kinnear steel rolling doors, shutters or partitions are easily
applied to either new or old buildings, the makers providing neces-
sary arrangement or construction as conditions may require.

These doors are made by the well-known Kinnear Manufacturing
Co., of Columbus, O.. wliicli will lie pleased to send descriptive cat-
alog upon request.

» • »

.An ordinance has been passed by the Richmond (Va.) County
Council re(iuiring all street railway companies in the city to sprinkle
the streets and alleys occiqiied by their tracks.

'I'll meet the requirtmenis of street railways the J. T. .Sehaflfer
Manufacturing Co., of Rochester, N. Y., has designed (or use with
its hydraulic wheel presses a special gear and pinion attachment
which enables the one press to answer all the variolic demands of
street railway shops. The SchafTer company is the oldist maker of

SCUAFl'EK WllEEI., I'KESS

hydraulic presses in this country ami has in the c<jursc of its long
experience perfected the designs of its proiluct. A strong point is
made of the superior construction of the presses, steel being used
for the tension bars, crank shaft, yoke facings, etc., instead of cast
iron as is the case with a number of other presses. The cylinders are
absolutely water tight, and have steel linings which are cast in the
cylinder instead of being pressed in. This company was the first lo
use the system of triple pumps and all its large presses are so fitted.
By the use of the triple pump system the operator is enabled lo
handle at least 20 wheels more per day than he could with the single
or double pump .system. The ram movement is very smooth and
positive and the entire working of the press greatly improved.

Since the company was reorganized a few months ago il has made
rapid strides and there has been a remarkable increase in its busi-
ness. The foreign trade is being developed and recent shipments of
presses have been made to Belgium, Mexico and Japan. .X general
agency has been established in Japan for the sale of the company's
product which includes all types of stationary and portable hydro-
static presses. The company does not claim that its presses are the
cheapest but that they are the best.

The Buflfalo, Rochester & Pittsburg Ry. has recently installed a
72-in. SchafTer press which the superintendent of motive power, Mr.
Charles Turner, states has given perfect satisfaction.

The officers of the Sehaflfer company are: President, Charles J.
Brown: vice-president, H. F. Atwood: business manager, Alvin H.
Dewey; treasurer. .\. M. McDonell.

IMPROVEMENTS AT AUGUSTA, GA.

Mr. Walter "SI. Jackson, general manager of the North .\ugusta
Land Co.. writes us that the strett railway lines have recently been
extended about a mile to reach the highest elevation on his com-
pany's property. This makes one of the finest rides to be had in
the state, as on a clear day the entire country for JO or 30 miles
can be seen from the car windows. The North Augusta Land Co.
has set aside about 12 or 15 acres on the top of the hill for hotel
purposes, and it is expected a popular winter resort will soon be
established at this place.

The .\ugusta Railway & Electric Co.. of which Mr. D. B. Dyer
is president, has completed a belt line connecting the Monta Sano
line with the Summerville line, making another pleasant route
on which considerable purely pleasure traffic will undoubtedly be
developed in the summer. Views in the park served by this com-
pany were published in the "Review" for May 1899. page 329.

By the completion of a street railway bridge across the Youghiog-
heny River there will be formed a continuous electric line from
Pittsburg to Buena Vista. Pa., a distance of 26 miles, with but one
change of cars.

236

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

NEW MAIL CARS ON CHICAGO CITY.

NEW WEST VIRGINIA COMPANY.

For several years the Chicago Postoftice has desired to extend
the street railway mail surface to the electric lines of the Chicago
City Ry., but it is only quite recently that arrangeinents for this
have been concluded with the company. Four single truck cars
with 20-il. bodies and 30 ft. over all, have been rebuilt in the com-
pany's shops under the direction of the master nuchanic. Mr.

ELECTRIC MAIL CAR, CHICACO.

Michael O'Brien, and we show herewith exterior and interior views
of one of llicni.

A side door has been cut in each side and it will be noted that
the sill is not at the floor level of the car but higher, so that it is
even with the bed of a standard mail wagon. The interior fittings
comprise a sorting table, pigeon holes and a sack rack.

One of the novel features is the location of the electric headlight.
The car having too low a hood to permit of the light being placed
underenath without interfering with the motorman's view, the hood
was cut out and a sheet metal arch set in, as appears in the ex-

IXTERIOR CHICAGO CITY MAIL CAR.

terior view of the car. Placing the light in this position permits
/he men to have access to it from the platform, which is an im-
portant consideration.

One of the cars is to have lights with the ">tnltiplex" reflectors,
for which the W. R. Garton Co. is agent.

The car shown is mounted on a McGuire truck equipped with
two 12A Westinghouse motors. It has Price's brake and G. E.
K2 controllers.

We are indebted to Mr. K. \V. McCormick, manager of the
Kanawha Traction & Electric Co., of Montgomery, W. Va., for
the following information. The company was incorporated in
West Virginia by Geo. W. Champ, M. J. Simms, B. H. Early, C. W.
Dillan, and E. W. .McCormick, and has secured a perpetual right
of way from the county courts of Fayette and Kanawha Counties,
over so nnich of the county road as may be necessary, and also such
private right of way as may be needed fnr the construction of an
electric trolley line, between Mt. Carbon and llandley, a distance of
seven miles. This road runs through one of the most thickly set-
tled coal fields in West Virginia, and there are .situated directly on
the line n coal mines, and adjacent to the line are 11 more; all
.ire prnducing mines. It is almost one continuous town from end
til lUil. The company expects to handle not only passengers, but
freight and express, and has arranged for the opening of a park
iluring the coming summer, with attractions of all kinds for the
amusement of the public. The capital of the company is $100,000,
;ind it proposes to issue an equal amount of first mortgage 5 per
cent bonds. Bids have been received for the construction of this
road, and contracts will shortly be closed, some of the machinery
and other supplies having already been purchased. The principal
iiilice of the company will be at Montgomery.

MILWAUKEE SITUATION.

The Supreme Court of Wisconsin has refused a writ of man-
damus to compel the dismissal of what is known as the Trentlage
injunction suit. This was brought by Mr. Trentlage, a property
owner, to enjoin the acceptance of the 4-cent ordinance by the
Milwaukee Electric Railway & Light Co.; afterwards he wished to
dismiss the suit, but the court substituted another plaintiff and re-
fused to dismiss the case. This leaves a temporary injunction in
force and the case has yet to be heard on its inerits.

AIR CARS IN WINTER.

From a statement prepared by Mr. Wm. E. Selleck, general inan-
ager of the Compressed Air Motor Co., we take the following facts
concerning the operation of the air cars on the North Side lines of
the Chicago Union Traction Co. during the severe winter weather
of February and March.

On February 4th when there was a severe blizzard with snow and
sleet the air cars made their regular trips on schedule time and were
also used to help stalled snow plows and for switching purposes at
the barns.

On February J7th was the heaviest snow fall in 10 years, but the
air cars found no difficulty in operating because of the snow,
< » »

SHORT STRIKE ON THE CHICAGO CITY.

(-)n the afteri.oon of Friday, .\pril 6th, the power house employes
of the Chicago City Ry. went out on a strike. The company had
but a few hours' notice of the intention to strike, but the men's
places were so quickly filled that the down-town cables were not
stopped and but slight delays occurred on the other lines.

GENERAL ELECTRIC BUYS SIEMENS-HALSKE.

Early in .\pril it was announced that the General Electric Co. had
purchased a controlling interest in the Siemens-Halske Co. De-
tails regarding the consolidation and the disposition to be made of
the Chicago ])lant thus accpiired have not been made public.

AN ADVERTISING POINTER.

The employes of the Carbondale (Pa.) Traction Co. have been
jfranted a 25 per cent increase in wages.

The Northern Ohio Traction Co., of .Akron, O., advertises its
jjleasure park on all its time tables as follows: "The Gorge affords
photographers unusual opportunities for procuring good pictures,
both in the winter and summer seasons. The scenery is wild and pic-
turesque, cond)ining fine tree, water and wood efifects. You will be
amply repaid by a visit to this spot if you make 'pictures'. Try it
some day."

Ant. 15, iijnt.]

STREET RAILWAY REVIEW.

2.^7

THE EDISON-JOHNSON TROLLEY HARP.

'I'lif divii'i' luTcwilli illiislraU'd is prcscnUil Id llic imhlic as a ilc
sIkh so conilfiiiinK the Irolk'y wheel and harp that curves can he
taken al almost any speed without danger of the wheel leaving the
trolley wire and interfering with the si)an wires. The device consists
of a harp with a sufl'icient spread to receive a !-i-in. spindle, 12 in.
in length on which is a ixij-in. steel tube with hall hearings at each
end between it and the spindle. The trolley wheel is mounted
loosely, with graphite bushings, upon the tube and on each side of
the wheel are spiral brass springs embracing the tube and tenditig
lo bold the wheel in a central jiosition at about 4''i in. from each
side of the yoke or harp. On entering a curve, the spring gives way
to the side pressure and the wheel slides in the ilirection of the
jiressurc almtg the spindle, giving linu- for the trolley |)ole to turn
upon its base and conform tt) the curve without forcing the wheel

THE •ANTI ori' VOUR TKOLLICV UAKP.

of? the wire. This arrangement not only prevents the wheel from
leaving the wire, but also relieves the side pressure on the wire and
prevents side wear both to the wire and trolley wheel. On leaving
the curve, the springs bring the wheel back to a central positif)n.
By the use of ball or roller bearings, the friction of the wheel is
reduced lo a minimum, in fact it is estimated that the friction is re-
duced to only one-fortieth. The graphite bearings of the wheel
provide sullicient lubrication for the side motion of the wheel on
the tube and the roller bearings avoid the necessity of much lubrica-
tion. Oil, however, can be used if desired by dropping a little upon
the ends of the spindle, when it works its way into contact with ths
roller bearings. Copper washers at each end of the tube provide
good electrical contact with the arms of the harp. The harp proper
or yoke is made from a steel bar, J^xi in. and the spindle is held

.SECTION OF H.VRP.

in its position by means of cotter pins at each end, so that a worn
wheel can be readily unshipped and a new one substituted. A thor-
ough test has been given the device, and on a road where the trolley
left the wire at least four or five times on a trip, the new wheel ran
over 4,000 miles without once leaving the wire at curves. The de-
vice is made by the Edison-Johnson Electric Manufacturing Co..
which was recently incorporated, with a capital stock of $75,000.

The works are loealed al Ci>ru\v:t\\ uit iju- Hudson, where the
company has recently seciirefl a Ihree-story machine simp, having
groninl dimensions of 4.Sx6o ft., and ci|uippcd with steam power and
a generator for lighting purposes. The ofi'icers arc: President,
[•'.. (1. Johnson; vice-president, Thomas .\. Edison, Jr.; treasurer,
J. W. Allolt; secretary, F. D. Palmer. The New York office is in
the St. James Bhlg., ii.^S Broadway.

< « »

TROLLEY PARADE FOR DENVER AND
WICHITA.

The lU trolley floats forming the "lira oi Eleelrieily" parade at
the New (Orleans carnival, some of which were illuslraleil in the
"Review" for last month, page 1,^4, have been sold and will lie useil
at Denver. .After the Denver pararle it is announced that they will
form one of the attractitms at a street fair to be held at Wichita,
Kas.. the first week in October. Arrangements have been made
with Gen. Mgr. S. L. Nelson of the street railway company for
the use of current.

CHICAGO GENERAL RY.

C^n January 2ytli last there was a reorganization oi the Chicago
General Railway Co.. the immediate object in view being the sale
of the |)roperty. The officers then chosen were: J. H. Wilbeck.
re-elected president and also made treasurer in place of Lawton
C. Bonney; J. I. Jones, reelected secretary; James P. Black, vice-
president in place of Charles L. Bonney; Charles L. Bonney, gen-
eral counsel.

Differences arose between Mr. Witbeck and the other directors
and a few weeks ago he brought suit on a note for $121,000, and
also against I.. C. and C. I.. Bonney personally for $43.t)oo. .'\pril
6th other creditors of the company sued on past due notes aggre-
gating $229,000.

April 9tb a special meeting of the directors was held at which
the minutes of the meeting of January 29th were disapproved and
ordered cancelled. Mr. Witbeck was ordered to return to the
owners certain stock and bonds deposited with the treasurer pend-
ing negotiations for the sale of the property. .April nth the
directors again met and Glenn E. Plumb was chosen president and
general counsel and C. L. Hull, secretary and treasurer.

Three of the directors, James P. Black, Glenn E. Plumb and
l.yman M. Paine, were appointed as a committee to act with the
banks and arrange for a reorganization. None of the creditors e.x-
ce|)t Mr. Witbeck are pressing their claims, the later suits having
been commenced merely to place all of the creditors on the same
footing; it is confidently expected that the affairs of the company
will be amicably arranged. The directors, in addition to the three
constituting the reorganization committee, are J. H. Witbeck.
T,. C. Bouncy and C. I^. Bonney. of Chicago, and N. D. Lawton, of
New York. Mr. Jones recently removed from Cliicago.

.April I4lh. Mr. Wilbeck made ajiplication for the appointment of
a receiver for the comi)any.

CONSOLIDATION IN CHICAGO.

On April 14th the directors of the Chicago Union Traction and
the Chicago Consolidated Traction companies completed the form-
alities for the consolidation of the two systems in accordance with
the plan outlined in our January issue. The Union Traction ac-
(|uires a large majority of the Consolidated Traction stock paying
therefor with a bond issue, the purchased stock being held by a
trustee as collateral scci.ritv.

The employes of the Springfield (■^[ass.> Street Ry. are planning
to enlarge the social features of their benefit associations.

Mr. G. L. Henderson. Cottage Hotel. Yellowstone Park, pro-
poses a system of electric railways for reaching the many points of
interest in the reservation with less discomfort and loss of time.

The National Power & ^^anufacturing Co. has been formed with
a capital of $2,000,000. to operate the various electric plants which
now supply power to the North Hudson Street Railway Co.. and
the electric plants of Jersey City and Newark, N. J.

238

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

TRAMWAY EXHIBITION AT LONDON.

-Ml .irraiigcnu-nts for llic Tramway ami l-iglu Railways Exhi-
bilioii to be held al .•VgrTciillural Hall, London, from June 23d
to July 41I1 next, have been perfected, and judging from the list of
firms that have applied for space and the general interest mani-
fested the complete success of the exhibition is assured. Mr. A. M.
Willcox. editor of the Tramway & Railway World, who is directing
the undertaking, writes us that almost all the available room on
the ground floor of the hall has been engaged, a number of firms
taking from 1,500 to 3,000 sq. ft. The largest .\merican exhibit
will be made by the J. G. Brill Co. of Philadelphia, which has re-
served 1.000 sq. ft. .'\mong the American devices entered in the fen-
der competition to be held in connection with the exhibition, and
mentioned elsewhere in this issue, is the Barrett-Hipwood fender
for which R. W. Blackwell & Co. arc selling agents. A diagram
of .Agricultural Hall was published in the "Review" Convention
Daily for Oct. 20, 1899.

The London County Council is taking considerable interest in
the enterprise, and it is probable that from the cars displayed it will
select a type to be used on the electric tramways which it proposes
to equip on the south side of the Thames. The Council has been
authorized to spend £3,000,000 in the work of b\iildiiig these lines
and 500 cars will be required.

The following is a list of companies that have been allotled space:

Askhani Brothers & Wilson, Ltd., Sheffield.

.■\lbion Clay Co., Ltd., London, E. C.

Blackwell & Co., Ltd., R. W., London. S. W.

British Westinghouse Electric & M.inulacturing Co., Ltd., Lon-
don, W. C.

British Thomson-Houston Co., Ltd., London, E. C.

British Insulated Wire Co., Ltd., Prescot.

British Mannesmann Tube Co., Ltd., Landore, S. Wales.

Brush Electrical Engineering Co., Ltd., London, E. C, and
Loughboro.

Bennis & Co., Ltd., London, E. W.

Bergtheil & Young, London, E. C.

Burton, GrilTiths & Co., r,td., Londc^n, E. C.

Bilbie, Hobson & Co., London, E. C.

Babcock & Wilcox, Ltd., London. E. C.

Brown, Harold P., New York.

Brill Co., The J. G., Philadelphia and London.

Barnes Cylindorama Railway Co., Chicago.

Crosslcy Brothers, Ltd., London and Manchester.

Christensen Engineering Co., Milwaukee.

Consolidated Car Heating Co., Albany, N. Y.

Dick, Kerr & Co., Ltd., London, E. C, and Kilmarnock.

Dennis & Co., W. F., London, E. C.

Docker Brothers, London and Birmingham.

Doulton & Co., Ltd., London, S. E.

Dcnierbe & Co., Jemntappes, Belgium.

Electric Tramway & Railway Carriage Works, Ltd., Preston.

Electric Construction Co., Ltd., London, E. C, and Wolver-
hampton.

Electrical Power Storage Co., Ltd., London, E. C.

English Electrical Manufacturing Co., Ltd., Preston.

Estler Brothers, London, E. C.

Elliott Brothers, Lewisham.

Electricite & Hydraulic Societe .\non., Charleroi, Belgium.

Feltcn & Guilleaume, Mulheim-on-Rhine.

Glover & Co., London, S. W., and Manchester.

Haackc & Co., London, N, E.

Helios Actien Gesellschaft, Ehrcn-feld-Cologne and Berlin.

Lorain Steel Co., London, E. C, and Lorain, O.

Le. Carbone, London, E. C.

Miller & Co., Ltd., Edinburgh.

Mossberg Roller Bearings, Ltd., London, S. W.

Meldrum Brothers, Manchester.

Manuelle, A. & F., London, E. C.

Monorail Portable Railway Co., Ltd., London, E. C.

Magann Air Brake Co., Detroit, Mich.

Norris, Major S. L., York.

Nell, Fred., London, E. C.

Owen & Sons, Ltd., Liverpool.

Ohnier Syndicate, Dayton, O.

New York Car Wheel Works, London and New York.

Penn, H., Norwood.
Perry, J. B., Toronto, Can.

Parish's Patent Steam-Jacketed Cooker Co., Ltd., London, E. C.
Roller Bearing Co., Ltd., London, S. W.
Ohio Brass Co., Mansfield, O.
Stone & Co., J. B., London, E. C.
Suter & Co., Frank, London, W.
Smith, C. G., New York and London, E. C.
Tnrr's .\cctylene Gas Syndicate, Ltd., London, L. C.
Tangyes, Ltd., London and Birmingham.
Witting Brothers, Ltd., London, E. C.
Wilkins & Co., London, E.

Wheeler Condenser & Engineering Co., London, E. C, and
New York.

CONVENTION HALL, KANSAS CITY, BURNED.

The convention Hall at Kansas City, where the .V. S. R. .\. was
to have had its meetings and exhibits in October next, was de-
stroyed by fire on the afternoon of April 4th. The fire started over
the furnace room of the building at 1:10 p. ni.. and burned very
([uickly. The fire spread and burned a church and a school build-
ing across the street and a block of residences in the rear of the hall,
the total loss being estimated at $340,000, of which $225,000 is for
Convention Hall.

The building was well insured and it is stated that it will be
rebuilt on the old foundations and be ready for the Democratic
National Convention wliich is to meet Ihcre July 4tli.

AN INTERESTING LAW SUIT.

A special electinn was held at Ottuniwa. hi., to decide wliether
a ta.x should be levied for the benefit of the Ottumwa & Northern
Ry. to assist in the construction of its line, and suit was brought
against the city and the company to recover for the cost. This case
was carried from the justice court to the district court and finally
decided against the plaintififs. They then brought another action
against the county and succeeded in getting a judgment.

WHEN TO HEAT CARS.

Considerable trouble is often experienced, particularly at this
season of the year, in securing a proper temperature in cars, owing
to the different opinions of dilTerent conductors as to what con-
stitutes cold weather. One conductor will consider the temperature
in his car too high, and will turn off the heat, often forgetting that
he has done so, with the result that the passengers are soon shiver-
ing; another conductor may keep his car uncomfortably warm.
The Knoxville Traction Co. does not rely on the judgment" of the
individual conductors in this matter, but hangs in a conspicuous
place in front of the general office, a red sign, with the inscription
"Heat" when the temijcrature drops below a ceretain point. When
the sign is not displayd the conductors turn oft' the heaters in their
cars.

TROUBLE AT WICHITA, KAN.

The central labor union of Wichita, Kan., has ordered a boycott
of the street railway which is now building some 15 miles of new
track. The grievance is that men willing to work for $1.25 per day
have been imported to do the work; the local unions demand $1.50.

NEW AMUSEMENT RESORT.

The Cleveland. Berea. Elyria & Oberlin Ry. has purchased the
Puritas Springs Park, near Linndale, about five miles from Cleve-
land, and will make it a summer resort during the coining season.
The park includes about 26 acres.

* ' »

President W. H. Holmes of the Metropolitan Street Railway Co.,
of Kansas City, Mo., has ordered a handsome special parlor car to
be used for showing distinguished guests over the city. He expects
to have it ready in time for the street railway convention in the fall.

Ai'K. 15, 1900.]

STREIiT RAILWAY REVIEW.

2.V)

PROPOSED SUBWAY SYSTEM KOK CHICAGO.

HALF FAKES.

Hy (lirciiiiiM nl I. !■; Mi ( l.iiin. i'ihihiiismmiui- ot |iiiIiIh- wnrks ul
Cliii"iK'". K. W. SliaiKr, .nid W. S. MaclhirK I'niisiiltinK ciiRiiiciT
of till' scwir Ipiiicm. li:iM' incparcd plans for a system of s\il)ways
ill llu- down Iciwii lll^l^ul ol llic city wliicll arc shown in llu- ac-
coiiipaiiyiiiK illiislralpiiis. 'I'lu'^c plans pid\ iilc for six nnilcrnroiinil

PROPOSED SUinVAY SYSTEM FOR CUR A(iO.

loops for llic (liffcrcnl slrocl car systems so arransccl tliat there
shall be no crossings, and for the reconstruction of the three tun-
nels nnder the river now used by the Chicago Union Traction Co.
and tin- liuildinij <if a fourth tunnel at Dearborn St.

I'or the North .ind West Side lines the subways connect with the
down-town ends of the tunnels. For the Chicago City Ry. the
subway commences in Michigan Ave. just south of Van Burcn St.,

CROSS SECTION OF PROPOSED SUHWAV.

the electric lines now using Clark St. and also the two cable lines
being brought cast to Michigan Ave.

As shown ill the sectional view- the subways are ,?; ft. wide and
provide tor the carrying of wires and pipes.

Mr. McGann is strongly in favor of having the street railways
change their present tracks to a system of independent surface
loops, even if the subway plans are not adopted at this time.

The I'l. Wayne (liid.) 'Iraelion Co. is builditig a new car barn
150 .\ fii ft.

Vandals have been slashiuK the seal coverings on cars of Wash-

iiigloii. 1). C. roails.

The Peoria & I'ekin Terininal Ky. ran its first electric ear in
I'ekin. 111., on .April 4lli.

Postal cars are to be put in service on llie lines of the Twin City
Rapid Transit Co. in .Minneapolis and St. Paul.

Owl cars will be temporarily discontinued in Kansas Cily, Mo.,
to enable certain tracks to be repaired at night.

The Northampton & Amherst Street Ry. has completed arrange-
nu nts for a new bridge over the Connecticut River in Hadley.

In .\lanli llu- Soiitli Side IClcvated. Chicago, carried an average of
72.2(>4 passengers per day. an increase of 8„155 over March, 1S99.

The Toronto (Ont.) Railway Co. has been fined for not provid-
ing rear vestibules on its cars tor the protection of conductors.

Slippery rails caused a rear-end collision between two cars at
Newark. N. J., on March 19th. by which 10 persons were injurefl.

The Poltsville (Pa.) Union Traction Co. has voluntarily reduced
the hours of the working shifts of its employes from 12 hours to

cj hours.

The first trolley car funeral ever attempted in St. Louis took
place .April 6th. without annoyance or inconvenience to any one
concerned.

.An or<liiiaiicc fixing the maximum speed of street cars at 12 miles
an hour and 6 miles on grades, has been passed by the Warren fO.)

citv council.

.\ reorganization of the Greensburg {Pa.) & Hempficld Street
Railway Co. is now under way. Local capitalists will be interested
in the new company.

The Hartford (Conn.) Street Ry. has given notice that it will
call in and pay otT its 5 per cent debentures: they arc to be replaced
by 4 per cent bonds.

The Pittsburg (Pa.) & Birmingham Traction Co. will replace
the plush covered cushions in its cars by cane scats, sanitary rea-
sons causing the change

The first spike in the new- electric railway between Greenfield,
Ind., and Indianapolis was driven last month by F. G. Banker, the
president of the company.

Work has been started on the Bedford Park extension of the
Manhattan Elevated R. R. of New York. This involves I'A miles
of structure and extensive yards.

Special smoking cars are to be added to the regular equipment of
the Montreal (Can.) Street Railway Co. The company has recently
fitted up club rooms for its employes.

The number of passengers carried daily on the Metropolitan Ele-
vated of Chicago, for the month of February last, averaged 92.618.
as compared with 75.344 'or February. 1899.

The International Traction Co.. of Buflfalo. X. Y.. and the allied
companies have increased their subsciptions to the Pan-American
Exposition, making the total $100,000.

The Chattanooga (Tenn.) Electric Railyway Co. recently en-
gaged a vitoscope company to give free open air exhibitions of
vitoscope pictures in one of the broad squares of the city.

STREET RAILWAY REVIEW.

[Vol. X, No. 4.

A bill has been introduced in the New York Legislature providing
that when cars arc blocked for any reason, all fares must be returned
to passengers or else tickets good for anollur ride be given.

To meet the competition o{ the electric lines the Flint & Pere
Marquette R. R. has reduced the price of round trip tickets from
Northvillc to Detroit and return to $3.50 for bunches of 10.

Operation on the Grccnsburg (Pa.), Jeannette & Pittsburg Elec-
tric Ky. was resumed on March 31st. after an interruption of several
months caused by the burning of the barns and rolling stock.

The Twin City Rapid Transit Co., of Minneapolis, has sold
3,000 shares of preferred stock from the treasury, and with the
proceeds will retire the 6 per cent debenture bonds due May i.

The falling of a heavy iron chute used for coaling engines just
below Rector St. on the Ninth Ave. line of the Manhattan Elevated
R. R., New York, recently wrecked a train and injured nine pas-
sengers.

Contracts have been let by the Delaware General Electric Co.,
of Dover, Del., for completing its electric line from Dover to Mil-
ford. The general contractors are McGlathery, Stone & Co., of
Philadelphia.

An official of the Philadelphia & Reading Ry. is reported to have
said that his company has under consideration the substitution of
electricity for steam on that portion of the road between New York
and Philadelphia.

A bill is under discussion in the Rhode Island Legislature provid-
ing that 10 hours, performed within 12 consecutive hours, shall con-
stitute a day's work for all street railway motormen and conductors
in the state.

On June i, 1900, employes of the Findlay Street Railway Co.
will receive an increase in wages of 20 per cent. Motormen and
conductors will receive an advance of 25 cents per day and other
employes $5 per month.

The syndicate owning the Washington (D. C.) Traction & Elec-
tric Co., it is said, has offered $100 per share for a controlling in-
terest in the Capital Traction Co.. the only road in Washington not
included in the consolidation.

Press reports state that certain persons who do not wish their
names known are to organize a street car transfer scalping bureau
at Minneapolis and St. Paul to buy and sell unused transfer tickets of
the Twin City Rapid Transit Co.

An ex-governor of Mississippi has entered suit against the Jack-
son (Miss.) Electric Railway, Light & Power Co. for $2,000 dam-
ages because a motorman failed to stop for him when signaled to do
so, thereby causing the plaintiff to lose a train.

The Butte (Mont.) Electric Co. has been incorporated as a reor
ganization of the Butte Consolidated Railway Co. and will take over
all the property, franchises and privileges of the latter company. It
is stated the same owners will continue in control.

For state and county purposes the street railway property of De-
troit has been assesseu at $12,810,000, which is based on the selling
price determined when negotiating with the Puigne commission;
this assessment is an increase of about $10,000,000.

Pres. Julius Runge, of the Galveston (Tex.) Street Ry., hopes to
raise the necessary money, $905,000, before July 1st and redeem the
property wdiich was sold February 5th to the Guarantee Trust Co.,
of New York, under a decree of the United States Circuit Court.

It is expected that the Kalamazoo-Battle Creek electric inter-
urban line will be opened early in May. and branch to Gull Lake by
June 1st. The Michigan Traction Co. which projected this road sold
its interest to the Railway Companies General, of Philadelphia.

The si.x experts employed by the district attorney of New York
City to go over the books of the Third .Avenue Railroad Co. have
reported that they could not find evidence of any misconduct in
the management of the road, and the grand jury has dropped the
case.

It is said the city council of Troy, O., has granted a franchise to
the Dayton & Troy Electric Railway Co. with the stipulation that
not to e-xcccd one cent shall be charged for fare inside the city
limits.

Seven cars wWch were being shipped by freight from St. Louis to
the Black River Traction Co., of Watertown, N. Y., while in tran-
sit were stripped of all their brass work, including the railings, lamp
chandeliers and the bells. It is believed this was the work of
tramps.

A woman has been awarded a judgment for $2,300 against the
Nassau Electric Railroad Co. of Brooklyn, for injuries received by
being sat upon by a "very fat man" while riding in a car. The
man lost his balance as the result of a sudden application of the
brakes.

The Saginaw (Mich.) Valley Traction Co. reports for the past
year, gross receipts, $1.13.389.78; operating expenses and interest
on funded debt, $138,427.51. leaving a net deficit of $5,037.73.
Nearly $200,000 have been spent in improvements, paid for by
bond issues.

An ordinance has been passed by the Detroit common council di-
recting the committee on ordinances to meet and take under con-
sideration the advisability of compelling all steam railroad trains to
come to a full stop before reaching any street railway crossing at
grade within the city limits.

Thirty open cars for the accommodation of smokers have been
added to the equipment of the Broadway cable lines in New York,
increasing the total number of cars regularly operated on those
lines to about 320. Each of the special cars will bear a sign "Smok-
ing Car" on the front dashboard.

The Consolidated Traction Co., of Pittsburg, has filed a protest
against the proposition that the city should pay the cost of giving
free Sunday band concerts at the public park. The company prefers
to pay this cost itself so as to be in a position to select the class of
music it thinks will draw the best.

A verdict of not guilty has been found by the jury that was trying
a non-union conductor at Cleveland on a charge of murder in the
second degree for fatally shooting a 19-ycar old boy during one of
the street railway riots last summer. It was shown at the trial that
the conductor acted in self-defense.

The township of Cicero, Cook County, 111., has granted to the
Aurora, Wheaton & Chicago Railway Co. a 50-year franchise, which
provides for the sale of eight commutation tickets for 25 cents and
reserves to the town the right to revise the fares after 20 years
and again after 15 years if it desires to do so.

In order to reduce expenses the Brooklyn (N. Y.) Rapid Transit
•Co. is considering the advisability of closing the ticket offices in the
elevated stations where the tralific is light and having the conductors
collect fares on the trains, as is done on the elevated roads in Chi-
cago. The men will be provided with portable registers.

An increase of $50,000 per annum has been made in the pay roll of
the Metropolitan Street Railway Co., of Kansas City, Mo. At the
present time the wages of gripmen, motormen and conductors range
from 15 to 18 cents an hour. By the new scale the men will begin at
15 cents and in the course of five years work up to 20 cents.

The new water power plant for furnishing power to the Ottawa
(Ont.) Electric Ry. was placed in successful operation early in
March. The station contains six water wheels, direct connected to
a Westinghouse generator and was built and equipped under the
supervision of W. H. Baldwin, hydraulic engineer to the company.

Ai'K. IS, lycx).]

STREET RAILWAY REVIEW.

241

CHAS. J. MAYER,

President.

\VS-

^tCitK& ENGLl/iVo

A, H, ENGLUND,

Scc'y 8f Trcas.

10 SOUTH TENTH STREET,

CABLE ADDRESS:

"MAYLUND" Philjdclphia.
A B. C. Code, 4ih Ed,

RHIL/\DELRHI/\, R/\.

NEW YORK OFFICE:
85 LIBERTY STREET.

Electric Railway Material and Supplies of Kvery Description.

We are exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

R. I>. Niittall Co., AUejfheiiy, Pa.

(li'iirs, I'iniims, lltMi in^rs, 'i*riill(._\ s, Klc.

Van Wa^foner iS; Williams Hardware Co., Clevclaiul, ().

ItidiiiHMl K,M>,n'(l CdpiK'f CoitiinuUitor Si'trinciHs.

The Proteclod Kail Bond Co., Philadelphia.

•■I'lMl,-, l,,|- l.'l,.xil.U- R:iil 1! Is,

Ainericaii Electric Heatiiif;^ Corporation, Boston, Mas.s.

KU'dric C;ir HiMUtrs of Kvi-ry Dl-si^'h.

Chi.sliolin iS; Moore Manfff. Co., Cleveland, O.

Moore's Chain Hoists.

Now York iS: Ohio Co., Warren, O.

"Packard" liicaiidesceiu Lamps.

The International Kefjister Co., Chicai;o, III.

Sinu'li' and Double Fare Rfvisters.

W. T. C. Macallen Co., Boston, Mass.

Slan<lar<l f>verlu'ad Insnlalinif Material.

Bradford licltinp Co., Cincinnati, O.

".MuiKirfh" Insulating Paint,

Sterling Varnish Co., Pittsburfj, Pa.

StiTlintf New Process Insulatini.^ Varnish.

Oarton Daniels Electric Co., Keokuk, la.

Gartun Li^htnin^ Arresters.

V. \- W. Kti.se Co., Providence, R. I.

Enclosed Non-Archin^f Fus<.s.

Special Agents: Amekican Ei.KCTkic.m. Wokks, Providence, R. I.

We carry the largest stock in this country of Strictly [Electric Railway Material.

Wc arc now occupying- our entire buildinfr, live floors and basement.

Special Attention Gi\en to Bxport Itusine.ss.

Send for Oatalogues.

Though over a luiiiilred lU'w t;ars were added to the rolling stock
of the Montreal Street Ry. last year, the full staff at the company's
shops is to be kept at work all winter and summer making new
cars, and it is hoped that by I he end of the year all of the old
style cars will have been replaced.

The proiJerty of the Lock Haven (,Pa,) Trac.tion Co. has been
sold by order ot the court. It was purchased by W. B. Given, presi-
dent of the Concstoga Traction Co., of Lancaster, Pa,, for $25,100.
The company will be reorganized by local capitalists including be-
side Mr. Given, J. H. Fredericks, J. B. Furst and Wilson Kistler.
New equipment will be bought and the road extended.

Last Seplenibir a car belonging to the Camden (.N. J.J, Glou-
cester & Woodbury Railway Co. was struck by a train on the
Philadelphia & Reading R, R. at a crossing in Gloucester, N. J,,
and one person was killed. The motornian and conductor of the
car were last mouth acquitted of a charge of manslaughter by a
jury in the Criminal Court of Camden and exonerated of all blame.

The Terre Haute (,Ind.) Electric Co. is making extensive addi-
tions to its power station equipment. It is reported the company
intends, upon the completion of the line between Brazil and Terre
Haute, to buy its coal of the mines along its route and by hauling it
in its own cars, materially reduce the cost of fuel. Three new
Cahall boilers of 250 h. p. each have recently been installed at the
power house.

The special committee mentioned on page 171 of the "Review"
lor last month, appointed to investigate the exact condition of the
Cleveland City Ry, in order to reach a basis upon which new fran-
chises arc to be granted, has nearly finished its labors. Professor
Langley. one of the experts, is quoted as saying: "The officials
of the company have been extremely pleasant and accommodating
to us in every way. and wc have not met witli ;iny unusual obsta-
cles in our work,"

Drastic measures were taken by the Pennsylvania & Northwest-
ern Railroad Co. last month to prevent the new electric road now

building from Punxsutawaney, Pa., to Anita, from crossing its
tracks at grade near .Xdrian Mines, Pa. Early one morning before
daylight 50 employes of the steam railroad company went to the
locality, overpowered the watchman of the street railway company's
property and dragged his house away with a locomotive, alter which
they blew up the roadbed with dynamite.

The Union Traction Co., of Anderson, Ind., reports for the last
six months of 1899 as follows: Gross earnings, $222,895; operating
expenses, including taxes, $112,640; net earnings. $110,254; other
income, $20,439; total income, $130.69.5; interest on bonds, $109,820;
surplus, $20,873. Of the $5,000,000 new mortgage bonds recently is-
sued, $800,000 are reserved to retire underlying bonds; $3,440,000
have been used to acquire properties and for improvements now
under way; and $760,000 are held for future needs.

MR, A. S. LITTLEFIELD. of Chicago, is now visiting in the

East after several weeks in the South,

MR. W. C, R.\Y, of Louisville, has been appointed superintend-
ent of the Henderson (Ky.) Street Railway Co.

MR. GEORGE M'KINLOCK, president of the Central Electric
Co., of Chicago, has just returned from a two months' trip in Cali-
fornia.

MR. S. B. M'LENEG.\N", for two years past secretary of the
Oakland, San Leandro & Haywards Electric Ry., has been chosen
superintendent of the company.

MR, W. S, SMITH, superintendent of lighting for the Toledo
Traction Co.. has resigned to go into business for himself; he is
temporarily succeeded by Mr. A. A. Atkinson.

MR, S, H. FINNEY has taken charge of the electrical depart-
ment of the Manville Covering Co,, 173 Randolph St. Chicago,
Western representative of the H. W. Johns Manufacturing Co.
Mr. Finney will fill the office left vacant by the death of Mr. Her-
bert A. Reeves.

242

STREET RAILWAY REVIEW.

(Vol. X, No. 4-

Receiver's Sale of Three-Quarters of a yiillion Dollars worth of Real
and Personal Property of the John Stephenson Company (Limited), Bay y^ay,
!\. J., Wednesday, April 25th, 1900, 2 p. m. prompt,

BY AUCTION

TO THE HIGHEST BIDDER. WITHOUT RESERVE,

Till- iin<li-rsit;iie<l. lit tiitiii' of an order of the Court ofCliaiicery, of New Jersey, will sell on the ahove named date, in lots,
|Hivitiv<'l,> tvitlioiil roriM, on Icrnis to he he made knonii iit the sale, the follonini; material: l,nml)er. Iron (ronirh stork),
Ca-I Iron, ^lallcahlc Iron (parls forked up), lixd Steel, ( a^l Steel, Itidts and >nls, Washers, Klvets, SereH>, Nails and Hrails,
'larks, S|)rin::s, I'llrs, San<l I'aper linlilter, Kellin::, Uron/e an<l Krass 1'rinimini.'s, Finished and Intlnished Kleetrieal .Materials,
(Jass. I'aint Materials and lirnslirs, .MIseellaneous I'aint Itensils. Miseelluneoiis .Merehandise, Olllee Fnrnitnre, Fixtures, (iold
Leaf, KIc., ( ars Mannl'aelnred and I'nder C'onstruetion.

AND

IN ONE PARCEL

All the Real Estate, Buildings, Machinery, Fixtures, Motors, Patterns, Tools, and all
personal property except the merchandise mentioned to be sold in lots as above.

The Plant covers an area of about 88 acres ; the buildings (7) have floor space of 100,000 .square feet. Kailroad and tide-
water facilities unexcelled : in fact, theft is not another such advantafjeous location to be had in the Bay of New York.
Wood-workin;,'^ machinery with individual electric motors, and tools of the latest type. Labor-savinfj devices are num-
erous. Sanitary requirements first-class. Artesian Wells, Electric Lightinfj, Etc., Etc. Everything^ in first-class work-
ing order, ready for the commencement of operations at once. Nothing has been left undone to make these works second
to none in th» car building business. Permits for the inspection of the works can be had from the Receiver, at Room 700,
'>.s Liberty Street, New York, where the Inventory of Personal Property, is on file, and may be inspected, and where also
copies of the description of the Real Estate ma)' be obtained.

.4LHEKT A. WILCOX. Receiver.

JOHN G. STEAD, Auctioneer, Romaine BuilcliiiK, I'MKraoii. N. ,1.

wiM^^ji)!

ECHOES FBOAA THE TRADE

'mi^ymM^^r^D^mmm^f^^-B^mr^miM^

THE F.\LK CO. expects to begin \vorl< on the Third Street line
of the Tri-City Ry., Davenport, la., about May 15th.

THE WESTERN ELECTRIC CO., of Chicago and New York.
is out with a new 32-page catalog of general electrical supplies.

THE COMPRESSED .'^IR MOTOR CO., of Chicago, has in-
creased its .stock from $1,250,000 to $2,000,000 for the purpose of
enlarging the business and buying certain foreign patents.

THE ELECTRIC LAUNCH CO. has removed its plant from
Morris Heights, New York City, to .^ve. A and North St. Bayonne
City, N. J.

THE R. D. NUTTALL CO. is now located at Fayette St. and
Garrison Ave., Pittsburg. Pa., where all communications should be
addressed.

THE BERLLN IRON BRIDGE CO., of East Berlin. Conn.,
has opened an office in the Stephen Girard Bldg., Philadelphia.
This new brancli will be under the management of Mr. L. H. Brum-
baugh.

THE WESTERN ELECTRIC SUPPLY CO.. of St. Louis, has
issued two new catalogs, one on direct current and the other on
alternating current, fan motors and ceiling fans. As in times of
peace it is well to prepare for war. so it is a good idea to buy electric
fans before hot weather actually arrives. The catalogs will be
mailed on application.

THE PECKHA.M TKUCK CO.. Havemcyer Building, New
York, is sending to all its friends with its compliments a very ac-
ceptable glass paper weight.

MR. J. G. STOWE, U. S. Consul-General at Cape Town, writes
the department that there will be a large field in South Africa for
.■\merican machinery, especially ele.ctrical apparatus, as soon as the
war is over.

THE WESTERN ELECTRIC CO., of Chicago, has recently in-
stalled for Carson, Pirie, Scott & Co., of that city, a 150-k. w. 125-
volt generator. A generator of the same size was also installed for
C. F. Gunthcr, of Cliicago.

THE KISINGER-IRON CO., of Cincinnati, O.. has on hand
orders for about 1.200 tons of castings. This company has also
received a contract from the United States Government for engines
and dredging machinery to be used on the Ohio River.

THE B. F. STURTEVANT ^O.. of Boston, has sent ns a sup-
plcinent to its catalog No. 108, which was entitled "Who Uses
.Mechanical Draft?" The supplement contains the names of over
200 additional jilants liaving Sturtevant apparatus.

MESSRS. THO.MPSON. SON & CO.. of 107 Liberty St., New
York, have a number of inquiries for small steam dummy loco-
motives. These are used for driving snow plows and they can be
ipiickly and cheaply ecpiipped for this service. They are sold at from
$1,500 to $2,000 each.

STREET RAILWAY REVIEW.

24.^

PUBLISHED ON THE 15th OF EACH MONTH.

WINDSOR & KENFIELD PUBLISHING CO.,

MAnmsoN TS*.

MONON BUILDING, CHICAGO.

SUBSCRIPTION, . - - THRliU DOLLARS.
Foreign Subscription, Four Dollars American Money.

Address all CoiHiHttnicaliotis and Remittaiicrs to Windsor & Kenfitld Publishiuff Co.
i/o/ion Iliiitdiiigy Cliictigo.

H. H. WINDSOR.

Editor.

F. S. KENFIELD.

Busincii» Manager.

EASTERN OFFICE, 100 WILLIAM STREET. NEW YORK.

C. B. FAIRCHILD, EASTERN REPRESENTATIVE.

CORRESPONDENCE.

We cordially invUc correspondence on all subjects of interest to those
eng'ag'cd in any branch of street railway work, and will gratefully api)reciate
any marked oipies of papers or news items our street railway friends may send
us, pertaining' either to companies or officers.

DOES THE MANAGER WANT ANYTHING?

If you contfniplate the purclia>ienf any supplies or material, we can save
you much time and trr)ublc. Drdj* a line to Thk Keview. stating- what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make uo charge for publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicag-o Trade Press Association.
Kntered at the Post Office at Chicago as Second Class Matter.

VOL. X.

MAY 15, 1900.

NO. 5

The Iowa assessment board has decided that a steam railway
grade on which the ties and rails have not yet been laid is a "rail-
way" to a sufficient extent to be taxed as such. The position is
about as consistent as it would be to tax a lot and foundations
only, for the full amount of the lo-story building to be erected later.

Judging from the reports coming in from every hand an un-
usual overhauling is in progress for the summer season. Old rails
are being replaced with new and heavier ones, long cars are taking
the places of short ones, and everywhere preparations are being
made for one of the best seasons in the history of electric traction.
\Vc thoroughly believe these expectations are to be realized, and
predict that 1900, in spite of the slight setback that may come
during the presidential campaign, will be the banner year of the
decade.

On another page of this isusc is an interesting account of the
conversion to electricity of the cable lines of the Denver City
Tramway Co., a change tending to emphasize the passing of the
cable system of traction. In connection with a brief statement of
the method of doing the work Mr. C. K. Durbin. the general
superintendent of the comi)an.y, to whom the present splendid con-
dition of the property is largely due, has given the cost of setting
poles and stringing wires, separated into its various items, which
makes a valuable table for reference.

Probably every inventor is at times hard pressed for reasons
to explain why his device is better than all others for accomplish-
ing a given purpose, and why all the others must inevitably fail.
The Brooklyn Eagle recently published an interview with M. Diatto.
the distinguished French engineer, who designed the surface con-
tact electric railway installed at Tours last year, in which M. Diatto

is quoted as saying that the conduit system "has never proveil
practicable, and its great expense and the unhealthy odors which
emanate from the stagnant water which naturally collects in the
slot, have precluded its general adoption."

One of the most interesting phases of the almost phenomenal
increase of electric street railway mileage in this country, has been
the corresponding increase in the amount of riding solely for
jjleasurc, or as it might be called, the artificial traffic. Not over
two or three years ago it was an open question whether street
railway companies could profitably invest money in parks and
amusement attractions, whereas today, there is hardly a road in
the land that does not own, or at least is interested in a park resort
of some kind. In a number of cities, as at Brooklyn, Cleveland,
Toronto and others, this feature has developed to such proportions
that it is found advantageous to appoint a separate official, known
as the outing or excursion manager, to relieve the general man-
ager of the details of caring for and encouraging pleasure riding.
This is a point worthy of consideration. The right man giving
his entire time to this one department shoulrl have no difTiculty
in increasing the receipts of the road by a sufficient amount to
considerably more than pay the extra expenses, including his own
salary.

We chronicle elsewhere this month the death of A. S, Hallidie,
inventor of the cable system. Thirty years ago the residents of San
Francisco were forced to daily climb hills too steep for loaded
wagons to ascend. Toiling slowly up to his home among the other
"cliflf dwellers" one hot day he resolved to solve the problem of a
transportation system to which 25 per cent grades should be no hin-
derance. He did solve it, after many weeks of study, and the cable
system was the answer. Without it San Francisco could never have
been the city it is today, and although another and better method
his entire time to this one department should have no difficulty
his creation, the honor of a great invention will always attend his
name.

He and his invention served well their day and generation, but
who would be so venturesome as to assert that in another 30 years
our present approved methods will not in turn have given place to
something dififerent; something perhaps as unthought of. as un-
discovered as the trolley was w^hen the first Clay St. car made its
famous trip through Chinatown.

In his paper before the Texas Street Railway Association. Mr.
MacGregor calls attention to the inclination of the officials of
smaller cities to make comparisons with, and attempt to adjust
local conditions to, the measure of large cities. With him we agree
as to the unfairness of any such comparison. The large roads in
the big cities do a wholesale business, where the small road has a
retail trade with an occasional job lot in the shape of a Fourth of
July or the County Fair. What may be only a heavy burden to the
one is simply impossible to the other.

It seems to us much of this excessive burden of small city roads
is due to the natural inclination to imitate, so common to humanity.
The village trustee attempts to do as he sees the mayor of the re-
cently incorporated city do: the little mayor apes the ruler of a
big city, and the big city in turn follows after the ways of the few
great cities. Hence it is, that when a city of say 25.000 to 50.000
undertakes to impose on its street railway the burdens which are
borne by companies in the city of 500.OOO, we have presented sim-
ply the familiar example of the family with an income of $1,200
per year, trying to keep up with the $12,000 incomes. It simply
cannot be done, and can only end in one result.

W^e believe that the city officials in these smaller places aim
too high, for it is as easy to overshoot as to undershoot the mark.
These officers make deductions from the big cities, and are am-
bitious to secure personal credit with their own constituents by
applying the same processes at home. Of course the child cannot
carry the load of the father, and if it is forced to do so. is either
stunted in its growth or prematurely dies under the burden. This
tendency to unfair conditions is also favored by the frequent
change in office holders. About the time one has been in authority
long enough to begin to realize the struggle the local company
is making to build up the town, and because of that realization to
entertain a fairer appreciation of its importance and needs, he is
replaced' by his successor. This successor not infrequently starts

244

STREET RAILWAY REVIEW.

[Vol, X, No.

right out to make lor liimself a record at the expense of the road,
which, had he understood the facts as he will later, he would not
have done.

It would seem then that much may be accomplished by managers
in smaller cities by taking the city authorities and even the public
into their confidence, to a greater extent than has generally been
done, in the hope of appealing to that sense of fairness and justice
of which by no means all ofllcc holders are devoid. In some cases
we feel sure such a course intelligently and consistently followed
would have resulted in much good. The street railway, of all home
institutions, should deserve and receive the sympathy and good
will of the people.

Vork or New England. Street railway literature is full of refer-
ences to the electric car as the legitimate successor to the stage
coach and though the suggestion that it be used for purely pleas-
ure trips as well as for the business of transportation is a novelty,
there are many possibilities which we may expect to see realized at
an early day.

Last month we briefly mentioned in our news notes that an
eastern syndicate was endeavoring to arrange for the building of
lines to close the existing gaps in electric roads between Boston
and New York, and this done would put on through sleeping
and dining cars. Whether these plans are put in execution or not
the suggestion is of interest, and the scheme will not be con-
demned as impossible or even as impracticable. Electric roads
have been so developed and lent themselves so readily to various
adaptations that the public now readily accepts as feasible plans
that a few years ago would have been promptly rejected by our best
managers.

A through sleeping car service between the points named in-
volves no insuperable difliculties. The distance via the present
electric lines, after filling the gaps, is about 260 miles, and while the
electric cars by reason of passing through so inany cities and towns
where the speed must be reduced, cannot be expected to compete
with the steam roads in point of time, the distance is not so great
but that the trip can easily be made in one night. Leaving one
terminal say at 9 p. m. and arriving at the destination at 9 a. m., —
wliich is as early as a business man cares to make business calls,
we have 12 hours in which to make the run, or an average speed of
less than 22 miles per hour. Between cities 35 miles an hour is
a low estimate speed, and after midnight the car could make better
time through cities than during the day. While the sleepers would
not be as large or heavy as on steam roads they could be built with
large single berths, upper and lower. There can be no question
but that berths could be furnished at as low a price as is now
charged on the regular sleepers, which is $1.50. The railroad fare
between Boston and New York at present is $5.00, while on the
electric lines, as shown by the trips between the two cities men-
tioned on another page, the fare is about i 1-3 cents per mile, say
$3.50 for the entire distance. This may be taken as the minimuin
that can reasonably be expected since on the through trips the
entire length of each of the several lines was in general traversed
for the single fare.

Sleepers could run singly or in trains of two or more, thus adapt-
ing the service closely to the demand and reducing to a minimum
the number of empty berths hauled. The small number of men
required to run the car or train would also permit of departures
at intervals of say 30 minutes between 9 p. m. and midnight. A
passenger missing his train would not lose his trip.

Aside from difficulties that might possibly be experienced in ar-
ranging the schedules of the through cars so that they would not
conflict with the regular service, the principal objection that may
be urged to the scheme at the present time, is the fact that on most
roads, particularly those in small towns, the power houses are not
operated between midnight and 5 a. m. A small generating set in
charge of one man who could do his own firing or a storage bat-
tery ordinarily used for regulating the day load on the generators,
would solve this question.

During daylight hours a through parlor car service should prove
very popular. Each year there are thousands of tourists traveling
between New York and Boston to whom the extra time would
make little difference; in most cases the fact that the journey lasted
longer would be considered a positive advantage because of the
attractive scenery. Because the electric lines run through highways
and streets and cars stop whenever desired, every opportunity is
afforded for passengers to stopover and visit points of historic in-
terest. For touring parties not wishing to plan for more than a
day in advance the electric cars have all the flexibility and con-
venience of bicycles, without the work.

Another company proposes to build "house cars" which will
be chartered by parties desiring to have a few days' outing, in New

Whether taxes shall be included with operating expenses is a
point on which there has been much discussion by railway account-
ants. When the committee of the Street Railway Accountants' As-
sociation prepared the first draft of its standard system of accounts
in 1897, it recommended that taxes, "which might be termed an
operating expense, or might not," be classed as a fixed charge,
called a deduction from income. This subject had been discussed
in the committee and in reaching the decision they did, the mem-
bers were influenced by the fact that nearly all state boards of rail-
road commissioners require that taxes be so treated. In its second
report submitted the following year, at Boston, the committee
stated that its members were unanimously of the opinion that taxes,
being incident to the ownership of property and the operation of
the road, are an operating expense. This position was well sus-
tained by arguments, and it was also stated that the general though
not universal practice in street railway accounting was to charge
taxes as an operating expense.

Last year when the Accountants' committee met with the com-
mittee of the Convention of Railroad Commissioners the disposition
of taxes was one of the points taken up and in view of the classifi-
cation of accounts prescribed by the Interstate Commerce Commis-
sion, the practice on steam roads, and the position taken by the
railroad commissioners, the street railway men agreed to again
class taxes as a fixed charge and this change was ratified at the
Chicago convention of the Accountants' Association.

While, therefore, the recommended practice must be considered
as fixed for the present the reasons which led the Accountants' com-
mittee to the unanimous conclusions that taxes should be classed as
an operating expense still obtain, and are as potent as ever.

Mr. Stuyvesant Fish, president of the Illinois Central, in a letter
recently published in one of the railroad papers after presenting the
familiar arguments to demonstrate that taxes are an operating ex-
pense and should be so classed, points out the injustice done the
railroads of the country by the classification of accounts at present
used by the Interstate Commerce Commission. He says: "The
Act to Regulate Commerce, by which the Interstate Commerce
Commission was created, in terms applies to 'common carriers en-
gaged in the transportation of passengers or property' by railway.
The common law requires the charges of common carriers to be
reasonable. Apart from the value of the service, the reasonableness
of those charges can only be determined by deducting from them
the cost of rendering the service. Taxes of necessity form part of
that cost, and should, therefore, be included in all statements made
by the railway companies to the Commission, or by it reported to
Congress. This is made the more obvious by the further provision
of the statute, which requires that the reports made by the Commis-
sion to Congress 'shall contain such information and data collected
by the Commission as may be considered of value in the determin-
ation of questions connected with the regulation of commerce.'

"As those reports contain the only information which reaches
Congress as to the cost, to the railways of the United States, of
rendering service as common carriers, it is essential that they show
it plainly and in full. The exclusion by the Commission of taxes
from their statement of the expenses of operation of the railways of
the United States, for the year 1898, resulted in those expenses be-
ing understated by $43,828,224."

With the present outcry against corporations operating under
public franchises what will more quickly increase the demand for
the imposition of greater burdens, than to understate the cost of
operation? In Connecticut the street railways in 1899 paid taxes
amounting to 7 per cent of the investment, to 4.9 per cent of the
gross earnings, or to 13 per cent of the net earnings — that is, the
net earnings as given were in this case nearly 15 per cent greater
than the true net earnings of the properties.

.We were recently asked a question by a manager, and the longer
we studied an answer the more difficult we found the task. As
it is a subject well worth the thoughtful consideration of our read-
ers the question is given here as it came to us.

May 15, ic/x), I

STREET RAILWAY REVIEW.

245

TIk* prcjposition cuiui's fr<iiii ;i ni;iii;i^c-r wlm i> cufi^ciciUioiis
and iirnKi'essivc ami who lioiustly vvaiUs In (Id llic- very bc-l Ijy
liiv imii tliat cxisliiiK comlilions will permit, lie has been piil in
charge of a consolidated properly in a city where all but one of
(he several lines have either been in a receiver's hands or belonxed
there. The purchasers are cntlitiK olT mniecessary expense caused
by duplication, and spending many thousands of dollars in brintjinK
the rundown properties up to a first-class condition. When they
have completed this work of improvement they must patiently wait
for (111- revenue to arnvi up to a dividen<l paying point, for the city
had luen overbuilt by llu' several competing lines, and the usual
result of needless parallels prevails.

With ihc property which came to this manager through consoli-
ilalion were a number of men, two or three from each company.
who were carried on the pay rolls out of sympathetic and senti-
nuiilal reasons. So long as the separate roads each had a few
the burden was less noticeable; now consolidation has brought them
all, some IS or 20 onto the same pay roll. This brings us back to
the troublesome question, and we will do as the manager did.
state one individual case, which is fairly illustrative of all the rest.

Smith is a man 48 years of age; he is pcrfecty honest, sober and
industrious, but is physically incompetent for the duties of motor-
man, which position he now holds. He started in to work for one
of the merged companies the day the road was begun, and was
retaiiUMl out of the construction force and continued as driver of
a horsecar. Year after year he faithfully performed his duties, and
while his record shows an occasional mishap or shortcoming the
total to date is what would be called a good and satisfactory
record. Indeed, the fact that he continuously has worked for the
same company for a period of :7 years under several managers,
is in itself an indication that he was a good man. When horses
gave way to motors he still remained and is today handling the
controller.

But, as already stated he is no longer physically capable for, nor
does the manager feel justified in longer retaining him m thii
position. The manager is responsible for the safety of the pas-
sengers carried in Smith's car and has no right to jeopardize
human lives which some day may be sacrificed because the motor-
man was not equal to an emergency. And the manager asks.
■■What .shall I do?"

Some one suggests. "Can't he use him as a janitor at the office?"
to which the reply is the manager cannot use 20 janitors, and
moreover the present incumbent has filled the place satisfactorily
for the past eight years and there would be no justice in discharg-
ing him simply to help some one else.

As the manager says, if his company was showing a surplus at
the end of the year he would feel more inclined to strain a point
and create some job even though it would virtually be a pension
position, l)ut in this case it is more than the road can do to de-
clare a dividend now, to say nothing of surpluses and pensions.

And so we leave him with his troubles just where wc started out.

INTERESTING CASE AT MONTREAL.

The Montreal Street Ry.. which has an agreement with the city
to pay the latter a percentage of the gross earnings, has, with the
development of the system, built suljurban lines. The company was
sued by the city for its percentage of the gross receipts on the
lines outside as well as inside tli,e city, and the case was on .Vpril
20th decided in favor of the company.

The court held that while the contract required the company to
pay the stipulated percentage upon '■the total amount of its gross
earnings arising from the whole operation of its 'said railway.' " the
term "said railway" was exactly limited by another clause in the
agreement which granted the right to operate an electric railway
■■in the city." Further, it was said that "the outside lines of the
company are operated by virtue of franchises which the local mu-
nicipalities have conceded and for which they exact consideration
in one form or another. The city of Montreal can give no title in
respect o' them, and while no doubt, competent to exact a tribute
on their earnings in payment of its own concessions would need to
express that right in language of great certainty."

.'\t the argument the court asked counsel what the company's
obligations would be if it built a line to St. Johns or to Longueil.
or even to Quebec. The counsel for the city could not. in the in-
terest of consistency, avoid the assertion that according to the true

intendment of the 36th article of the contract a percentage of the
earnings of all these lines would be cxactable. Marked difficulty
was felt in maintaining a like position if a gap of a half mile, or a
hundred feet, or even a single rail separated the systems within and
without the city.

"These were features of the controversy," said the court, "which
deserved serious consideration and required a practical solution. A
|)assenger steps into a car in Montreal. His one fare carries him
to any point cither in the city or, if he wills, in any contiguous mu-
Tiicipality to which the line extends. We may he certain thai the
extra distance is not traveled for nothing, but it is a plausible ar-
gument that this fare, certainly paid and apparently earned within
the city limits, should be, to its full extent, subject to percentage.
Take, however, the converse of this example. A passenger steps
into a car in, say, Wcslmount, and in manner accustomed, forth-
with pays his fare. He may not enter the city at all, or he may,
if he chooses, travel over its lines without extra charge. Thus here
is compensation of both traffic and argument. The loss to the city
is nominal rather than real, for every mile of suburban roads in-
directly adds to the revenue on which percentages are payable."

The exact amount to which the city was entitled was ascertained
by an easy process of railway arithmetic certified as correct by a
firn) of accountants and the suit dismissed at the city's cost.

THE CONNECTICUT CONSOLIDATION.

Up to April 15th what is known as the Young syndicate, other-
wise the Connecticut Lighting & Power Co., of New York, had se-
cured control of the Bridgeport (Conn.) Traction Co., with 54.8
miles of track; the Central Lighting & Power Co.. of New Britain,

18.6 miles of track; the Norwalk Street Railway Co., 7.5 miles; the
Shelton Street Railway Co., 3 miles; the Waterbury Traction Co.,

15.7 miles; Westport & Saugatuck Street Railway Co., 5.5 miles,
and the Torrington & Winchester Street Railway Co., ij miles. An
option had also been taken on the stock of the Winchester Avenue
Railroad Co., of New Haven, owned by the New England Street
Railway Co., but on April 23d the stockholders refused to sell. Mr.
I. A. Kelsey has filed a bill in equity claiming the Winchester Ave-
nue stock, and the matter will have to await the termination of the
litigation.

New olficers were chosen for the Bridgeport Traction Co. as
follows: President, A. M. Young, New York; vice-president and
general manager, Randall Morgan, Philadelphia; secretary. H. G.
Runkle, Plainfield. N. J.; treasurer, Lewis Lillie, Lillie Bay. Me. J.
E. Sewell, superintendent of the Waterbury Traction Co.. has been
appointed superintendent of the Bridgeport, Shelton. Millord and
Westport roads. E. L. Burnstett has been appointed auditor.

NO "JIM CROW " CARS IN NORFOLK.

Statements have appeared in the daily press to the effect that
separate cars for negroes would be placed in operation by the
Norfolk (Va.) Railway & Light Co. Upon inquiry, however, we
find this report is misleading, as there is no intention of making a
close class distinction in that city. Mr. H. C. Whitehead, secretary
and assistant treasurer of the company, explains the situation as
follows:

'■On the Lambert's Point division of our line there is a fashion-
able country club, very generally frequented by the society people
of the city. There is also the coaling station of the Norfolk &
Terminal Ry. not very far from it, and on the same line. The
presence of the workmen from this latter point, with their soiled
clothing, in the cars occupied by the members of the club has
been a source of much annoyance and inconvenience, and to obviate
this we have put on trail cars on Saturday and Sunday afternoons
only, in order that these two classes of passengers might naturally
drift apart, and it has developed they do. While those trail cars,
therefore, are intended primarily for the negro workmen, they are
not put on for the purpose of excluding any class of passengers
from any of the cars we are operating, and hence can hardly be
classed as separate cars for negroes, since, as a matter of fact, in
the city they are occupied by white persons as well."
♦ ■ »

The Canadian Electrical Association will hold its annual conven-
tion in Ottawa June 27th, 28th and 29th.

246

STREET RAILWAY REVIEW.

[Vol. X, No. S-

The System of the Boston Elevated Railway Co,

Department of Transportation Snow Features Moving of Buildings Lost Articles Departments of Civil
Engineering and Maintenance of Way — Department of Employment -Bureau of Audit —

Miscellaneous Departments.

BY C. B. PAIRCHILD.

PART III.

DEPARTMENT OF TRANSPORTATION.

Tho duties of the superintendent of this department, which is now
in charge of Mr. J. E. Rugg, are outlined in the regulations as
follows:

"The superintendent of transportation shall have general charge
of the movement of surface cars, plowing and leveling of snow, and
of all officials and employes engaged in car service, upon the
street, and in the car houses and subway. lie shall keep a vigilant
outlook over the passenger traflfic, shall arrange the time tables,
investigate complaints, receive and care for lost articles, provide
for chartered cars and cars for all special occasions, shall see that
all accidents are investigated, and all discipline suitably adminis-
tered. All appointments to positions above the rank of starter, in-
spector or foreman, and all discharges above the rank of switch-
man or car cleaner shall be submitted to the vice-president for ap-
proval before becoming effective; all changes in car routes, new
routes, and important changes in time tables shall be submitted to
the vice-president for approval before taking effect. Discipline of
all car service, car house and street employes shall be administered
through the several division superintendents. The superintendent
of transportation shall hold a meeting of division superintendents
for advice and consultation at least as often as once a fortnight.
He shall arrange that his office shall be constantly open and at-
tended, and shall keep such account, perform such other duties and
make such reports as may from time to time be required."

The system of surface lines is divided into nine divisions, and
eacTi division is under the immediate supervision of a division
superintendent, who is responsible "for the operation of cars, car
houses, transfer stations, stables, etc., and the care and maintenance
of poles and wires in prescribed districts, and for the care and main-
tenance of tracks in his territory. In case of the central division,
however, the superintendent is relieved from the construction and
repair of tracks." Each division superintendent is ass'sted by a chief
inspector and by such other inspectors, starters, foremen and offi-
cials as may from time to time be authorized or required.

There is also a division track master in each operating division.
Their duties will be outlined in a subsequent paragraph.

The regulations prescribe the limits of each division and give the
name of the streets on which the tracks of every division are located.
It is the custom of the superintendent of this department to spend
the morning hours till ii o'clock in visiting and inspecting the
different car houses or work in one or more of the divisions, and
for this service he is provided with a horse and carriage, or rather
a carriage and two horses, the horses being driven on alternate
days. After il o'clock, for the rest of the day he is usually to be
found in his office, where he inspects the daily reports of the differ-
ent departments, attends to matters of discipline and studies the
various reports to ascertain where improvements or a saving can
be made. He has a corps of clerks to summarize and classify the
different reports, and present the returns in a simple manner on
.suitable blanks. Once in two weeks, as the regulations require,
he holds evening meetings with the division superintendents. At
these meetings the division superintendents present reports, and
sometimes prepare papers as requested on subjects of interest, and
these are freely discussed, each one being expected to express his
opinion on the propositions presented. At these meetings the
superintendent of transportation takes the opportunity to instruct
his assistants and explain the object and scope of particular orders
and methods. By this practice of meeting with his assistants, he
learns the mental characteristics of each one, and through them
the attitude of the employes toward the company and towards
their superior officers and associates. This feature of semi-monthly
meetings is regarded by all concerned as a very important one,
looking to the successful operation of the road. It seems to be the
policy of the management, not merely to make the system as good

as others, but a great deal better, and to have every man imbued
with the idea that all are aiming for the best.

In addition to the semi-monthly meetings, with the division super-
intendents, inspection tours are made at irregular intervals and
without notice. The vice-president usually originates these trips,
and when he is ready he orders, through the superintendent of
transportation, a special car to be in waiting at a certain place
and all the division superintendents are ordered on short notice to
report at the same place at a certain hour. The party then boards
the car in waiting and the vice-president indicates the destination.
The trip is usually made to one or more of the car houses or power
stations without notice to the foreman, and a thorough inspection is
made, after which each division superintendent is expected to report
at the next meeting any adverse criticism or commendation on the
condition in which the building, rolling stock, tools and supplies
is found. They are also to report on the condition of the special
car in which the trip was made. By this means every division super-
intendent has an opportunity to see how each of the others con-
ducts his department, and has an opportunity to learn what he can
that will be of service in conducting his own department. These
inspection tours have the tendency to spur the superintendent of
each division to keep everything up to a high standard at all times,
as he never knows when his turn to be inspected will come.

In addition to the meetings mentioned, each division superin-
tendent is required to hold a meeting every two weeks with his
inspectors, foremen and starters, which meetings are held on al-
ternate weeks from those held by the superintendent of the depart-
ment. At these meetings each division superintendent takes the
opportunity to instruct his assistants and criticize their work, and
advises with them, as does the superintendent of transportation
with his assistants. The character of these instructions is indicated
by the following report, which is copied from the minutes of the
secretary of the meeting. These reports are made by the secre-
tary and copies forwarded to the superintendents of the transporta-
tion department.

DIVISION FIVE.
Superintendent's Office.

South Boston, Mass., Jan. 29, 1900.
The eighth meeting of the superintendent, foremen, inspectors
and starters was held this evening.

Meeting opened at 8 o'clock p. m. by the superintendent in the
chair.
Minutes of last meeting were read by Inspector Damon.
Present — Supt. G. R. Tripp, Foremen Brewster, Clerk, O. M.
Wells, Inspectors Dickey, Daman, Norton, Starters Clough,
Hutchins and Donaldson.
The superintendent made the following remarks:
While in a great many things the matters that we shall talk about
are perhaps but a repetition of what we have spoken about at pre-
vious meetings, still with few exceptions the conditions we are called
upon to confront in the railroad business are practically the same.
It is the same old story over again, but it is a story that we have
got to have told us, and we in turn have to keep talking it to the
men; and if this order of things was not carried out we should all
get slack, therefore I say, for the good of the service, that it be-
comes necessary that we should all be critical, and keep talking
up the rules of the road.

There are new men coming in all the time, and they must have the
rules instilled into them, and the old men are apt to forget if you
don't keep talking to them.

I am sorry to say that in the matter of collisions we have not
much to our credit this month, and it certainly does look strange
to the management, that we should have more than are being had
anywhere else. It would seem as though from the action taken
in these cases, that the men would be more careful, and try and

May is, kkki |

STREET RAILWAY REVIEW.

247

guard against tlicni. 1 doii'l waiU you to relax your vigilance in
this rcsijoct one mile, and if possible increase it.

If you sec till- motornien getting too close to the car ahead,
jump on and tell them to keep back, and if it is not possible for
you to get on at that time, by reason of its occurring between stops,
to your being engaged in something else, why bear it in mind, and
make it a point to sec them later on, and caution them about it.
That will let them know that you arc watching them, and that you
intend to see what is going on, and I think that this one thing alone,
if rightly alteiKled to, will go a long ways toward stopping these
collisions.

It woidd seem that when a collision has occurred, that the
action taken in this oHice is all that could be expected. With very
few exceptions the men have been discharged, and this should act
as a preventive against collisions, but to my mind the stopping
of collisions has in a great measure to be done on the streets, i. c.
where the greater part of the work has got to be done, and it rests
with you, street inspectors, whether the great number of car col-
lisions which we arc now having, arc practically stopped or not.

Regarding the giving out of transfers at the corner of Broadway
and Dorchester Ave. It seems to me that the starter should stand
nearer the corner, so as to be able to notice passengers that get
off the cars coming down Broadway. I am inclined to think that
where you now stand it gives a great opportunity for people to get
checks that are not entitled to them, and we don't want them to get
in the way of beating checks, for if we do there will be no stopping
them, and I would advise that you stand so as to have an eye on the
cars that go down Broadway, and go via the South Station.

I notice that the cars are not getting the dusting out before
starting on their inward trips that they should. While the con-
ductors go over them after a fashion, they are not at all thorough.
Their dusting strikes the middle of the sill, and they leave about
three or four inches on each side that is not touched at all. See it
there cannot be an improvement in this, and keep things up, so
that we cannot be criticised as being slack.

I put out a notice last night, cautioning motormen in regard to
running their cars at a slow rate of speed going down all grades,
particular attention to be paid to Mt. Washington Hill.

I notice in a great many cases that motormen are taking the
hill too fast, and there is liable to be a bad accident come out of
it if it is not stopped. We cannot aflford to take any chances
with men running too fast down these grades, and I wish you would
give the matter the closest attention.

While for the last few days the car house men have been very
busy in beating the cushions, this has resulted in more or less
neglect in keeping the rest of the car clean. Now that we are
through with the cushions, we shall hope to see the cars cleaner.
Too much attention cannot be paid to the keeping of cars clean,
for they remain under the eyes of everybody, and there is a great
deal of comment for, or against us, by the public at large, caused
by the condition of our cars. Let us aim to have them in such
shape that the criticism will be in our favor.

While we have had no snow as yet, still we are liable to get a
large storm at any time. When we do get one I want you all to be
on the alert, and ii there don't seem to be plows enough out, or
if the cars are being delayed on account of snow, get right to the
telephone and let us know what the conditions are, and if more
plows are needed don't hesitate to say so. This applies to the
starters as well as the men on the street; let us all feel that in a
snowstorm we all have got something at stake, and that is the
keeping of the tracks clear of snow, so that we shall not be blocked
up.

It don't make any difference what a man's position on the road
is, or however humble it may be, if he has the welfare of the road
at heart that man is going to succeed. What this road wants is
loyal men, and a man that is not loyal to his superintendent and
to the best interests of, the road, cannot lind fault if he don't have
the confidence of the superintendtnt. and is not pushed ahead. If
a man is loyal and does the business the best that he can and makes
mistakes, the feeling of the management toward that man is more
disposed to be liberal that with a man that you feel is working right
against you.

I don't want you to understand by this that mistakes or blunders
are to be encouraged or overlooked, and you want to do all you
can to guard against them, because a mistake at soine times is apt
to cost this company a great deal of money. While it is best not
to get so excited as to lose your head, still there are times when

you mii>it think ipiickly, and be right, too, and I think it is a pretty
good i)lan to supjiose some cases that arc liable to come up, think
what it would be best to do if they should come up. II you do this
and the trouble arises, you have made up your mind before hand
what you should do, and can get right to work with a clear idea of
what is required of you.

One more thing I want lo call your attention to, and what has
been spoken about at previous meetings, is the importance of hav-
ing the conductors and motormen understand that they must keep
the door closed.

I notice that the motornian sometimes will sit down inside and
leave the door open, waiting for his time lo be up to start. The
heaters will be turned on, but when the car starts it is as cold as a
barn, and would have to run half way to Boston before it would
get warmed up. Now this is not right, and we don't want to do
business that way.

Also the practice of conductors standing in the doors talking to
the motornian going up P St. has a pretty strong tendency to cause
a cold and uncomfortable car and also to cause the passengers to
make remarks regarding the condition of the same. And so I might
go on and enumerate all of these things that are coming up all the
time. Matters that wc can't be too careful about chasing the men
upon.

We are having more or less trouble at the present time on account
of conductors striking their bells too quick when passengers are
getting on and off the car. There should be no excuse accepted for
accidents of this kind. Conductors should not strike the bell until
they know for sure that their passengers arc safely on or off the
car.

Even if a car docs get back late, and it is due to the conductor
being slow on the bell, such a conductor is far more valuable to this
company than a conductor who to be thought a good fellow with his
motorman, and quick on the bell, has struck the bell before some
one of his passengers was safely on or off his car, and in conse-
quence has a bad accident. This has cost the company a lot of
money, and it wants the practice of giving the bell too quick dis-
couraged. Keep at the conductors all the time, and try and get in-
stilled into them that it is much better to prevent an accident, and
save a great deal of money for this company, than it is to have an
accident and then say that you are sorry. Sorrow is all right in its
way, but it don't save money for the company. If you will just
bear these suggestions in mind and act accordingly I think there
will be good results from them.

Mr. Tripp then called for remarks on any of the subjects he had
spoken of. He called upon Mr. Dickey for remarks. Mr. Dickey
spoke of his endeavor to prevent car collisions by speaking to all
motormen whom he had seen following the preceding car too
closely, and he also spoke of the manner of their starting from the
car house in a bunch.

Starter Clough, when asked about it, said there were times when
several started at once, according to the tables, for instance at
6:30 a. m. there were four to go, and his habit had been to let the
first one get up to Third St. before starting the next, and so on, to
let each have a little headway, out he thought the most of the
trouble was caused by some of the motormen using up two minutes
to reach Fourth St. while others will run up there in less than a
minute.

The amount of ashes at Dorchester St. Station was spoken of by
Inspectors Norton and Dickey, and Mr. Tripp told Mr. Brewster
to have the teamster to go there tomorrow and remove them. The
subject of free transfers was spoken of and Mr. Donaldson, starter
at Dorchester St. Station, said he thought the number given out
there seemed to be on the increase at present: that about the only
decrease was at morning or night; but through the middle of the
day it ^vas the same as before the change in the system at Dor-
chester Ave. was established.

The increase he referred to had been since the new system at
Dorchester .\ve. had been established, which at the first caused a
great shrinkage in the number given out at Dorchester St. StatioiL
Mr. Hutchins of the Dorchester .\ve. Station, said the number
given out there was constantly increasing.

Mr. Norton suggested that the sand man should carry in his
wagon a set of jumping irons and a rope, so as to be able to help
put a car on the track that he found off. and it would be a great
saving of time over what it would if he had to drive to one of the
stations to get them, ft was thought to be a good idea; and Mr.
Tripp instructed Mr. Brewster to make requisition for two sets of

248

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

iuniping irons, and to have a box put in each wagon under the seat
to hold thcni, and instead of a rope to have a chain, as it would
take up less room, and the rope would become so stiff from the
constant wetting it w'ould receive as to be hard to handle.

Meeting adjourned at 9:50 p. m. subject to call of the superinten-
dent.

Notices for informing motormen and conductors of changes in
their runs for any single day, and also warnings, cautions and in-
structions are made in sufficient number by a duplicating process
and copies posted at each car house and at all points where the car
crews assemble. The notices are on sheets of plain paper, 12 x 19 in.
By this means every car man is kept informed as to the discipline
administered to all the others and can apply all cautionary remarks
to his own case.

.A.!! questions of discipline are referred to the superintendent of
the department of transportation and on being approved by him
the discipline is administered by the division superintendents. In
case of discharge for any cause, the recommendation is referred to
the vice-president and no discharges are made without his approval.
In case of discharge or recommendation for same, the accused has a
right to a personal interview with the superintendent of the trans-
portation depaitment. and in all cases the aim is to do absohitc
justice to the accused party. Each division superintendent keeps
record books of all the motormen and conductors in his division,
and to this ready reference is had. This report includes all the re-

seven stripes; 23 to 6; 66 to 5; 79 to 4; 216 to 3; 400 to 2; 695 to i.
The uniforms for the emergency crews are of brown cloth with red
stripes. The switchmen wear gray corduroy in summer. In keep-
ing the service record of the men, the library card system is used,
and the names and title to new stripes are set forward in the case
(K) months, or five years, and are not again disturbed until the time
is up. The record of all car men is also kept Ijy the card system.
Each card contains the name, date of employment, badge number,
date of leaving and cause. Each car man is required to have a license
from the city for which he pays 25 cents. This is kept on file by the
superintendent of transportation, and when a man is discharged,
this is returned to him indorsed by the superintendent of transpor-
tation.

.■\n effort having been made by the State Legislature to compel the
company to vestibule the cars as being necessary to the health of the
motormen, the company presented a summary of the record of the
number of conductors and motormen sick on the dififerent months
of the year, to show that there was no more sickness in winter than
in summer.

From these records it is found that during the month of March.
1898, the company employed 1,854 conductors, of whom 76 were
reported sick, and 1,812 motormen, of whom 55 were on the sick
list. In April the sick Ust included 63 conductors and 50 motor-
men; in May, 60 and 52; June, 67 and 43; July, 79 and 50; August,
of 1.944 conductors. 103 were reported sick, and of 1,876 motormen,
73 were on the sick list. The following months, with about 4,000

BOSTON ELEVATED RAILWAY CO.

BuKHAU OF Surface Lines-Department of Transportation.

Weekly Statement of Car House Expense.

Division For Weel( Ending <80 ■

Signed :

Division Superintendent.

ports of open and secret inspectors, and a full record of the number
of times a man has been cautioned, reprimanded or disciplined. In
administering discipline, a man's record and term of service have
much to do in modifying the penalties imposed. Other duties of
the division superintendents as found in the regulations are as fol-
lows:

"They will promptly and thoroughly investigate all accidents and
complaints, and will fairly discipline all employes requiring same
according to such methods as may be established. They will not
leave their division except upon the company's business unless ex-
cused by the vice-president or the superintendent of transportation,
and will be expected to devote their entire time to the company's
service, promptly and implicitly carrying out all orders from the
officials to whom they are accountable. They will keep full and
complete records of all employes and such other accounts and
make such reports as may be required."

By a rule of the company, all uniformed employes are entitled to
wear service stripes, one for every five years of service, and the time
which the men have served with any of the roads before coming
into the consolidation is counted. The service stripes are worn on
the arm; those for i onductors are gilt; for motormen, silver; in-
spectors, gilt; emergency department, red; switchmen, green. .At
the time the order for service stripes was put into efTect, Dec. i,
i8g8, the total number of uniformed employes was 4,221, of which
1,490 were entitled to service stripes. Three of these men had
served 40 years and were entitled to eight stripes; 6 were entitled to

conductors and motormen, the sick list was: September, 123 con-
ductors and 95 motormen; October, 125 and 88; November, 89 and
68; December, 125 and 92; January, 1899, 161 and 120; February,
128 and 100; March, 104 and 75; .April, when the number of con-
ductors was 2,045, 103 were reported on the sick list, and out of
1.962 motormen 65 were reported sick.

Each division superintendent is required to report on suitable
blanks, one of which is shown in Fig. 50, a weekly statement of car
house expenses. This gives the name of the car house and under
the heading of cars, the number and kind, and it will be seen that
the expense account is divided: First, the expenses exclusive of
pit; second, pit expenses; then, the grand total. In the first item the
number of foremen is given, with wages per day, watchmen with
wages per day, shifters with wages per day, car cleaners with
wages, floormen with wages, boilermen with wages, then total men
and total wages per week, with the cost of car per day for that
class of expenses. The second item also includes the number and
wages for each class. This report includes everything that can be
done to a car in the house, not including armature wiring, painting
or carpenter work. In most cases work on the building, such as
whitewashing, etc., is included. As a general thing, one man is al-
lowed to seven cars for pit work and one cleaner to seven cars.
From these reports, it is found that the average total cost per day
for car house expenses is from 48 to 56 cents, and for cleaning ex-
penses, exclusive of pit, from 19 to 25 cents per day. As each divi-
sion superintendent is required to make a weekly report, compari-

May 15, 11/^). I

STREET RAILWAY REVIEW.

24 'J

sons are readily made, so that one foreman can be pilled aRainsl
another, and as each one is furnished willi a diipheatc rciiorl, is able
ti) compare his work witli ihat of olhers.

In making llie rounds of some of the car Iiouses in coni|iany wiili
llic superinleTidenl of transportation, it was noted that the ofllce^
of the division supcrinlendeni were provided wtih electric lamps
and electric heaters and th.il the toilet rooms were furnished with
first-class plumbing. Included in the ofl'ice e<|uipmenls are record
boards for posting the names of conductors and motormen with
their runs and also the names and lime for the swing crews. In a
blotter provided on a tabic conduclurs ricoril lluir runs together
with the nund)er of passengers on both Ihc out and in trips. .\
book of all published orders is provided, to wliicb conductors and
motormen have ready access. Each division superintendent is al-
lowed a sudicient number of clerks for making up records and keep-
ing the accounts of the employes. The conductors make their re-
turns in canvas bags wbicli they deposit in a hopper in the lop of a
safe at the receiver's oflice. When a bag is deposited, the re-
ceiver operates a trap which allows the bag to fall within the safe
and Ihc receiver makes a record of the number of the conductor
making the deposit. Two money wagons are provided and Ihc at-
tendants, with these, strip the safe once a day when they drive to the
central ol'tice and deliver the receipts to the treasurer. One sta-
tion, however, sends its receipts in by messenger. For the division
superintendent's oflice there is a messenger who is sent regularly to
the general office for letters and orders. Lo.ckers are provided in
the rooms set apart for trainmen and these usually have ventilated
doors or doors with wire screens to provide for ventilation. The

FIG. SI-TAUNTON TRAN.SFER TABLE.

practice of pri>viding lockers for car employes is an old one, as
the present department superintendent originated it on one of the
Boston roads 24 years ago.

.'\t the different starters' offices are tower clocks which are
wound, regulated and kept in repair by an employe specially desig-
nated for the purpose. At all the car houses there are sand dryers.
There are no sand boxes on the cars, but sand is carried in metal
pails by each motorman and is kept on the platform, the sand being
applied by means of a hand scoop as required. Each motorman is
held responsible for the sand pail and takes it off at the end of bis
run with the rest of bis kit of tools.

Most of the electric transfer tables at the different car houses are
made by the Taunton Locomotive Manufacturing Co. The Boston
Elevated formerly made its own transfer tables, but now buys
them from the Taunton company. Fig. 51 shows one of the tables
for double-truck cars; it is driven by an F-30 motor. At each end
of the table there are wedge shape tracks, about 4 ft. long, which
are held up from the rails by springs when the table is in motion,
but when a car is run off or on, they are pushed down by the
weight of the wheels to form a gentle incline for the wheels to pass
from the floor level to the level of the transfer car. These tables
have roller bearings for the journals and also track brakes. They
carry a stand with a group of electric lamps.

Armatures that need repairs are packed in bo.xes having cross
bars to hold them in position and in these they are shipped to and
from the main repair shop. At each car bouse are extra armatures
so that cars are not delayed wdiile waiting for repairs. .-Xt each
of the houses, the stock room is partitioned otT for the storing of

supplies. The stock rooms have bins, cupboards and shelving for
the proper sorting and storing of supplies. The supplies arc re-
ceived once a week on requisition, from the department of stores.
Suijplies are dealt out (o the men in the houses on orders signed
by the division superintendent; the foreman of each house is re-
sponsible for the slock aixl condition of Ihc store rot)m. Great
care is taken to keep the slock rooms at all the houses neat and
clean. The floors arc oile<l, and a strip of mailing is usually spread
all around the edge of the floor in front of the bins.

In the ijil repair rooms are wheel dismantling devices; for oper-
ating these a section of the track is made removable, and Ihc
cradle consisting of heavy plank is operated by ropes or chains
from overhead lifts, By this means the wheels and axles with the
motors can be lowered to the bottom of the pit when the wheels
are run out and new ones substituted,

'i'here is a blacksmith shop with one forge for iloing light work
al each car house. In the repair department of each car house, it is
the practice to cover the floors of the house and pits with a liberal
sprinkling of sifted sand. This is designed to absorb Ihc oil that
may drip from motors and journals while the cars are over the pit,
and prevent the men from tracking oil into Ihc cars and about the
building The sweepings from cars while in the house are caught
in baskets at the steps and not thrown out on the floor. The
floors of the house and pit are swept only once a week, when a
new lot of sand is sown over the floor by hand. Iron pans are
provided in which the workmen can place their wrenches and tools
lo prevent them coming in contact with the sand on tnc floor. Ex-
treme neatness is noted in every department about the car houses.

For motor connections on the motors of the VV. P. type, cables
ivitli coverings of asbestos in place of soft rubber arc used. By
shifting the neutral point of the brushes on motors of the W. P.
type about 3-10 in., sparking has been prevented and the life of the
motor brushes which was formerly only about two days, has been
lengthened to from 10 to 14 days, and the life of the commutators
has also been prolonged.

SNOW FE.\TLRKS.

.■\s the street railway company is required by city ordinance to
remove or care for all the snow that is removed from those streets
in the business district on which the cars run, the handling of snow
becomes a very important factor with this system. The snow work
is systematized and the particular duties of each division superin-
tendent and those of his assistants are carefully outlined and printed
in pamphlet form. The first two pages of the book on snow work
contains general directions to the division superintendent. This
is followed by an index giving the location of all the snow plows
and this in turn by a snow plow route by divisions. The routes are
all numbered and the names of the streets through wdiich each
machine is assigned to work is given, with the number of miles
for a round trip.

The number of men required at each piece of special work is also
given with the location of the work, also hill work when sanding
is to be done, the number of men to sweep at certain points, and
the location of teams that can be had for carting snow. The gen-
eral directions are as follows:

"You are herewith supplied with a complete schedule of snow
work for the coming winter, together with separate copies of work
in the respective divisions, and you are expected to sec to it that
all employes connected with this work are provided with a copy
each of division snow plow routes, so that they may be fully in-
formed as to the work they have to do. A copy of routes for each
division should also be posted in each lobby.

"All labor specially hired for any storm is to be paid as here-
tofore, on special snow pay rolls, at the close of each day by a
special snow paymaster, to be designated by division superintend-
ent, who will also see that he is provided with the necessary funds.
The utmost care is necessary in the identification to the paymaster
of all persons engaged in snow work, and whenever possible and
consistent with the number of men to be paid, individual names
should be made use of upon the pay roll.

"Full directions as to this and the issue of snow-teaming tickets,
and accounting for hired teams, can be obtained from the auditor.
The utmost vigilance will be exercised by superintendents to watch
for snow storms and get their forces promptly at work at the
earliest moment necessary.

".Arrangements must be made whereby, from all parts of the
division, inspectors and other men on the street will communicate

250

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

with the superiiitondcnl's office by telephone or by messenger if
wires fail, all important events during heavy storins, and the few
days succeeding as often as once an hour. During the same period,
this information must be telephoned to the office of the superin-
tendent of transportation hourly. It is absolutely essential that
the fullest information as to condition of snow, cars, and snow
work on the divisions should be regularly and systematically com-
municated to the general office during snow storms and no excuse
whatever will be accepted for failure to do this. All bills con-
tracted for feeding men, hiring of horses and teams, etc., must be
promptly procured and verified as correct by the superintendent
and forwarded to the general office. Care should be taken in re-
gard to all snow work to practice the utmost economy consistent
with efficiency, and superintendents are especially notified that elec-
tric lines must be kept clean if they are to be kept running. In

fk;. .s2-sno\v sled.

heavy storms, the number of cars run must be reduced to provide
for additional power required for both the cars and the electric
plows. Prompt use of levelers following plowing will insure the
greatest economy in teaming."

The company has snow carting sleds of its own make to the nuiiH
ber of 500; one of these is illustrated in Fig. 52. Teams are en-
gaged beforehand and contracts made so that in case of a snow
storm the division superintendent knows on what parties to call for
teams. A large list of men who will agree to respond to the com-
pany's call for snow work is also kept by the superintendents, and
they also have an arrangement with the different charitable asso-
ciations of the city to send all the men available. Through these
associations, any number of men desired can usually be enlisted
for fighting the snow, and when there is any shortage the company
has only to send to the Italian quarter on the east side of the city
to get all the men required. A list is also furnished giving the dif-
ferent gangs and the names of the foremen who are to supervise
any special gang, and the number of men in each, also names of
sub-foremen and the number of men each is expected to handle.
The location of all places for dumping snow is also given, and this
is usually one of the most annoying features of the work, as such
places are scarce. The names of sub-foremen in charge of the

Boston Elevated Railway Company.

BtTREAD OF SDSFiCE LINES DEPARTMENT OF TRANSPORTATION.
Superinlendent'.* office. Division

CLASSIFICATION OF ACCIDENTS OCCURING IN MONTH OF

190

HOTORHEH

OOSDOOIOBS

IISOELLAHEOUS

5
s

5
i

2
1'

It
1

3
1

r
S

—

dumps and the number of men under each are also given. As be-
fore stated, the company operates 188 electric snow plows besides
levelers. Tickets are given to the men on snow work and these
are punched by the foreman of each gang twice in the forenoon
and twice in the afternoon, so that no one has an opportunity to

slight his duty. Two crews are assigned to each plow, and all are
carefully instructed as to their duties.

A careful record of all snow work is kept, so that after each storm,
the division superintendents report, on suitable blanks, the entire
cost of storm. During one storm, that of Jan. I, 1900, 485 extra
teams were employed and 1,453 extra men, and the total cost of
this storm was about $16,000, and this for a fall of about 8 in. of
snow. It costs the company from $16,000 tu $20,000 to take care
of from 8 to 10 in. of snow. When the weather is threatening, the
snow crews and other extra men are required to remain at their re-
spective stations all night to be ready in case of an emergency.
These men are paid 30 cents an hour for their extra time, regardless
of whether they are called out for work.

The layout for snow work as indicated above, is in keeping with
the foresight manifest in the conduct of all of the departments. It
is held that trouble is best prevented before it happens, for this
reason great attention is paid to little things, for instance, con-
ductors and inspectors are required to report when any car is off the
track and condition of the track, and for this purpose blanks are
provided, and the items on this blank on which information is re-
quired are as follows:

Kind and number of cars.

Kind and make of truck.

Locality of derailment on straight track, curve, switch or frog.

Kind of rail in track. Time of derailment. Lines delayed. Duration
of delay. Conductor's number, Motorman's nmiiber, Cause of de-
railment.

The division superintendents report to headquarters on a similar
blank.

If a fuse on a car blows, the officials want to know it, and the
cause, and conductors are required to report it. The officials seek
to know everything that happens or is likely to happen before the
public knows of it, so that cars will not be put out to advertise
the seeming inefficiency of the officials or the employes.

The system of discipline exercised over the employes, while it is
strict, is not so rigid as to kill, but is flexible and uniform. The
aim is to get good men and to keep them as long as possible in
the employ of the company, the theory being that the longer a man
serves the company, the more valuable he becomes.

MOVING OF BUILDINGS.

A city ordinance provides that the city authorities will not give
permission to any person to move a building on the line of the
street railway tracks without first getting the consent of the street

BOSTON ELEVATED RAILWAY CO.

BUREAU OF SURFACE LINES

DEPARTMENT OK TRANSPORTATION,

APPLICATION FOR LEAVE OF ABSENCE

Badge No.

Motorman

Line.

To be off duty days, comtnencing

Will return to work

Last time off duly was

railway company. When a building is to be moved, the owner or
applicant first makes his request to the superintendent of trans-
portation on a blank provided by the company, in which he states
that he desires to move a building from a certain locality to an-
other via certain streets. He gives the dimensions ot the building
and on the same blank agrees to the following conditions:

"In consideration of permission being granted me by your com-
pany, to cross its tracks with said building, via above named route,
I hereby agree to move said building at such a time of day as may
be agreed upon between Division Superintendent and my-
self. I further agree in case of detention or interruption of any of
the cars or lines of your company, to bear the full amount of ex-
pense incurred by your company caused by such detention or in-
terruption, also to pay all expenses for labor and material in case
it becomes necessary to cut or remove any of the wire, track, or
other property belonging to your company, or used by it in the
operation of its cars, .^nd I also agree to use the utmost dis-
patch in removing said building from its position, whereby it in-

May 15, lyoo. ]

STREET RAILWAY REVIEW.

251

tertcrcs willi or iiUcrnipfs in any w:iy tlie cars or lines of your
company."

Following lliis, Ihc siii)crintcn(lc.iil of transportation on a suitable
blank refers the matter to the division superintendent interested
with the facts in the case, and reipicsts an investigation and an
estimate of what it will cost the company. The questions are: Willi
what lines will such moving interfere? To wdiat approximate ex-
pense will the company be put if such permission is granted? Do
you recommend that such permission be given, and if so, upon what
day and at what hour of the day will it tin- least inconvenience you
to have such building moved?

The curves are drawn in difTerciil colored inks ami show various
items such as, cost of maintenance of electrical equipment, cost of
motive power, total and per car-mile; wages of difTerent classes of
employes; ratio of cost of ear service to passenger earnings, etc.

I'ig. 56 is reproduced from a i>age of the record book and shows
lor each day of the month of July, iSqq, the temperature at 6 p. m.,
the mean daily temperature, the maximum oul|)Ut of the stations
ill amperes, and the daily earnings in dollars. In the original the
corresponding lines for July, iRoR, were shown in red and from
time to time lines of other colors will be added for other years.

Adjoining the ofTice of the superintendent of transportation is

Boston Elevated Railway Company.

Summary of Number of CAR CREWS used m Division No.. in Month ot .

DATE

NUMIX* t

1 Sl.k

KcKulat (- a.»

(
S«

in({ KMr»t

A.M.Tnppfr.

- ■ ■■=
Ctc*« un

y M.Tiip|)tfi

r:r««»l.V.l

t««t ton

SUBStltUKS

usio

■"-

f*. *.»-

c-,...,l.'.

M.ro.,

C^.d

M.M,

C«ad

M M

OaJ.

M.M

•-•^

C*»4

M M

Lm4

HM.

L J

^ ^

,>.

^ — .

"V.

_^^

^.^

The division supcriiileiulcnt having made his report, the .-.upcrin-
lendent of transportation decides whether the request shall be
granted and if it is, the applicant is notified on a suitable blank and
at the same time the superintendent of transportation, on a blank
form, advises the auditor to that effect, and states the amount the
■applicant has deposited with the treasurer to cover the estimated
cost to the company. After the building has been moved, and the
wires restored, the auditor makes out a bill against the amount de-
posited, and when paid, if the cost is found to be less than the
amount deposited, the balance is refunded to the applicant.

Some of the blanks used in the transportation department are
shown herewith. Fig. 5,1 gives the headings of the division super-

lli.it of the supervisor of time tables, whose duty it is to prepare,
alter or revise the schedules for cars on each division. After being
prepared, these schedules arc submitted for approval to the super-
intendent of transportation and the vice-president, and when ap-
proved arc issued on large sheets, being duplicated in sufficient
numbers for posting in the lobbies of all the car houses. These
reproductions are on plain paper, the sheets being usually 16 x 11
ill. For the preparation of these sheets the matter is written by
the typewriter on wax paper and from this duplicate copies are
made on a rotary neostyle copy-press. A number of these dupli-
cating machines or presses arc used in some of the other depart-
ments as well.

<Juli^,ie99

5 5 f1
I Z 3

r W T F 5
4 5 6 7 8

i> n T W 7 F 5briTWJF55f1TWTF5 5 Ft
9 10 II 12 13 It 15 16 17 18 19 eo 31 ee as 24 25 26 27 26 29 30 31

V; QO

■V

■r

r ■

^ -

■L^

■V

>»^_

•■

—

{

-*--.

% 50

^ 4-0

Temp at 6pm Mean Temp.

p >

_!_

L^_

_,_

ijl

:ji

-\n

—

■

—

w 3000C

:j:

X-

sA;

'•

"i~

1
1
1

f»-

^ ejooo

—

±i

:jt

—

-t^

~-t»

§ 20000

—

■ —

—

: —

—

_-^

15000

—

FIG. S6-A FEW DIAGRAMS FROM THE RECORD BOOK.

intendent's report of accidents; the totals from the division reports
are transferred to a smaller blank with similar headings, which gives
the summary of accidents for the whole system.

I'ig. 54 shows an application for leave of absence; the original
measures zVa x 7!4 in.

F'g- 55 is the upper part of the form on which division superin-
tendents report the service of trainmen.

Besides the blanks and reports that show the results in the dif-
ferent departments, the vice-president has charts plotted for his
own inspection, which present graphically the records of the dif-
ferent departments. The book of cross section paper in which these
charts are plotted has pages about 17' > x 13 in. printed in green
with 10 lines to the millimeter, every tenth line heavv.

LOST ARTICLES.

Conductors send postal cards to headquarters describing any
article found, besides making a report on suitable blanks. The re-
ceivers send in daily lists of articles with description. There is
very little of value turned in that is not called for. Umbrellas are
the principal items turned in to the lost article department, but
few of these are of value; if they are, they are usually called for.

The directors of the company take a special interest in the Met-
ropolitan Mutual .\id Association, organized among the men, and
authorize the payment of all the expenses incurred for the operation
of the society, the amount for some years being as much as S2.300.
.MI the money contributed by the- men goes to the benefit funds.
The membership numbers about 1,700, and the benefits are $1,000

252

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

at death and $5 per week for a term not exceeding 13 weeks for
such as are off duty from sickness. The members are also entitled
to free medical advice and treatment. The company bears all the
expense of a ball for the men in winter and in summer gives them
all an excursion. There is great harmony between the directors
and the members of the association.

In the summer of 1899 the Boston Klevated Mutual Aid Asso-
ciation was formed for the purpose of caring lor those employes of
the road who may be incapacitated for work on account of sick-
ness. It pays no death benetit, but pays $7 a week for 14 weeks in
case of sickness. The president of the road is one of its officers,
and its expenses are paid by the road. The men pay 10 cents a
week and a board of trustees chosen directly from among them
award the benefits and decide all disputed claims. This association
also provides for immediate identification and care in case of in-
jury. The membership has steadily increased from the beginning
until now it numbers about 2,500.

Mr. J. E. Rugg, the superintendent of the transportation depart-
ment, has been engaged in the street railway business for 37 years,
having first served as a conductor in 1863 on the Chelsea & Boston
road, now- known as the Lynn & Boston.

DEPAKTMENT OF CIVIL KSGINEERING .\XI) OK MAINTENANCE OK

\\'A\.

These departments are so closely allied in relation to the track
work that they will be treated under one head. The first mentioned
is under the direction of Mr. Arthur L. Plimpton, civil engineer,
and the latter is in charge of Mr. Richard Hapgood, with the title
of superintendent of tracks.

The duties of the civil engineer as outlined in the printed regula-
tions are as follows: "He shall have charge of the engineering.

The layout at Dewey Sq., opposite the new terminal station, is
a particularly complicated one, including tracks running in all pos-
sible directions at a street corner and in addition a track of the
Union Freight R. R., which crosses six of the street railway tracks.
Fig. 57 is from a photograph of this crossing as assembled in the

FIi;. 57-SPECIAL WORK FOR DEWEY SO.

plans and specifications for all matters connected with tracks of
surface lines, shall prepare estimates, keep such records and make
such reports as may from time to time be required. He shall also
prepare such plans, specifications and estimates for buildings as
may be required, and in general conduct all matters of civil en-
gineering, connected with surface lines."

The duties of the superintendent of tracks are outlined as follows:
"He shall have general charge of the repair, maintenance, inspec-
tion and construction of tracks and paving and the removal of snow
from the streets. Division superintendents will be accountable to
the vice-president, represented by the superintendent of tracks, for
the inspection and care of tracks and paving in their several di-
visions, and will carry on such work and make such reports as he
may direct or require. All appointments and discharges of division
track masters and foremen in his department and all wages and sala-
ries paid shall be submitted to the vice-president for approval before
being effective. He shall perform only such work other than or-
dinary maintenance as may be authorized and shall keep such ac-
count and make such reports as may from time to time be re-
quired."

The department of civil engineering in the Boston Elevated Sys-
tem is of much greater importance and requires ability of a higher
order in a city like Boston than any other city of its size in the
country. This is because of the narrow and crooked streets and the
necessity of designing special work to suit the very peculiar con-
ditions that exist. The amount of work can be appreciated when it
is stated that there are in the entire system over 600 pieces of special
work.

FIG. 58-CROSSINC. WITH CAST STEEL RAILS.

yards of the makers, Wharton & Co., before shipment. The freight
track appears at the left in the illustration; the treads of these rails
are 5 in. wide and through the crossing are of a guard section hav-
ing a groove 2],i in. wide by 2 in. deep. The Boston Elevated rails
have a groove 1^4 ni. wide and outside arms fitted to admit of the
use of the company's standard joint fastenings. All outside arms are
at least 4 ft. long; the sharp angles in the frogs are fitted so as to
give a length of 4 in. to pave against. All curves are joined with
the tangents by transition curves. The rails are all 10 in. deep
with Wharton manganese steel centers.

The Boston Elevated Ry. also has considerable special work
built by the Lorain Steel Co.

Fig. 58 illustrates a crossing in which cast steel rails are used.
The crossing frogs have manganese steel centers which are held in
place by keys, as shown in the section on A-A, so that they can be
replaced when necessary. This is at Causeway and Charlestown
Sts. and the Bridge, and was built by Wm. Wharton, jr., & Co.

Fig. 59 is the standard switch tongue bolt. The bolt has a T-
shaped head and after being inserted in the bed casting is turned
through 90° in which position the long arms of T prevent the bolt
lifting. The shank of the bolt is square and so locked by the switch
tongue that it cannot be pulled from the bed. The bolt is tightened
from above, the cap screwing down over it.

The standard surface roadbed is shown in section in Fig. 60.

Fig. 61 shows the Churchill rail joint which is extensively used
on the system and is giving satisfaction. The joint illustrated is

Y— i'-jOiam — >|

.\\\\\\\\\\\----.\\\v^\x\-^\\\\\\\\\\
3t<rion C P

FIG. 59-SWITCH TONGUE BOLT.

for a 9-in. girder rail; the two side plates and the bottom plate are
shown reduced to a scale one-half that of the end elevation. These
joints are made by the Diamond State Steel Co.. of Wilmington,
Del.

Fig. 62 shows the joint designed by the civil engineering depart-

May is, hjoo. ]

STREET RAILWAY REVIEW.

253

ment. Tliis dilTirs from most fish plate coiistnictioii in tliat the
top llangc'S cil ilir plates extend Ijeyoiiil the edge ot the rail head.
For the inside plate oval holes about i 5-32 by ,31-32 are ptinehed
so as to fit lightly the oval neeU of a sample standard ?(i-in. mild
steel bolt. Circtdar holes in the ontside plate are drilled to I 1-16
in. diameter, exeept the boTid hides, whieh arc oval as shown. The
eenters of all holes .are to be loeated e.\aetly as shown in the draw-
ing and the edges left willnnit burrs.

In comieetioii with llir IinIi plalis. lln- i niii|i.iiiy is using a cold
rolled steel bolt, on which the threads have been rolled into shape
instead of being cut in the ordinary manner. It is claimed that
these bolts arc much stronger than those made by the ordinary
process, a J'^-in. bolt being eiiual in strength to a i-iii. bolt of
the old style, ,ind th.at they can be lunuil up ^n light that the

hold under all conditions, the former light rods liavini; given out
under the heavy teaming trafl'ic.

About .35 miles of track of 65-lb. rail section was electrically
welded at the joints about five years ago. All of this track was re-
moved last year and renewed with a heavier rail. About 8,000
east welded joints were put in last season by the l-'alk process, the
company having bought a cupola and accessories for making cast
welded joints.

The officials are not as well satisfied with asphalt paving as with
that of granite blocks. The standard block for granite paving is
12 X 8 X 4 in. Ko border along the rails is used with asphalt pav-
ing, although it is the opinion of the civil engineer that a toothing
of granite blocks or brick would be preferable. About 1 5^ miles
iif brick paving has been laid as an experiment, hut has not yet

(Pirc/i and PebPlcJ^f-^

FIC. lJ)-STANI)AKr) .SUKl'ACIv ROADKEI).

threads forni .-i niU lock, so that they are not liable to work loose.
The bolts are purchased from Sternbergh, of Keading, Fa.

The standard rail for the Boston Elevated Railway Systen) is a
9-in'. 9S-U). girder, rolled in 60-ft. lengths. On streets paved with
asphalt a full grooved rail is used, and where the paving is of
granite blocks and in other localities, a half groove section. A rail
of harder material than f<M-nicrly is now used, and the life of rails
on Washington St., where the traffic is the heaviest, is about 6 years.

On some paved streets concrete is bedded between and over the
tics and around the ends, and beneath the rail, thus thoroughly
bonding the track to the street. Ties are placed 30 in. c. to c. On
the reservations, where the soil and sod are above the ties, pine
ties treated to a preparation of woodiline, after the manner of the
Pennsylvania R. R. practice, are used. In the subway, chestnut and
hard pine ties are preferred. The dimensions of ties arc usually
6>i ft. long by yA in. thick, with a 6-in. face. The ties generally
last as long as the rail. The company is putting up an apparatus for
treating .ties with woodiline.

.•\ cast tie plate i in. thick is used, and is cast with three holes
for the spikes; this thickness gives the requisite depth for the pav-

FIG. bl-CHURCHILI, RAIL JOINT.

ing. Brace plates are used when necessary on special work and
curves. Tie rods are spaced 5 ft. apart and are usually heavy, weigh-
ing 20 lb. each, the cross section being 2;'2 x 2Vi in., and so upset at
the ends as to give a full inch in diameter for the thread. The
weight of tie rods has been gradually increased from 9 lb. in weight,
used eight years ago, to the present size; they are now found to

been down long enough to prove its advantage, as compared with
granite. It is found that with the new rail construction the cost of
maintaining tracks is not half as much as it was five years ago.

Hand drills are used for drilling the rails for bonding and among
the other track tools are rail saws, made by the Q & C Co., of
Chicago.

DEPARTMENT OF E.MI"LOY.MEXT.

The office of this department is located at 82 Water St., about two
blocks from the company's general offices, and is in charge of Mr.
.K. W, Senter, superintendent, whose duties are thus outlined in the
regulations: "He shall hire all employes for car service, shall in-
struct them, or cause them to be properly instructed in their duties
and certify them when qualified to the several divisions. He shall
carry on the work in his department in conformity to such regula-
tions as may be established, and shall keep such record and make
such reports as may be required."

The superintendent of this department and his clerks are required
to give their entire time to hiring men and keeping their records
and great pains is taken to secure only suitable men. The steps
followed in the selection of men are about as follows:

The company has issued an open letter which outlines the require-
ments and duties of the employes and this being quite generally
known, prevents undesirable men from making application. The
requirements are that both conductors and motormen shall be not
less than 21 nor more than 45 years of age. The eyesight and hear-
ing must be perfect, and height not less than 5 ft. 4 in. for conduc-
tors and 5 ft. 6 in. for motormen. .Applicants must be perfect as
to their hands, not having lost any fingers or thumbs. In the case of
conductors, it is required that they possess a common school educa-

=0 i ..■

3 . -e -^1

0.0. -©-=^-i

FIG. I.J-STAXDARD B. E. JOIXT.

tion, and they are required to furnish a bond with two real estate
owners as sureties, each in the amount of S300. Motormen must
be able to read and write the English language, but no medical ex-
amination is required. Applicants appear in person and the super-
intendent of this department sizes them up as to general appearance,
cleanliness and deportment. If they make a favorable impression in

J54

STREET RAILWAY REVIEW.

[Vol. X, No. S-

niaiiiRT and aiKlnss and appear lo liavc an honest purpose in ap-
plying for the position, they arc allowed to register for further ex-
amination. The records show, however, that only about 13 per cent
of the applicants receive appointcment. On being tested for eye-
sight and hearing, and names of references taken, the applicant is
given a blank which he is required to fill in, sign and swear to.
This application, which is shown reduced in Fig. 63, contains the
representations of the applicant as to various matters deemed perti-
nent by the superintendent. The references given in the application
are then written to or visited and if satisfactory replies are received,

Boston Elevated Railway Co.

APPLICATION FOR EAIPLOVMENT.

BOSTOy.

,1,

SUrtfOTBIBtllT VtfLOTiaUT PSPAKTHtllT.

Ih^ 9,r • — I lunty utaJLt af^isalim frr a pftitian 04 _ . - - —

W UU MrrVrt ./ rt* Ctrnfonf. wi(* lA< /all aaJ^T^mJing OM i* (A. mat </ my iwvwtf tmylayTifat I am tt o4iJf by nu\
rain aaA n/alatitat fatamin^ iu rmplaytn aa tia maaaymaal may /ram (im* (» (.W aHaUuh

tf amfJayaJ 1 paamiaa la layally aaJ /a,lVally aarat tk, Caa,paa.y. aad (. da all in my paiaar la /arlkar it, latatiaU.
Ta .-aaJaat .yaa(f l»w«I,. aahrly. aa^ wHli p-ayr aUdiaaaa and aaapaaa la iU afaiala. ami ™.n,i, M p'lKV^l d-d Aa

Aya

Uarriad ar ivaylt t

tfltara baant

Oraarai taaidiHaa aj kaallW

Praaiaaaty amftayad ly lUlraaJ md Baihaay Camfmiaa aafaOam-

Baaa yaa aaar iaan aanaietad af' .Vm/cn
1 af aaad yTtfrrrai
It aaa lalaiitatiay lijaara f

(A/I lun* a/ afrftiaoat)

CXIMMONWEALTH OF MASSACHUSETTS

OXmTY OP SUFPOUt
Bailaa^

Tiita paraaaaHy appaarad (JU J^aa aamad
■dd( aatX Atf Aa faaataiaty ia traa uAaUalafka \aoatadgi ami Miaf.

Jaaliae af Ika Paaea.

he is accepted as an applicant and put on the waiting list. It will
be noted that the applicant has to give a satisfactory account of his
business life at least five years previous.

When a vacancy occurs a man on the waiting list is notified by
mail when he can report for instruction and breaking in. On re-
porting, he is furnished with a badge and is assigned to a division
for instruction; at the same time he is given a book of rules which
he is expected to study carefully with a view of passing an exam-
ination on the subject. Conductors and motormen are provided
with another book which gives the running time and the routes of
each particular division. The routes are numbered and terminals
named, and all the intermediate streets are given with the running
time from start to finish and the running time between different
points with the total minutes up to certain points, both for the in
and out trips.

If the applicant is a candidate for the position of motorman, he
is placed in the hands of a competent motorman in regular car
service, and is allowed to ride around with him and observe how
to handle the brake and controlling mechanism and to become
familiar with the bell signals; he is then allowed, under the di-
rection of his instructor, to handle the car himself. He remains with
his instructor about nine days, and if he shows himself apt in
handling the car, he runs a trip or two on each route in the division,
and each man who has him in charge has to vouch for his effi-
ciency. He is then taken by the chief inspector of the division to
the "pit room" where he is shown under a car and the working
of the brakes explained. Next he is instructed how to cut ouf
motors, put in fuses and make such slight repairs as may be made on
the street when there is no chance of delaying the traffic. Care is
taken not to teach the motormen too much about repairs, as they
are liable to block the street if they attempt it, the rule being that
they should have the car pushed or towed home if it is disabled.

Next the pupil is put on the car and taken by the chief inspector to
a side street, where he is put through a severe drill. He is tried
on emergency signals, on reversing and backing cars and must
demonstrate his ability to handle a car without abusing the appa-
ratus and without an undue waste of power. This instruction is
given no faster than the pupil is able to grasp it and care is exer-
cised not to confuse him with a jumble of ideas. After being thus
instructed in the division, he is sent back to the employment de-
partment office for examination upon the rules, on running and
handling of cars, aild the proper way to use the rheostat, controller
and brake; he is also examined about how to cut out motors and
how to make repairs. Then, upon a dummy car platform provided
in the oflSce, he is required to demonstrate the points upon which
he is supposed to have been instructed. Some of the open cars
are operated by the old half circle rheostat and handle. This ex-
plains why the men are instructed in handling this type of con-
troller. Should the applicant be unable to pass this oral examina-
tion, he is sometimes given a second trial, but is rejected if he
fails in this second trial. If, however, he passes a satisfactory ex-
amination, he is given employment on 60 days' probation and dur-
ing that time he carries a letter of advice, shown reduced in Fi.g. 64,
wliich gives his name, number, date of appointment, date of ex-
amination, and when his probation expires, and on this the in-
structors are required to note his conduct and their estimate of his
ability to perform the duties required of him. At the end of 60 days
if the reports are favorable, and the division superintendent con-
siders him a suitable person lo be employed, he forwards a recom-
mendation for permanent appointment to the superintendent of
transportation, who, if he approves the recommendation, forwards
it to the department of employment, where it is filed with the
man's examination papers. While on probation or on the extra
list, they receive regular pay, but no pay while breaking in. While
on probation, the applicant is required to wear a regulation cap and
badge, but is not required to purchase a uniform till his time of
probation has expired. The men are allowed to buy their uniforms
where they like, provided that they conform to a certain style as
given in the regulations for clothing and printed and illustrated
in the book of rules.

In the case of conductors, they are instructed in their duties about
as follows: If the applicant is unfamiliar with the city, at least one
day is given to teaching him how to give the signal bells, and he is
not allowed to collect fare until he is thoroughly proficient in the
use of signals. If he succeeds m bell ringing to the satisfaction of
his instructor, he is allowed to collect fares on the second day. The
method of doing his work is then explained to him and he is close-
ly watched as to the manner in which he performs his duty. If he
makes an error in registering, or in making change, selling tickets
or in the receipt or issue of checks and transfers, he is corrected
as to his failures. He is instructed to make his first collection as
soon as possible after leaving the starting point and taught to be
prompt in the collection of fares from passengers who board the
cars at intermediate points. He is also instructed to call the des-
tination of the car when necessary and the principal places along the

Boston Elevated Railway Company

BUREAU OF SUnrACt UNCS.

NOTICE TO INSPECTORS. FOREMEN AND STARTERS.

_ ^ . Conductor No _ ..

. _ , „ - Motorman No

Appointitd 189 .

Turnetl in _ . ittq

Probation expires 189

You will make it your duly to post yoursell as to the work this man is down lor each night, and
carefully observe his performance of the same, also his general conduct, particularly his kabils. reporting
his qualihcalions, etc.. for a permanent appointment before expiration of probationary period
(Signature.) . .

FIG. 64.

route and to announce the streets in a clear and distinct voice. At
the close of the day he is instructed as to how to make his returns
and to use a day card for each separate run with the cash and checks
properly credited to the route upon which they were taken. He is
then instructed as to how the deposit is returned in the safe and
signs his deposit slip before leaving the station. As time goes on,
he is instructed in time tables, and how to fill out accident reports
and such other blanks as he may be required to carry, and is also
instructed in regard to certain rules with which he must show him-
self familiar. In this way he gradually acquires a thorough knowl-
edge of his duties.

May 15, 1900.1

STREET RAILWAY REVIEW.

255

IiisliiutDis :11c ]iolilk-cl mi siiilablc sheets that before tliey turn
in a pupil liny must be sure he understands the use of the daily
lists, llic liiiic lables, and the principal duties on which they are
to report are summarized as follows: Method of collecting fares,
selling and receiving checks, announcing destination of car, calling
streets, making up day cards, making up trip sheets, accident re-
ports, rules and regulations, the use of the daily lists, and the use
of time tables.

Instructors are cauliunid nut to lurii u\ incompetent men as it
reflects on their own ability. The period of instruction for conduc-
tors is about a week, when they are sent back to the employment
department where they are required to pass a written examination
upon I he rules, and this is supplemented by oral questions, relating
1(1 the enforcement of rules and such other points as may occur to
(he superintendent of the department. If he passes a satisfactory
examination, the applicant is appointed in the same manner as the
motornian. This rigid system of selection results as a rule in secur-
ing competent, intelligent and urbane employes.

Not many applicants are found who have had experience on other
roads. They arc accepted, however, if they show a good record
with the roads where previously employed. In conducting the af-
fairs of the department of employment, the library card system is
used, and the cards of men who have been discharged are all re-
tained and kept on file for future reference. By this system of se-
lecting and training employes no man .can be put to work upon the
request of the president, directors or any officers of the company,
and only those who can comply with the requirements are selected.

By this system of selecting employes, the superintendents and
other otiicers are relieved from all annoyaaces from would-be appli-
cants and from the duly of examination and passing upon the quali-
fication of the men.

The book of rules and regulations mentioned, which is supplied to
conductors and motormen, has been very carefully prepared and is
throughly indexed; no penalties arc attached to particular ofFeuces.
In the back of the book space is given to presenting such extracts
from the Boston Police Manual as refer to the licensing and con-
duct of street railway employes. The book also contains the revised
regulations of the Board of Aldermen, relating to street railways
and also the public statutes of Massachusetts in regard to railway
crossings, passing cars, the requirements of the Board of Railroad
Commissioners, with penalties for infringement. There are also
given the regulations of the Railroad Commissioners relating to
the heating of street railway cars, and a general police order which
reads as follows: "Complaints having been made of annoyances to
passengers on street railway cars by intoxicated and disorderly per-
sons, the police force is hereby instructed to respond to all calls for
assistance from conductors and others in such cars to take such
action in each case as in the judgment of the officer may be neces-
sary for the safety and comfort of passengers."

The preface to the book of rules contains instructions and cau-
tions as follows:

"For any violation of these rules, neglect of duty, or action ad-
verse to the company's interest, an employe will, in the discretion of
his superintendent, be suspended or discharged.

"Every employe whose duties are in any way prescribed in this
book, is required to have a copy of it constantly in his possession
when on duty and to make himself perfectly acquainted with the
whole of it. Employes must strive carefully to perfect the discipline
and increase the efficiency of the service. They must report any
misconduct or negligence which may come to their knowledge,
detrimental to the interests of the company.

"Employes must bear in mind that they are engaged in a public
service, in which they are constantly called upon to exercise great
patience, forbearance and self control. Politeness and courtesy con-
tinually practiced by employes will prevent controversy and com-
plaint, and greatly benefit the service. In addition to these rules,
general orders will be issued as occasion may require and posted
in the station order book which all employes must examine each
day. A general order, whether in conflict with these rules or not,
which may from time to time be given by proper authority, will be
fully observed so long as it may remain in force.

"If in doubt as to the meaning of any rule or order, application
must be made at once to the proper authority for explanation. Ig-
norance will not be accepted as an excuse for neglect or omission
of duty. In all matters, whether covered by these rules or not. em-

ployes arc expected to use good judgment and discretion, in case
of doubt, take the safe course.

"Every employe must promptly obey all instructions received
from his superiors and is required to look after and be responsible
for his own safely and to exercise the utmost caution to avoid in-
jury to the public.

"Special attention of all employes is called to the provisions of
the 'Public Statutes of Massachusetts,' the 'Regulations of the
Board of Aldermen,' and the 'Rules of the Police Commissioners of
the City of Boston,' which last arc printed in full at the end of this
book."

While penalties are not usually assigned to specific infringement
of rules, it is the practice of the superintendent of transportation
to discharge motormen whenever they arc reported as having had
a collision with another car the second time, no matter how slight
the damage.

IIUREAU OF AUDIT.

This department is not listed among the departments in charge of
the vice-president as given elsewhere, but is conducted under the
supervision of Mr. H. L. Wilson who is responsible directly to the
president and board of directors. The offices of this department
occupy the entire fourth floor of the department t>uilding and arc
elaborately furnished with all the necessary desks, cabinets, cases,
and safes for the care and handling of the records. The clerical
force consists of 34 clerks, all but three of whom are men. Three
women stenographers and typewriters are employed. In the con-
duct of the business, the library card system prevails and so syste-
matic is the organization that the work of the department is now
conducted with only one additional clerk to the number formerly
employed by the West End company before the lines were leased
to the present company, although the business of the department
has increased nearly 50 per cent. For readily shifting the heavy
books, some of the shelves in the large safe are provided with iron
rollers so that the books can be easily slid in or out of place. Some
idea of the detail work which this department is required to handle
can be formed when it is stated that last year the department paid
12,846 vouchers. The company furnishes blanks on which all bills
arc made, so that the vouchers are all uniform and can be filed in
uniform packages. The pay rolls amount to from $75,000 to $110.-
000 per week. By a state law, the company is required to pay the
employes weekly. Every man is required to sign his name on the
pay rolls as a receipt for his money and these rolls are all bound
and kept on file. The number of different report blanks which are
prepared and furnished by this department and from which returns
are tabulated is over 400. On an average, over 3.000 records relat-
ing to the operation of the lines are received at the auditor's de-
partment daily.

A very elaborate and complete method of accounting is required
on the system of the Boston Elevated Railway Co., for the reason
that all the property used in connection with the surface lines has
been leased from the West End company. One feature of the rec-
ords that is of special interest is the inventory record of real estate
and all property that the West End company turned over to the
Elevated company. These inventory ledgers comprise five large
volumes and the method employed is unique and interesting. The
first volume is that of the real estate and gives a record of all
power houses, car houses, shops and tenement houses belonging to
the company, and in connection with each item, there is first a writ-
ten description on carefully prepared typewritten sheets, and the
detail description includes each floor of the buildings. Next follows
a ground plan in colors after the manner of. keeping real estate
records and shows the dimensions of the lots and the buildings and
the plan of each floor. Next follows a photograph of the building.

Volume 2 is a record of the track construction, electric line equip-
ment, power station equipment and subway equipment. This is
carefully indexed and shows the kind of rail that is used on every
street in each of the cities and towns through which the lines run.
giving the length in feet, description, and the kind and condition of
pavement: there is also a sectional drawing of every kind of rail on
the road that existed when the company took possession of the
lines. Following this is a description of the different types, and
also each piece of special work with a drawing showing the general
type of special work, and also the location of each piece, by whom
made, when put in, type of rail and the number of feet. There are
also separate illustrations, of all girder rail special work, all T-rail

256

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

special work, and all the special work of tram rail. The inventory
of line equipment gives for every street on the system, the size and
kind of trolley poles, these being alphabetically arranged by streets,
cities and towns. There is also a sketch of the poles in which the
dimensions and weight are given. The switch boxes, insulating
material, a record of single and double trolley wire, single brackets,
double brackets, and span wire, and all the different sizes of feed
and return wires and type of wire are also given. A grand sum-
mary, showing everything in tabulated form by cities, and towns
follows. There is also a statement of underground conduits and
cables giving location, length of trench, length of conduit, average
number of ducts, and number of feet of ducts, number of connec-
tions and manholes, also number of feet of each size of feeder cable
and underground returns. This is followed by the submarine,
bridge cables, together with the switches and llie number of feet
and size of wire on bridges. The same volume also contains a de-
scription and illustration of all the power station equipment.

Volume 3 contains an inventory of cars, motors, trucks, con-
trollers, and car equipment and also the miscellaneous vehicles.
The number of every car is given; when built, by whom, style of
car, and a photograph of one of every lot of cars. Then follows a
description and drawings of all the different types of trucks, also a
description of all the motors, together with controllers, all spare
parts, armature spools, etc. The vehicles of all kinds, including
coal cars, sprinklers, sleighs, snow plows, etc.. are described and
illustrated.

Volume 4 is a record and description of the machinery and tools
in all the manufacturing and repair departments, together with the
furniture and fixtures of the buildings, also a record of horses and
harnesses, and in connection with the horses, the register number
and age as well as the description are given. The miscellaneous
department includes all ofR.ce furniture, and all tools and machinery
of the entire system with location.

Volume 5 describes the material and supplies on hand.

A card is provided for every vehicle showing where it is to be
found and all the information about it. The power station expenses
are kept on cards, with a record of the coal and oil, there being a
card for a record of 12 months, and the diflferent years are so ar-
ranged that comparisons are readily made. The card record shows
the power consumed for operating the car for lamps and for heaters.
A card is provided for the transfer tables, one for the stationary
motors and one for the armature record. This armature record
shows when the armature was received with all repairs that have
been made to it with their cost, number of the car on which it has
been run, and cause of removal in each case. The motor records
are also kept on cards, give the car number, the date put under the
jcar, the date on which removed and cause of removal. By this
record, the relative economy of the different type of motors is read-
ily found. By the system of reports and accounting used, the audit-
ing depvtfient is able to know the cost of any particiriar piece of
work, and can tell the different repair departments what they can
do under certain conditions. Twice a month, a report of the re-
ceipts per car-mile is made up.

In the auditing department is a ticket chopping machine driven
by an electric motor, which is designed to cut up into fine pieces all
checks and transfer tickets. This machine is provided with a hop-
per into which the tickets are thrown and the small pieces are de-
livered into a large willow basket, and then as scrap they are sold
to paper dealers.

DEPART.MF.NT OF WIRES AND CONDUITS.

Mr. Charles H. Hile is the superintendent of this department and
the regulations prescribe his duties as follows: "He shall have gen-
eral charge of the inspection, care, maintenance and construction of
all poles, trolley wires, feeder wires, conduits, cables and return
wires (except track wiring) and of the testing of wires, cables,
switch boxes, etc.

"Division superintendents will be accountable to the vice-presi-
dent represented by the superintendent of wires, for the inspection
and care of wires, performed by the emergeivcy crews in their divi-
sions and will carry on such work and make such report as he may
direct or require. He shall perform only such work of new con-
struction as may be authorized and shall keep such accounts and
make such reports as may from time to time be required."

The office of the superintendent of this Bepartment is located in a
large wooden building near the central power station and here is
stored a large quantity of feed wires and other supplies for the con-

ihul iif the department. Wagons and drays arc provided for the
shifting and handling of the material and a suit,ible clerical force is
provided for keeping the accounts. A very complete set of testing
instrCiments is also provided and is part of the equipment of this
department. The frequency and method of tests of feeders and elec-
trical machinery have already been described.

DKE'ART.MENT OF INSPECTION.

The superintendent of this department is Mr. Clarence E.
Learned. This department receives more attention than is usually
given to work of this kind by street railway companies. The method
of keeping the record of the men and the record of the open and
secret inspection is kept by a code system which is very complete but
which must be seen to be understood. The work of the depart-
ment is considered highly essential and results in a high class serv-
ice.

DEPARTMENT OF DUILDINGS.

The regulations prescribe that the superintendent of this depart-
ment shall have charge of the inspection, repairs, maintenance and
construction of buildings, and shall report hereon to the vice-presi-
dent as may be required. The present incumbent is Mr. Marrett I.
Paine with the title of superintendent of buildings.

PURCHASING AGENT.

All buying is done by the purchasing agent, Mr. Henry F.
Woods, upon proper requisitions, duly approved. No official or
employe of any department in the bureau of surface lines is author-
ized to make any purchase or to contract any debt or incur any obli-
gation, other than for the employment of labor as may be author-
ized in the regular transactions of the business of the different de-
partments, except when specially authorized by the vice-president
or in case of emergency, as referred to in the case of snow work.
.\11 debts contracted in emergency are required to be promptly re-
ported to the vice-president with the correct bill duly approved.
All heads of departments are cautioned to exercise foresight in
making requisitions for stores and materials so that ample time
may be given for the consideration of the requisition and purchase
of the material.

In connection with the department of motor power and machin-
ery, should have been mentioned the drafting department, which is
under the supervision of Mr. Howard P. Quick, with the title of
chief mechanical draftsman. This department is located on the sec-
ond floor of the machine shop building and is provided with all the
appliances and furniture usually found in departments of this kind.
Besides the draftsmen, an expert photographer is employed who
makes photographs of all cars, machinery buildings, etc., that may
be required. In this department originate all the designs for cars,
trucks and special cars, as well as all the machinery for power sta-
tion equipment. Formerly the department was responsible for the
design of buildings, but this work has now been assigned to the
civil engineering department.

There is also in this department, an inspector of motor car re-
pairs, Mr. William S. Collins. The office of the inspector is in the
repair shop, where he is to be found every morning until 9 o'clock,
when he drives on his rounds to the diflferent car houses, which
are all visited once in 10 or 12 days. Besides the repairs to motors,
the inspector of this department looks after the condition of the pit
rooms, and is also responsible for the cleanliness of all the car
houses and the method of storing and caring for the supplies that
are delivered to the diflferent car houses.

In closing this article on the Boston Elevated Ry., the writer
wishes to express his appreciation for the favors and courtesies
shown him by the officials, the superintendents and the foremen of
the different departments.

EMPLOYES' CLUB AT BIRMINGHAM, ALA.

The Electric Club, recently organized among the employes of the
Birmingham (.Ma.) Railway & Electric Co. for temporary campaign
purposes, has decided to make the organization permanent and add
social, literary and benefit features. The officers of the company
have given the men their hearty support and it was determined that
the president, general manager and treasurer of the company shall
be ex-offi.cio president, vice-president and treasurer, respectively, of
the Electric Club. Under this plan the officers of the club are:
President, A. M. Shook; vice-president. J. B. McClary; treasurer,
Edward Warner.

Mav 15, lyoo. 1

STREET RAILWAY REVIEW.

257

THE ELECTRIC RAILWAY FROM PALERMO
TO MONREALE.

The Coiiliiuntal Klcctric Co., of Nurc-iiilnirK, Gt-nnany, lias re-
cently coiiii)lete(l an elcclric railway between I'alcrnio, the capital
of Sicily, and Monrcale, a town of 19,000 i)()i)nlation, and on a por-
tion of tlie line has installed a very interesting countcrwciRlU sys-
tem. iMirnuily what we may call "rapid transit" between Palermo
and Monreale ended at Rocca, a small suburb about three miles
from Palermo, situated at the end of "the Chaussee" which runs in
a straight line to the fool of the mountain on which Monreale lies.
From Rocca the highway ascends a steep, windiiiR grade. The
highway was not available for the electric railway and a direct
route was chosen which involved a rise of 433 ft. in ,v6oo ft. Below
this grade is one of 8 per cent for 3,600 ft., and .11 llu- upper end a
grade of 6 per cent for 2,600 ft..

Instead of using a rack rail for surmounting this grade, a coun-
terbalanced cable system wherein electric motors on the car pro-
vide the traction power, was designed, which, we believe, is quite

FIG. 1— DIAGRAM OF OPERATION.

a novelty for electric roads in Europe, though in this country tliere
are several examples of such installations, as for instance, the Brons-
don counter weight systems used in St. Paul and in Providence,
and the Mt. Tom electric cable railway near Holyoke, Mass.

The passenger cars arc of i meter (39.37 in.) gage and on the
steep grade a double track with turnout is laid; these two tracks
have one rail in common, making only three rails except at the
turnout where the middle rail branches, as shown in the plan view.
Fig. I, The object of making a three-rail track instead of a two-rail
was to avoid switches and simplify the arrangement of the cable.
Between the rails of each of the two tracks is laid a track of 58
cm. (22.8 in.) gage, on wdiich the counterbalance locomotives or
"brake cars" run. The two brake cars, one on each narrow track,
are connected by a wire cable which passes over a sheave at the
upper end of the grade, and are thus balanced one against the other:
they get the name "brake cars" from the fact that they are equipped
with automatic tooth-brakes, as well as with electric motors.

The difficulty of constructing switches to permit the passenger
cars to pass the brake cars at the foot of the grade, led to the
introduction of a most unique feature, that of running the brake
car into a pit and letting the passenger car pass over it. The opera-
tion will be understood from Fig. i, which shows the cars in

seven jiosilions. In 1 the up bounil car has arrived at Kocca
from Palermo and the down-bound car at Monreale is ready
to descend; the lower brake car is in the pit. At 2 the up car has
crossed the pit and stopped; the down car is coupled to its brake
car and the trolley pole of the latter is adjusted. At 3 the down
car has proceeded far enough to draw the other brake car from
its i)it when it is coupled to the up car. At 4 the two trains meet
•il the litrnr.nl At .S the cars arc uncoupled from their respective

FIG. 2 PIT AT KOCCA.

brake cars. At 6 the lower brake car is entering its pit. .^t 7 the
down car has crossed the pit on its way to Palermo.

It will be noted that by this ingenious arrangement the passenger
cars are kept always on the upper side of the brake cars while on
the grade and the danger from a failure of the coupling eliminated.

The weight of the passenger car is about 10 tons and that of the
brake car 7'/2 tons.

Fig. 2 shows the car crossing the pit at Rocca. the lower end of
the cable section. Fig. 3 is a view of the road crossing the valley.

FIG. 3-CROSSING THE VALLEY.

The advantages claimed for this system by the builder are: abil-
ity to ascend steep grades; minimum loss of time in connecting
to cable; safety; simplicity of operation; narrow gage may be used;
speed may be maintained on the grade; freight vans may be carried.

Just as a car on the Cincinnati. Newport & Covington road was
crossing the line between Ohio and Kentucky, one day last month,
two of the passengers — a young colored couple, were united in mar-
riage by a colored preacher. Nobody knows in which state the
ceremony was performed.

258

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

ENGINEERING IN CHINA.

An article that will not fail to be of interest to anyone who has
ever considered China as a possible field for engineering labors, or
for the introduction of American material, appears in the April issue
of Cassier"s Magazine. The author is Mr. G. James Morrison, who
has been prominently engaged in railroad construction work in the
Orient for a number of years, and is therefore qualified to speak
with authority on the conditions under which engineering enter-
prises must be carried out among the Chinese, — a people, who while
boasting of a civilization thousands of years old, honestly believe the
common welfare of the nation demands that nothing be done to
change the habits or customs of its citizens. Mr. Morrison first
briefly reviews the often described mining, agriculture and commer-
cial resources of this land, whose undeveloped riches are almost be-
yond conception, but then abruptly departs from the opinion usually
maintained by writers on China, who hold that the best way to rem-
edy the abuses and evil conditions they all recognize as existing is
to approach the government itself, point out the abuses and suggest
remedies. The author thinks that success in nullifying the evils
that must be overcome before this vast territory can be opened to
the improvements of modern civilization, particularly in the line of
building railroads and tramways, is most likely to attend the efforts
of those who are prepared to take China as it is, be thankful for the
most meagre concessions at first, and gradually overcome the prej-
udices of the oriental mind without appearing to do so. It will
be slow uphill work but Mr. Morrison believes the results will just-
ify the labor.

In conclusion he says: "All who wish to succeed in China must
be self-reliant, — they must trust as little as possible to government
assistance, they must be prepared to accept the country as it is, and
also its government, which, with all its defects, consists principally
of men whose honest and patriotic belief is that European civiliza-
tion is unsuitable to their empire; whose habits can be altered only
by slow degrees; and w-hose modes of action result in what to Euro-
pean eyes is obstructiveness of the most determined type. While
China will for years to come provide a field for engineers and engi-
neering enterprise, it is neither going to be opened up nor broken
up with the speed that many people seem to expect."

STREET RAILWAYS OF RHODE ISLAND.

The following data concerning the street railways of Rhode Is-
land are taken from the annual report of the Railroad Commis-
sioner, Mr. E. L. Freeman, which covers the year 1899. The reports
submitted by the companies are for the year ending June 30, 1899.

There are 13 street railway companies organized in the state,
one more than in the preceding year, of which 10 arc in operation.
These 10 have 183 miles of road in the state with 213 miles of
(single) track, and own 580 motor and 152 other cars.

The capital stock aggregates $10,982,000, an increase of $70,000
over the preceding year. The funded debt is $1,015,200, an increase
of $203,000; the floating indebtedness is $718,335, an increase of
$218,315. The total of property and assets, as reported, is $13,296,-
33r, which is over $580,000 in excess of capital stock and indebt-
edness.

During the year ending June 30, 1899, the total receipts were
$2,266,172. an increase of $237,479 for the year; total expenditures,
including interest and taxes, were $1,428,888, an increase of $211,-
562. The whole number of passengers carried was 44,603,401, an in-
crease of 4.623,401 for the year. The number of employes is 1,329,
which is 104 more than in i8g8.

There were 49 accidents reported to the commissioner as occur-
ring in connection with the street railways, in which 4 persons
were killed and 84 more or less injured. Of those killed, 2 were
crossing the tracks in ffont of cars; i was a woman lying beside the
track; i was an employe, killed in collision of cars. Of the 84
injured, 42 were passengers; by collision of cars, 16; by cars jump-
ing tracks, 10; by getting on or off cars, 11; knocked from running
board by tree or car, 4; by breaking of car platform, i. Of the other
42 injured, 20 were by collision of cars with teams; 12 were persons
who were crossing tracks in front of cars; 3 by collision of cars
and bicycles; 7 were employes, of whom 4 were injured by collision
of cars, 2 by cars jumping tracks, I by falling from car.

Seven of the street railway corporations paid dividends as follows:

Union Railroad Co., Providence, 8 per cent.

Pawtucket Street Railway Co., 8 per cent.

Newport Street Railway Co., 7 per cent on $30,000 preferred.

Providence Cable Tramway Co., 6 per cent.

Interstate Consolidated Street Railway Co., 6 per cent.

Pawcatuck Valley Street Railway Co., 254 per cent.

Newport & Fall River Street Railway Co., 3 per cent.

Tables 4 and 6 give data for the various railways of the state.
It should be noted that the total expenses include taxes and
interest.

TAtUB Na 4.-5AMM'fV Namn rf Vm^rotioM. Capital Statk paid In. ftntttd Dtlit. Fl

at M. isat.

N«IIEora>«POIIATIOW,

capital Sio«k
paid la.

rBMiad

noailnt

TMal

ItfMipia.

topmK*

Caralap

UblOD Rtllroad Co , I'mvldencc..

(» :«I.OIW 00

♦aa.ooooo

*ies.05i 7«

iar7.05i 78

Il.7ia.818 67

8973,073 48 1788.8*8 M

Pawluckol 9trcT( Railway Cu

WV.OOO 00

20.000 13

so.eoo 13

143.830 7S

00.■^-^8 10

48.083 83

Woontoclwl Slrwt Rallwuy Co .

MO.OOO 00

105.000 00

\<a.m< 59

397.804 so

fl7.8tl2 4S

88.N75 es

-8.»es>4

Newport Sttix't RallMt; Co. .

107.000 00

00,0000a

18,317 14

88.317 M

B8.007 13

48.801 83

8.900 68

ProvldcDCC Cable Tnmway Co. .
lutcnUlc Con Slrccl Rallwaj C« .

880,000 00

IW.OOOOO

137,818 10

277.818 10

148,110 4i

117.823 48

ea.»SM

PawcaiutkValloy Street rUJlwajCo

73,000 00

100.000 00

ii.soooa

111.500 00

17.88*1 13

14.413 41

8,1)3 70

Pnoiuict Vatlcj Electric Stroci

Newport and Fall River Stmt Rail-
way Co

«0,000 0«

840.000 00

M.ooaso

279.003 86

70,835 7a

05.097 16

0.748 U

eo.ooo uu

8,0»27

8 803 40

ICumbvrlaod Sin.'Ct Railway Co.
tTlic Block Ulaad Electric LtebllDK

Tol^

tlO,»S2.000 00

11.015.200 00||7lB.Sa4 D9|«l.7»3,534 es'tS.MS 171 •e|«l,428.S8T u||SM.S84 18

• Rood panJi bullL ■ul n>mm<

TaBLX No. 6.— SAvwiiff Dalt «S Orgaiitation. MiUt lload. Aunlwr ^ Meter and othtr Can. wilA Tvlal Numlitr 0/ PatmiigtrM
Ctirritil fir At y«ar 4ndinjr ^tin* 30, 1899, and herram er Dtemut Mtr prftiotu yiar

HAMK or COEPORATIOW

Dauot

Mlla

■toad 10

Mils
mck In

B 1

■olar
Con

"jt^r

NiiDlier of

ITZ

Union Railroad Co , Pro»idoi«cc

Pawtucket Street Railway Co

Woonsockflt Street Railway Co

Newport Street Railway Co

■Provldenrp Cable Trsrnway Co j

iDlerslaleConoolldaied Sirert Railway Co j
Pawcatuck Valley Strnt Railway Co
Piwiu»ei VoUey Electric Street R.tlway Co
Newport and Fall Rl*er Sireft R.llway Co
teea View Railroad Co

February S. 188$

July Ifl. 1885

June 4. 1886

July 80. 1888
iDCorporated. 1884
Roadl)ulll. 1888
OpeocdJaii 1.1B90
Hky 1881
ReoreoDlud. 18B3
Hay 26. 1^4&3

July 83. 1833

Joutio/y. 1808

July 88. 1887

MoTcb 11. 1808

83 618
17 887
1713
400
I 2 927

10 748
14 70

noo

7-00

113339
1D9«9
17 23
4 17
8263

4-375

II 130
13 48
1800

7 00

SOS
46
21
1ft
88

7
0
2«
6

78
0

10
4

a«

4
4

83.087.224

2.847.827

1.143.344

088.027

8.80O.9O4
833.347
838.333

1.435,835
78,905

2.183,438
188.638
81,046
168.033

226.640
81.240

337.064

1,434.368

78.003

gBlock lilapd Elect'lc Ugbt andTrauporia-
UoaCo i

ToUl

1B8<»8

813827

380

132

44.808.006

4 823 401

*op«audbi VdIo* IUIlM*d CO.

M rtutwl U[l Jot, I. igw tKoulbgllt.tnilDDtupcrtl.d-

Nearly all the street railways of the state have accepted the pro-
visions of Chapter 580 of the Public Laws (St. Ry. Rev., Mar., 1899,
p. 198) by which they pay an annual tax of I per cent of the gross
earnings and an amount equal to all dividends in excess of 8 per
cent, in lieu of all other state taxes. (By this act the burdens
imposed on the roads by cities and towns may not be increased
without the consent of both parties.)

The Union Railroad Co., of Providence, added 7.745 miles of
track to its system, and enlarged its car house and power station
capacity.

The Rhode Island Suburban Street Railway Co. was organized
during the year and acquired by purchase the property of the
Cumberland Street Railway Co., 7 miles; that of the Pawtuxet
Valley Electric Street Railway Co., 11 miles; the Oakland Beach
branch of the New York, New Haven & Hartford, 10 miles, and
the Barrington, Warren & Bristol road. This company has built a
sub-station at Riverview and will take current from the Union
Railroad Co., transmitting on by the three-phase system.

The total mileage of the Union Railroad Co., the Pawtucket
Street Railway Co. and the Rhode Island Suburban Railway Co.,
all of which are controlled by the United Traction & Electric Co.,
is 173.12 miles.

< « >

The Holland & Lake Michigan Electric Railway Co. resumed
operation over the Saugatuck branch on April nth, the first time
cars have been run since the destruction of all the company's rolling
stock by fire on January loth last.

New York twins born the day ground was broken for the rapid
transit tunnel were named respectively William Rapid Transit
and Robert Rapid Transit Behrend, after Mayor Robert A. Van
Wyck and Chief Engineer William B. Parsons.

May is, ii)<k). ]

STREET RAILWAY REVIEW.

259

MEETING OF THE SOUTHWESTERN ASSO-
CIATION.

'I'lio sccoiul annual convi'iition o( llic Sonlliwcslcrn Gas, Klft-
tric & Street Railway Association was held at Waco, Tex., on April
ijtli to I4tli, tile meetings being at the Business Men's Club. The
first session was called to order by the president, Mr. T. D. Miller,
of Dallas, .11 lo a, m Tliiirsday April I2th. Capt. M. B. Davis was
introduced and made an address o( welcome; he was followed by
the mayor, Mr. C. C. McCulloch, who greeted the association in be-
half of the city. President Miller made a brief response and then,
after the roll call and other routine business, made his annual ad-
dress. He said in part:

"The past year has been noted for its great activity in industrial
enterprises, with the natural rise in prices of supplies. Those who
have lived up to the old prcceiit, 'in time of peace prepare for war,'
and taken advantage of the low prices to make extensions and im-
proveineiits. find they are able to show a large profit on the invest-
ment in the amount saved in the expenditure over what the same
would have cost had it been deferred a year or more. Competition
has in numerous cases been tempered by consolidation or tin-
courts. The anti-trust law has been declared constitutional, hut no
case has been reported where it has aflfected any of our industries,
for the simple reason, that, forsooth, none of us are in a trust.

"A popular cry in municipal aflfairs today is municipal ownership
of public or semi-public utilities, which include gas works, central-
station electric plants and street railway lines. There has been con-
siderable educational work done on this subject the past year, and
it is to be hoped it will continue. An unfounded and erroneous idea
is prevalent in the public mind as to the earnings of such institu-
tions. There have been cases where city authorities have been un-
able to get the consent of the public for the purchase of such utilities,
and still laboring under the delusion that the profits of the business
were enormous. They have attempted to and have imposed heavy
burdens in the shape of a privilege tax or income tax or bonus for
the occupancy and use of the streets. The injustice of such course
must be apparent to all, for such levy or impost must be paid by
the patrons of the enterprise, which payment accrues to the benefit
of all at the expense of a few. It is argued that our business is in
its nature exclusive, and that it is impracticable to have competition
in the sale of gas, electric lights and transportation of pafsengers.
This statement is, in a measure, true, but the impracticability is not
physical, but financial, as some of you here can testify from more
or less lurid experience. If our profits are sufficient to enable us to
give large bonuses to the government for a privilege to do business,
would it not be more logical for us to give that amount to our cus-
tomers in the shape of lower prices? ."Vn adjustment of this nature
would. I believe, meet with approval from all interests involved,
could the subject be treated in a perfectly impartial way.

"Everyone is in<|uiring for the cause of the failure of the .Austin
dam. Was it defective construction or faulty design, of error in
judgment as to the sustaining power of natural material, or its abil-
ity to withstand the efifects of the water under the new conditions?
That there has been an error committed is beyond doubt, and it is
to be hoped that a thorough and impartial investigation will develop
the cause of the calamity and that the responsibility may be fixed
where it belongs. This is due to the men who were in any way
connected with the promotion, design, execution or management of
this work. The failure of this dam is of interest to the engineer
from a technical standpoint; to the gas man because it was in direct
competition with a gas plant for light and power; to the electric
light and street railway man because of the extremely low rate made
in .\ustin by this plant for current for both light and power, for its
moral effect reaches far beyond the confines of Travis County; to
the political economist because it is a municipal enterprise, and
perhaps of a magnitude far greater, for the size of the city, than has
ever been attempted before in this country. The question has been
asked. Has the plant paid? Has it earned sufficient revenue to
warrant the million-and-a-half investinent?

"Electrolysis or electro-chemical deterioration of underground
metallic construction is a thing that gravely concerns the gas man
and the street railway man. How to avoid damage to the mains
from stray ground currents does engage the attention of the gas
man, and how to avoid damages through the courts for damages ac-
crued to gas. water and telephone mains should engage the attention
of the electrician. The electrical associations have discussed this
subject, the gas associations have done the same and the street rail-

way ass(jciations have given it consideration. It occurs to me that
our association is in a particularly fortunate position to consider it.

"The relation of corporations lo the public should engage our
constant attention. It is a live subject, and one that has but recent-
ly been prominently brought before the public through attempted
legislation of a special session of the slate Legislature. In this con-
nection let nie call your attention lo the (act that there is practically
no criminal proceeding available for the protection of our business
against the surreptitious user of gas or electric current. Under the
criminal code the value of the thing stolen must be proven to obtain
a conviction. The thief who steals gas or electric current does not
use a meter and would hardly testily as a prosecuting witness and
himself the defendant, so that it is impossible to convict for such
theft, though the criminal be apprehended red-handed in the act.
Of course, civil action can be resorted to, but such action against
'one who was slick enough to rob the gas or electric company'
could hardly be expected to result in nnancial gain. I therefore
recommend that a committee be appointed to prepare a bill cover-
ing this defect, which bill they will have introduced at the next ses-
sion of the Legislature."

The papers presented included the following:

"ICkctrolysis," by E. H. Jenkins, San Antonio.

"Meters and Incandescent Lamps," by W. S. Rathcll, Waco.

"Operation of Electric Lighting Plants from a Business Stand-
point," by A. E. Judge, Tyler.

"Use and Care of Electric Meters," by E. D. Kelly, Waxahachie.

"Sale of Gas and Electricity for Light and Power," by J. R. Cul-
linane, Denison.

"The Cause and Remedy of Poor Incandescent Lighting," by H.
L. Monroe, Dallas.

"The Attitude of Municipal Corporations to the Public," by John
G. Boyd, Terrell.

"Operation and Maintenance of Street Railways." by H. F. Mac-
Gregor.

Abstracts of the papers of most interest to street railway men arc
given below:

Ofificers for the following year were chosen as follows: President,
J. F. Strickland, Waxahachie; vice-president. C. F. V'eagcr, Laredo;
E. H. Jenkins, San .'\ntonio, and J. R. Cullinane, Denison. These
gentlemen and H. F. MacGregor, T. D. Miller and W. S. Rathell
were chosen directors. The next meeting will be at Houston.

OPERATION AND MAINTENANCE OF STREET
RAILWAYS.

Bv H. F. MacGregor, Vice-President and General Manager of the Houston
Electric Street Railway Co.

This subject aflords scope enough to write a book, but considera-
tion for my hearers and my own inclination will limit this paper to
a f<w observations growing out of my experience which I feel may
be useful to others, or that may invite discussion with some com-
ments and criticisms on current conditions. Elaborate, technical or
statistical information will be eliminated. This paper will be found
dry enough without endeavoring to emphasize the condition.

Technical and statistical matter is available in better form than
my knowledge or my records would furnish. Those who make
such matters a special study furnish instructions and tables of value
as a basis to work from. The usefulness of information of this
character depends on the ability of a railway manager to correctly
determine to what extent it applies to the conditions under which
his lines are operated. My feeling is that these matters can bo
worked up by the technical papers from unquestioned authorities
with greater benefit to the business, than they can be furnished by
the average street railway man whose opportunities are limited; and
that the sessions of the associations can be more profitably devoted
to single topic papers, and discussions of them, experience meet-
ings, and the question box, where the timid man gets in his work.
It is this exchange of ideas from practical experience that makes
the trips to the Southwestern and the .\merican associations at-
tractive to me, and beneficial to the interests I represent.

The last decade has witnessed revolution and annihilation: the
night-mare of the succession being about the only reminder of the
motive power of the past. Invention has crowded invention. The
electrical apparatus of yesterday is a back number today. The
standard of today, if we dare yet to talk of standards is likely to be
obsolete tomorrow. The procession has moved rapidly, and but

260

STREET RAILWAY REVIEW.

tVoL. X, No. S.

few of us have had properties financially able to keep pace with it.
Our experience like our machinery is obsolete; it was expensive but
is perhaps worth all it cost and whether willing victims or forced,
there was no choice; we could not stand still. Investors in street
railways and other electrical plants have contributed large sums to
the march of events, and those that come after us will consider it
money well spent, and those that went through the transition find
themselves cautious and self reliant, two essentials today in the suc-
cessful management of electrical properties. There was something
to warm the cockles in the heart in the motive power of old, that is
lacking in the modern method. Perhaps this is explained by the
fact that "blood is thicker than water," for looking backward is there
a street railway man who cannot picture that he was at one time or
another a brother to the sire of the lamented but not forgotten mule
that shared our burdens?

I should have profited by the knowledge of the habit of our neigh-
bor across the border, and said in answer to the suggestion of your
committee "Manana," for "tomorrow" I am hoping for several
standards in the construction, operation and maintenance of street
railways adapted to all classes and conditions. Systematic and thor-
ough work in this direction is what I believe is needed most by rail-
way interests, commencing with franchises, proper municipal de-
mands, standards for material and equipment for cities of different
classes. Everything now is based on what is accomplished in larger
cities; municipal exactions are the same. The public mind is edu-
cated by object lessons from cities glutted with traffic where the
problem is how to handle business and not how to create it; where
the horn of plenty exists, and is not an irridescent dreatn.

At the meeting of the American Association I ventured to remark
that the trend of the discussion was toward conditions existing in
but few cities, and inapplicable to the wants of most of the members
and suggested a division that would profit the smaller interests. I
see from the published program that at the next convention, in
Kansas City, we are to have a paper on construction, operation and
maintenance of roads that operate 20 cars or less; this is a step in the
right direction.

The improvements demanded by the public and the spoliation by
the courts, municipalities and legislatures menace the very existence
of street railways in cities under 50,000 inhabitants, or cripple them
so they are unable to maintain the public service as they desire or
should do. This should be remedied by the proper education of the
public, and no one can better do this than the street railway people
and allied interests working out with mathematical precision the
results that can be obtained under given conditions. I believe we
now have had sufficient experience to do this, and it is only a matter
of compiling the facts and getting them properly before the people.
The facts would be an aid to the successful development of improved
city and suburban transportation facilities, and a convincing answer
to the craze for municipal ownership and socialism.

In the operation of street railways I recommend the belt system
as being more profitable, covering more territory for the same oper-
ating expense and affording greater protection against accidents
over a double track system, and having fewer delays and annoyances
over a switch system.

In cities of the class of Houston we average a car for about every
2,500 inhabitants. In smaller cities it would vary from this number
to one for every 5,000 people. With us the travel amounts to one
fare daily for less than 20 per cent of the population. The operation
of these cars should have close attention and every possible effort
should be made to encourage and increase travel. Attractions on
lines operated on a business basis are desirable, but free shows are
not beneficial; those of a class that should be encouraged cannot be
afforded free on a s-cent fare and it is preferable to give people full
value for their money in attractions, concerts, etc., at popular prices,
say 10 cents admission and 10 cents for reserved seats. Where the
attraction is inexpensive in character the admission might include
a coupon for refreshments at the privilege stands.

We operate our cars by the usual methods, and have no patent
process better than others. Eternal vigilance is the price of success
and if not success of the privilege of living.

Our headway varies from 5 to 30 minutes on different lines. On
short lines it is desirable to have short headway. Formerly our out-
side limit was a 20 minute service, but we find half hour cars earn
about the same money on light traffic lines; and that a 15-minute
service increases the travel but slightly and only to a small percent-
age of the increased expense of another car. Patrons on long head-
way lines time themselves until it becomes a habit and the domestic

arrangements at home are systematized accordingly. Twenty dol-
lars per day per car is required for the operation and maintenance
of a proper standard of excellence and the profit must come from
earnings above that.

Eor the economical maintenance of a line it should be constructed
well in the beginning. The rail should be 60 lb. or heavier, the
heavier the better; the base of the rail should be not loss than 5 in. in
width to prevent cutting into ties; the joints should be cast-welded.
We have a cast-welding machine and it is undoubtedly the thing in
paved streets as there is no weak point left in the track and no move-
ment at the joints; bonds are unnecessary and by reason of the sav-
ing in the bonds the cost is approximately the same and th« result is
practically a perfect track. In unpaved streets we are cast-welding
also and without trouble. Thus far the stretches have not exceeded
a half mile. Until we have tried a long stretch of straight track I am
not prepared to give my unqualified endorsement of cast-welding in
unpaved streets in light soil. My impression is that expansion
joints left at quarter mile intervals will prevent possible trouble.

We have generally used cypress ties; 12 years is about the limit of
life, and under some circumstances not that long. We have recently
used also creosoted pine ties, estimated to last 20 years. Tracks
should be well ballasted, and carefully looked after. We use No.
0 trolley wire, and have red and white cedar poles and recently put
up some creosoted pine poles; some of the white cedar poles erected
10 years ago have been replaced; the major portion are good for sev-
eral years yet. The red cedar poles last longer, but are not as at-
tractive in appearance, and the sap wood decays and makes the pole
more difficult to climb.

The maintenance of the equipment and the station repairs consti-
tute a heavy tax on the earnings. It is necessary to have quite an ex-
tensive repair plant and a very large sum of money can be thrown
away or saved in the handling of these departments. The fuel ques-
tion requires close attention and to know when one is getting the
best results is difficult to determine.

The handling of claims and lawsuits requires rare judgment, a
street railway man who handles small properties soon gets to be a
jack of all trades; on larger systems special ability is found in sep-
arate departments. The greatest problem to be found in the opera-
tion and maintenance of street railways among the members of the
Southwestern Association is how to make both ends meet. Every-
thing is subordinated to this vital proposition. It dwarfs our recom-
mendation, clips the wings of our ambition and destroys our repu-
tations as managers. The inexorable conditions for which we are
not responsible and that are beyond our control are ever present.
We are, however, kept out of the clutches of the devil if there is any-
thing in the saying that the devil finds something for idle hands to
do. As the happy son of Erin, who was watchman for the Galves-
ton Street R. R., remarked to a man who said he was looking for a
steady job, "You have come to the right place; we work here nights,
days and Sundays." Like the poor our troubles are always with us.
These we get to endure as a matter of course, and keep cheerful
looking at the bright side, for there are many pleasant features that
compensate for the exactions in other directions.
*-—*■

ELECTROLYSIS.

By E. H. Jenkins, President San Antonio Gas & Electric Co. and San Antonio
Traction Co.

There is now scarcely any doubt that electrolysis has existed in a
mild form for several years before the introduction of trolley cars,
as before that time the telephone and telegraph companies used the
earth for the return circuit and the "vagrant" electricity from these
systems used the water and gas pipes. That there was damage from
this cause, fully accounts for the destruction of small service pipes
in the past where the soil did not contain any substance, as far as
could be ascertained, that would produce corrosion.

It is well established that only a small difference of potential, not
exceeding one-hundredth of a volt, will under favorable conditions
produce electrolytic action though it may take considerable time for
the effect to become apparent.

The first electric railways undertook to return the current to the
generators by the rails but made only poor attempts to electrically
connect the rails at joints. Experience showed the bad effects of
poor bonding and better provisions have been made for taking care
of the return currents and the author believes that little or no dam-

May is, kxx).

STREET RAILWAY REVIEW.

261

age is possible from systems having rails iif iimijlc capacily pmijcrly
bonded with copper bonds.

There is a difference ot opinion among electrical engineers on this
point. Mr. Hubert S. Wynkoop states that it is impossible, because
of financial considerations, to provide a track return so satisfactory
that considerable electricity will not seek a i)alh through pipes, cable
covers, etc., for to confine the current lo the rails woul<l require their
resistance to be infinitely small compared to the earth; an improved
track return is and must always be, a [jalliativc and not a cure.

Mr. I. H. I'arnham, of the New England Telephone Co., of Bos-
ton, was the first to investigate electrolysis and his experiments,
conducted in 1H93, led to the first attempt to improve conditions by
reversing the polarity of the station dynamo and jilacing the positive
pole to the trolley wire; this was succeeded by improved bonding.

In 1894 a committee of the Western Gas Association, through its
chairman, Mr. George Trcadway Thompson, made a report on elec-
trolysis and considered various remedies suggested by gas and water
companies. These included covering the gas and water pipes with
non-conducting paints, or slipping drain pipes over the iron pipes,
cementing them at the joints and ends. At Los Angeles some of
the pipes were laid in conduits filled with sawdust; pitch kept in
place by boxing of convenient form has also been tried. These
methods of protecting tlic pipes are too expensive for general adop-
tion and no partial installation would wholly cure the trouble. If
the current enters the pipe and leaves it near the same point, a
jacket of tiling or non-conducting paint would prove a true protec-
tion, but if the current enters the system at a remote point the local
covering would merely force it to find a new outlet and transfer the
difficulty to another point. At Cambridge, Mass., the practice of
protecting pipes by attaching copper wires and plates to them was
tried, and abandoned because of the rapid destruction of the copper
plates.

Prof. Elihu Thompson has suggested the use of secondary gen-
erators, driven by the railway current, the current from which
should be utilized to reduce the potential of the pipes and cables to
that of the surrounding earth and rails.

The plan included means for making the operation of the sec-
ondary generators automatic, but it has never been put in opera-
tion.

The system adopted by large roads in Boston, Brooklyn, Cleve-
land and elsewhere is to provide insulated track feeders designed to
carry the entire current and connected to the rails at intervals of
400 or 500 ft.; the rails carry the current only between feeder junc-
tions.

The recommendations of Mr. T. J. McTighe are for heavy bonds
so placed as to be protected against corrosion and convenient for
inspection; the liberal use of heavy cross bonds, and the installation
of an underground trunk return from power house to track and
there connected to each rail.

Mr. A. A, Knudson, writing in the .American Electrician for
March states that he has found the resistance of the joints of water
and gas pipes and Edison tubes increases with age because of the
galvanic action between the pipes and the lead of the joints. The
effect of this resistance is to cause electrical currents flowing in the
pipes to leave the positive end of the pipe and flow to the next pipe
through the surrounding soil or in case of water pipes through the
contained water; this results in electrolytic pitting of the pipe or
reduces it to graphite. For this reason any return which involves
conducting railway current through pipes is not a cure of the
trouble. As an absolute remedy the only thing in sight is the
metallic circuit, the double overhead or underground wires.

In San Antonio the recently laid track has 74-lb., 60-ft. rails with
Morris bonds under the fish plates and No. 0000 bonds around the
plates. A return cable from the track to the power house is also
provided and the gas pipes near the power station have been con-
nected to the generator.

In conclusion Mr. Jenkins says: "I feel satisfied that in cities of
say 100,000 inhabitants and kss. if rails of the ebctric railway system
are properly bonded, and the gas and water pipes have suitable re-
turn wire connections to the power house, there is little or no dan-
ger from electrolysis. In larger cities with more complicated sys-
tems of pipes electrical surveys should be made and when the facts
are known suitable return conductors can be placed."

SCHOOL FOR MOTOKMEN AT BALTIMORE.

The United Railways & Electric Co., of Baltimore, Md., has cs-
tablishtd a training school for motormen where the new men arc
instructed and drilled in their duties before being "broken in" on
the cars by old motormen. The illustration shows the interior of
the school room; at the right and left will be noted the controller
and brake eijuiiinunts, which include all types in use on the system;
at the front end is the instructor's desk and in the center of the
room is a large tabic on which are always to be found the current
street railway papers.

About 100 applications for employment as motormen arc received
each week. All applicants must present two letters of recommenda-
tion; one from their last employer, if any, and one from a well-
known and reliable person who is willing to indorse them.

The applicant must weigh 160 lb. and must be at least 5 ft. 8 in.
tall. He must not be under 25 years of age and not over 40 years.
He must be sober and willing to perform his duties. He must fur-
nish the company a bond of $50.

All applications are made to the employment agency of the com-
pany, and after a number of suitable men have been selected, accord-
ing to all requirements, the general manager, Mr. W. A. House,
has the men come to his office where he explains in a general way
the policy of the company towards its employes, and the motives

,'-.

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fll— tjII

^tHik

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Wages on the Calumet Electric Ry. have been increased from
17K cents to 20 cents per hour, taking efltect May ist.

INTERIOR OF INSTRUCTION ROOM, BALTIMORE.

guiding it in selecting men. Good, trustworthy men who are seek-
ing permanent and not temporary employment are wanted; such men
are encouraged in their work and the company tries to keep them.
Men over 25 years old are preferred because at that age most men
have responsibilities to hold them to a fixed purpose and prevent
them from shifting about. A man over 40 is harder to teach than
when younger and Mr. House believes that he is often guided by a
disposition similar to that preceding his 25th birthday.

The school is in' charge of an instructor of motormen, Mr. J. K.
Morgan, who is under the immediate supervision of Mr. S. W. HufT.
master mechanic. Mr. Morgan gives the new men three days' drill
in the manipulation of controllers and brakes, and instructs them as
to the fuse boxes, switches, etc. The hours of instruction are 8 to
11:30 a. m. and i to 5:30 p. m.

The men are next put on cars with experienced and reliable motor-
men. Here they are under the eye of the inspector of motormen,
Mr. E. N. Howell. At the end 01 seven days on the cars the in-
spector can usually tell whether the candidate will make a satisfac-
tory motorman and passes on his case; in some instances more time
is given.

This careful training makes accidents of infrequent occurrence.
When accidents do happen, unless they are very serious, the men
are not suspended at once but are given a hearing early the follow-
ing morning so that if not at fault they can catch regular runs and
lose no time. The investigating board consists of the general man-
ager, the superintendent of transportation, the division superin-
tendent, and the assistant claim agent.

262

STREET RAILWAY REVIEW.

[Vol. X, No. s-

500-VOLT CURRENT ALLEGED TO HAVE
CAUSED DEATH.

.\bout a year ago suit was coinmcnced against the San Antonio
(Tex.) Street Railway Co. because of the death of a man 60 years of
age. who was standing on a pile of cinders which he had wetted
down and was raking with an iron handled hoe. A trolley wire was
suspended over the cinder pile and it was alleged that in raking the
cinders the hoe handle came in contact with the wire, giving the
deceased an electric shock which caused his death. This happened
on a hot day in .August, the thermometer being 95 degrees in the
shade. The man fell and in a few moments expired; both hands
clutched the handle of the hoe but there were no marks or burns on
the hands or any other part of the body.

The witnesses for the plaintiff stated that they heard a sound as
if the hoe came in contact with tlic trolley wire but did not see it
touch the wire.

On the first trial the jury disagreed and on a second trial found
for the defendant company. The plaintiffs carried the case to the
court of Civil .Appeals where it is now pending.

CLUB ROOMS AT CLEVELAND.

By the courtesy of Mr. R. M. Douglass we have been favored
with copies of a number of photographs taken by the Cleveland
Electric Railway Co. for exhibition at the Paris Exposition. The
three engravings herewith are reproduced from interior views of
the employes' club rooms as established at the various car houses.
The company has had the matter of providing such rooms under
consideration for a year, but it was only in December and January
ast that the plans were carried out.

SOME CONDITIONS AFFECTING THE MAIN-
TENANCE OF CARS AND THEIR
EQUIPMENTS.

(From tlie Electrical Review, London.]

If an English engineer were called to estimate the probable run-
ning costs of the various divisions of a potential electric traction
scheme, he could, without much difficulty, and with good chances of
accuracy, foretell the amount with which to debit the power station;
for making allowances for the considerably increased load factor,
the decreased charge for switchboard attendants, and a few other
betterments, his experience in the lighting school will guide him in
estimating the cost of power at the switchboard. Ho can, moreover,
pick up nuggets of information on this point from the gold mine of
American and Continental statistics.

For similar reasons he will not be far out in estimating the cost of
maintenance, depreciation, and "inefficiency factor" of the electrical
construction beyond the board, including feeders, with their boxes,
switches, manholes, etc.. poles, and overhead wires, electrical and
supporting.

He may, by good fortune, attain a fair appro.xiniation when deal-
ing with the track, with its special work, bonding, and diverse bal-
■ lasting — macadam, setts, or wood — but when he comes to the run-
ning cost of cars, he is face to face with a fearsome octopus, whose
tentacles are hidden, towards which he advances cheerfully, grasp-
ing a sword forged from the mean of countless statistics.

If the engineer was born under a particularly lucky star, he may
have struck a line which, in this matter of cars, will verify his esti-
mate. With this line we have nothing to do, the object of the arti-
cle being to indicate, however vaguely, some of the difficulties with

Holniden Ave. Miles A\e. L.iK-e Ave.

EMPLOYES' ROOMS AT THE CAR HOUSES OF THE CLEVELAND ELECTRIC RY.

As noted from the illustrations the games include bowling, pool,
cards, chess and checkers. Punching bags and boxing gloves are
also provided. In addition there is reading matter, and the city
library has established a branch at each club room so that the men
and their families can avail themselves of library privileges without
inconvenience.

The company furnishes these amusements free to the employes
and only asks the men to look after them, which is done by a com-
mittee of their number. A slight charge is made for games, a cent
a cue for pool and a small charge for bowling; from this income
they pay a man to look after the room, stand at the foot of the
bowling alley, etc.; the income provides for this and leaves a sur-
plus for the men, with which they can buy additional sources of
amusements or create ;a fund for any purpose they may desire, pos-
sibly for a sick benefit. '

« » » ■- — ■ —

Construction work has commenced on the e.'itension to the For-
est Park and Clayton branch of the St. Louis Transit Co.

The Birmingham (Ala.) Railway & Electric Co. will build a 100 x
140-ft. extension to its Highland ,'\ve. car house, as its five barns
now in use have become inadequate to accommodate all of its roll-
ing stock. The new building will be of iron and will contain eight
tracks.

which the question bristles, and which make the estimation so much
a matter of chance.

The size of the outfit does not affect us particularly.

Expenses due to repairs and renewals should be merely nominal
during the first six months. Everything is new, presumably in the
pink of condition, and the contractors are, no doubt, hovering
around, coaxing, and doctoring. It is after this critical period that
the x's, the unknowjis, the special characteristics of the men-in-
charge of the line, oi,the cars and their equipments, begin to unfold
themselves.

Let us attempt to marshal some of the unknowables: — First, and
most thickly veiled, comes the personal factor. However lusty a
babe is electric lighting, electric traction is certainly yet "in its in-
fancy" in Great Britain, and large type would be needed to fill a
sheet of scribbling paper with the names of those who know a tram-
car from a traction engine — speaking more or less figuratively. It
is necessary, therefore, to imagine the possibility of the resident
engineer being a man sound in lighting, but with an elemental ac-
quaintance with the vices and surprises of a traction job. He may
have been on some line where the conditions were ideal — and
monotonous (for who would give anything for that job where the
engineer could talk about "the even tenor of his way?" The man
most likely to succeed is he who has been in charge of a system
where breakdowns of every possible description — not due neces-

May 15, iijoo. ]

STREET RAILWAY REVIEW.

2^)3

sarily tu IjacI iii.ui.im'iiicnl iiiMic lliick as k-avi-s in — well, in au-
tumn).

Tliis man lia'^ .in nnliniilcd capacity for learning, but — unfortim-
atcly fnr onr tslinialor — a very small percentage of these surprises
occur (luring llie probation period of the undertaking, when the con-
tractor's rcpresentalive is at hand to advise; and so il happens, that
instead of being able to strangle faults before birth they arc allowed
to develop f\illy, ami only then is the preventive noted for use in
future. In fad, the resident engineer has to learn by experience,
which is likely to be a pretty penny out of the promoters' pockets.

Probably a mcjre important [ilace under the heading "I'ersonal,"
should be assigned to the niotorman — that most imspcakabic prod-
uct of devoluti(Hi — for one must persist in counting him as belong-
ing to a distinct genus, a race ai)art.

Who shall say beforehand what this uniformed wonder will do,
or how he will do it; and who, when he considers what the motor-
man should know, would for a moment imagine that he could do it?
In sooth, he should know all things, even as he knows the taste of
beer. The contractors probably saw him through a period of
skilled training; he is riddled with instructions as to what he should
do under any circumstances; he has instruction books thrust ui)on
him (sonutinies with the adjuration that he read them as often as
his Bible!); he has every chance to learn, and yet ....

Is there a particularly bad point entering a loop, then shall your
motornian go through on the last notch — poor wheels, poor car —
what recks he of broken flanges, of the terrible lurch on the lead,
which twists the frame and strains horribly the car body; wdiat cares
he for the comfort of the passengers? All he cares about is to get a
loop ahead of another of his kind. The damage to the car is not
apparent at the time, so he will not suffer.

Is there a flooded place on the line? How fine to think that he
can slosh through six inches of water, at the "making up" speed,
without wetting his feet (oh! you wretched motors, arresters, and
resistances). What a glorious device is the "emergency!" How it
saves one's right arm to use that little handle to pull up for a pas-
senger. If the passenger jumjis on before the car has stopped, so
much the better! Off goes the emergency, and nobody hears the
ruinous arc inside. Look at the creature! He is climbing a hill
when the current goes off — circuit-breaker out at the station. On
goes the brake, and round goes the controller handle to the first
notch, or maybe it remains v\here it was on the notch where the
fields are shunted, the position which his "instructions" say "must
on no account be used when climbing a grade;" then, when current
again comes on, you see we start without loss of time, unless the
station breaker opens at less than 200 amperes.

Look at him again. Something has caused his circuit-breaker to
open time after time. What more natural than to hold the handle
of that breaker until the depot is reached, or perchance till the main
fuse blows, in which case he is hopelessly stranded, because he has
quite forgotten what he should do under the circumstances.

(How I love to see him step off a car to find what ails it when
the lights go out. and it happens to be "grounded.")

All these things do not lengthen the life of the motor eipiipnients.
The niotorman can damage a car in so many ways, and he uses his
power.

Let us get away from the personal factor with all speed. .After
the engineer has learned that a car will not run an infinite number
of miles without being overhauled — knowledge sometimes obtained
at considerable cost — he institutes a regular system by which every
car is run into the repair shed, cither after traveling a certain num-
ber of miles, or some fixed period of time. .After a little while he
finds to his disgust that his orderly system works out better on
paper than in practice, for cars apparently are not keeping the rules
at all, but are just dropping into the repair shed when they like, not
when he wishes. Armatures or field coils failing, brush-holder yokes
burning up. controllers niggering. arresters short-circuiting, trolley
connections continually earthing to poles, (oh! those delightful
double-deckers) poles doubling up, axles breaking, wheels cracking,
and flanges chipping off. trucks sprung out of square, and, finally,
cars being dragged in with platforms wrecked, dashes and vestibules
unrecognizable, controllers in smithereens, and broken glass every-
where. Most of these things happen occasionally on lines working
under the best conditions, but it is doubtful if any engineer, with
foresight of the brick-wall order, would allow for every one of
these calamities happening continually on any one line. Yet these
exaggerated evils are found on some — probably a very few — lines.

To show how such a concourse of disasters could come about, it

will be well to indicate the possible crjnditions existing in one line
On the opening day everything runs smoothly; all things appear in
order and well done. The track runs through a mining and manu-
facturing district, serving a dense and dirty population. In a few
months some portions of the road begin to sink, owing to disused
workings caving in. Il subsides most quickly under the track, as
all heavy traffic prefers the miihlle of the sett track to the Softer
macadam road sides. Joints open .iiid sink, the track gets out of
gage, nasty kinks and curves are given to the rails. These things
play havoc with wheels, axles, and springs. Setts rise and break
low-hung gear, such as life-guards and gear-cases.

The road is very hilly, and the grades severe. Often, under ordi-
nary conditions, the motors arc running overl.jaded for 15 minutes
continuously, and when a niotorman has adjusted the brakes so that
they bind on the wheels, this overload is considerably increased. If
the ninth notch (K, controllers arc assumed) has not been removed
it is probably used on this grade.

On a road which is hardly ''^er level, brakes may be on for half
the round trip, which means that brake shoes require very frequent
renewal, and much attention. On such a road 20 running cars will
keep two men employed on little else than brakes. Moreover, on a
greasy rail a bad driver will put a flat on a wheel in a remarkably
short time, and being a bad driver, he will make it worse every
time he slows up; consequently, the pair of wheels and their axle
have to be taken out to allow the flats to be ground or turned out.

The locality is famous for its rain; all the low places on the track
arc flooded during wet weather, and much water finds its way into
the motors. Certain types of arresters and resistances, unless well
protected, are not at all fitted for a damp climate, and it is easy to
surmise that the electrical equipment suffers much under the fore-
going conditions. During the greater part of the winter dense white
fogs prevail, and after most fogs, a car or two are found in the sheds,
more or less damaged as the result of a collision, generally with
heavy carts, the drivers of which are afflicted with incurable deaf-
ness; the heavier and slower the cart, the deafer is the driver.

In the summer the whole track is covered with a fine metallic
dust, which finds its way into every part of the truck and car.
Bearings run hot and melt out. thereby allowing the armatures to
rub against pole faces. The life of every wearing part is lessened;
and. until the bottoms of controllers are boxed in, the ravages of
the dust increases the wages sheet considerably. Nor is it good for
motors when the car runs over a rail insulated with dust every few
yards with full current going on and off in jerks.

Snow is a "beautiful white devil" to the tramway man. In a man-
ufacturing district its whiteness docs not stay long, but it remains
a devil throughout, and much salt mixed therewith is trying to
things electrical.

Perhaps it is plain now to those who did not know before, that
for some indefinite period after opening of a new system it is practi-
cally impossible to tell how much of the revenue is to be eaten up
by "car equipments."

It is apparent that this article is a mere indication. Too little is
seen in the technical papers of the experiences of traction men, and
if this article should be the means of suggesting subjects on which
others will expound, it w-ill have served its purpose; and the writer
may not have to subscribe so heavily to American traction organs.

REGULATING BATTERY OF THE PEEKSKILL
N. Y. i TRACTION CO.

The Peekskill (N. Y.) Traction Co. operates a 5-mile road and
on one line is a continuous grade varying from i to 8 per cent.
Only three or four cars are required to care for the traffic and the
small number of cars and the steep grades make the current demand
extremely variable. Power is furnished by the Peekskill Lighting
Co. which installed a storage battery to regulate the load on the
railway generators. This battery consists of 262 type F-9 cells of
chloride accumulators made by the Electric Storage Battery Co.,
of Philadelphia; each cell has nine plates appro.ximately 10^ in.
square, with space in the jars tor adding four other plates and thus
increasing the capacity 50 per cent. On full charge this battery
has a capacity of 40 amperes for 7 hours and can discharge at the
rate of i6o amperes for short periods: for regulating it is often
called on for momentary loads of 250 amperes.

The line load fluctuates from 15 to 250 amperes, which is taken
by the battery, the generator load being nearly constant at from 75
to 85 amperes.

264

STREET RAILWAY REVIEW.

[Vol. X, No. S-

PNEUMATIC PRESS FOR ARMATURE COILS.

The saving of five hour?.' work is effected in putting arniatiiie
coils in the core slots of an armature, and connecting up the leads,
by the use of a press, illustrated herewith, which is employed in the
armature repair department of the Chicago City Railway Co. The

press was designed by Mr. C.
E. Moore, formerly inaster
mechanic of the road, and Mr.
Bryant, then foreman of the
department, and was made in
the shops.

The device consists of a cast
iron frame having a punch or
follower which works up and
down in guides, and is actuated
by compressed air expanded in
a vertical cylinder, placed on
top of the frame, having a
piston which is connected with
the movable punchhead. The
direction and force of the mo-
tion are controlled by a valve
having a long handle placed in
convenient reach of the opera-
tor.

The follower or head carries
in its lower face a narrow re-
movable plate, which is just
the length of the slot, and of a
width sutilicient to just fill the
slot. The armature is placed
in the bearings provided tor it
as shown, the side openings being sufficiently wide to receive the
shaft. When in place the armature can be easily revolved.

The coils w-hich have been previously wound, taped and formed,
are placed one at a time in position, one side just above the slot,
when the air is admitted to the cylinder, and one side of the coil is
pressed firmly, and without shock or jar into position.

As soon as the first half of each coil has been pressed into its
slot, the armature is turned the other way, and the second half of
each coil is in succession, pressed quickly into its place. The time
required for putting all the coils into an armature of a No. 13 A
Westinghouse motor, and connecting the leads, is only one and a
half hours.

The controlling valve is so arranged that it gives a very delicate
movement, when required, to the follower or punch. The blade of
the punch is removable, and can be changed to correspond with the
different length of armatures.

PRESS FOR ARM.\TURE COILS.

NEW CAR HOUSE OF CLEVELAND CITY RY.

The Cleveland City Ry. has recently completed a new car house
at its Rocky River terminus, about Byi miles from the public
square in Cleveland; this point is the terminus of the tracks owned
by the Lorain & Cleveland, its cars running into Cleveland over
the city tracks. The car house is of brick and steel construction,
108 X 340 ft., and is divided into three sections by fire walls. The
roofs are carried on steel trusses. Each section has a skylight,
made of metal bars and wire glass, which extends the entire length
of the building, and in addition the exterior walls have windows.

The repair shop and waiting room occupy a building which is
parallel with the car house, but far enough away to permit of a
track to run between. This building is of similar construction, and
is 37 X 197 ft.

The general arrangement of buildings and tracks is apparent from
Fig. I. Fig. 2 shows sections and an elevation of the car house,
and Fig. 3 a cross-section of the shop.

The entrance doors to the car house are a combination of sliding
and folding doors, so that when opened they leave the entire width
of the building clear, a space of about 34 ft., thus doing away with

EXTERIOR OF CAR HOUSE AND SUOP.

door posts between the tracks. The trolley wires are placed in
notches cut in a plank across the doorway, as may be seen from the
half-tone engraving, so that they do not interfere with opening
and closing the doors.

In the pit construction in both the car house and machine shop
the tracks are supported on steel posts, giving lightness and free-

iejf/c Perti 5TaTion

dom of action in the underneath work. Heavy beam rails are used
so that the posts are 15 ft. apart in the machine shop and 7 ft. 6 in.
apart in the car house.

At the front end of the shop building is a commodious waiting

Mav is, lyiK). J

STREET RAILWAY REVIEW.

room for passfiiKois willi .-icconipaiiyiiiK toilet rooms, also Ki'iicral
offices, employes' rooms, including billiard room and readiiiR room
for the employes, these latter Ijeiiig located over the waitiiiK room
and offices, thus iitili/in(j; the ujiper or attic portion of that part of
the Iniildinij;-

The rear portion ul' this huihlinK ccmlairis the niacliiiu- ■-hop,
boiler room, san<l room, etc.

The offices, waiting rooms, etc.. are done in Soinbern |)iiie in

''^'mmw//ayymw^///0'Mj^/mmm/^/mm^/

I'll'.. 3-CROSS SECTION OF SHOP.

natural finish, and the walls and ceiling tinted in colors. The roof
boards of car house and machine shop are of narrow matched planks
3 in. thick, dressed on the under side and resting on the steel roof
construction, the steel work and roof boarding being tinted in col-

fron f Elevation

iomjitijdinal Section

I.NTKKIOR OF .MACHINE SHOP.

National Iron & Wire Co., tlic roofing and carpenter work by VV.
S. Thompson, and the special track work, of which there was con-
siderable, by the Cleveland Frog & Crossing Co.

\Vc arc indebted to Messrs. J. B. Hanna, secretary, and John
Khrliardt, assistant secretary, of the Cleveland City Ry. for the
drawings and data.

♦ * » ■

SOME DETROIT IDEAS.

General Manager DuPont, of the Detroit Citizens company, has
l)ccii studying the car heating question and arrived at the follow-
ing conclusion. His theory is that with a stove heater in the
center of the car two currents of air are set in motion, readily
understood from the diagram. That circle next the rear door is
frequently reinforced with fresh air from outside whenever the
door is opened; but the circulation forward remains practically
unchanged, and though moving, steadily becomes more and more
impure. In this connection it should be remembered that these

■« Good AIT

■^

\ Deed Air

cars all loop at terminals and the front door is not used by pas
sengers.

To remedy this defect in ventilation, Mr. DuPont last win-
ter put in service some 25 cars heated by a system of his own. The
heater is placed on the front platform, where it not only serse.=

5idt tleraticn

ors. The walls are also to be tinted, giving the whole a pleasant
and cheerful appearance.

.■\s shown in Fig. 3 the floor of the machine shop is 4 ft. 3 in. be-
low the track level. The pits are all provided with steam heating
coils.

The architect of the buildings was J. N. Richardson; the brick
construction was done by C. H. Fath & Son, the iron work by the

to keep the front vestibule comfortable for the motorman, but re-
moves the coal and ash nuisance from the body of the car. The
smoke pipe is carried straight up through the hood. Surround-
ing the heater is a sheet iron jacket opening into the car at tlie
hood, and drawing its supply of air to be heated from pipes placed
beneath and extending the entire length of the side seats. These

266

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

pipes are perforated to admit the air. and a sufficient amount ot
fresh air is secured through the holes in the pipes at the entrance
end of the car, when the door opens. At the same time the circula-
tion is rapidly kept up and the entire car heated in a uniform man-
ner. The deck ventilators are seldom opened in cold weatlur. The
second diagram shows the plan, and the movement of the air cur
rents in the car, under this arrangement.

Twenty-five cars were built in the company's shops last summer
for winter service, in which steel of No. 10 gage was used for the
panels instead of wood. The idea was not only to secure a more
durable panel with greater bracing strength to the car, but also
immunity from the holes punched so easily through wood panels
when buggy shafts and wagon poles collide with the car. It is
found the iron panel, when struck by a wagon pole, suflFers only a
slight dent where the wood panel would have been punctured. As
might be expected, there is more reverberation from the iron than
the wood panel, but this has been corrected by the use of a dead-
ener. The steel plates used for the side and vestibule panels are
01 various dimensions from 8 x 18 in. to 18 x 54 in.

.•\nother new feature which was found on the Detroit cars last win-
ter, and which has become extremely popular with both the pub-
lic and conductors, is the pipe rail on the rear platform. The new
winter cars which went into service last fall have vestibules at the
front end and accelerator platforms on the rear, all cars turning on
loop at terminals. As passengers are not allowed on the front plat-
form, the smokers were driven to the rear, and with the usual out-
side riders used to crowd the platform until it was exceedingly dif-
ficult and often unpleasant for passengers to enter and leave the

name of ".-Xjax Plastic Bronze" and tests in an Olsen friction ma-
chine show the following results:

car. To remedy this, Mr. DuPont devised a dividing rail, as
shown in the sketch. It is made of lyi-in. gas pipe screwed to
the platform floor with three legs. This leaves just room between
the rail and the car body for a passenger to pass in or out. The
conductor also makes his position between the rail and body of
the car, but passengers are not allowed to remain there. This
leaves ample standing space between the rail and dash for the
smokers and standing passengers, who in turn are not subjected to
being crowded by those getting on and off. The improvement is
inexpensive, but efifective.

A NEW BEARING METAL.

The bearings in most common use are compounds of copper, tin
and lead in varying properties, there being in general, however,
about 80 parts of copper and 10 each of tin and lead. From numer-
ous tests of bearing metals, made principally by the Pennsylvania
R. R., it was concluded that an increase in the proportion of lead
used would result in decreased friction and wear; also metals having
more than 15 per cent lead and less than 8 per cent tin were inferior
because of segregation, but it was believed that a homogeneous
metal having a larger proportion ot lead would give better results.

The Ajax Metal Co. has recently developed a patented process
for preventing segregation and making bearings with relatively
large percentages of lead. The new metals have been given the

Friction
Lbs.

Phosphor bronze 16.5

.•\jax standard engine bearings 18.5

.■\jax 31 per cent lead 18.0

Aja.x 40 per cent lead 16.O

Ajax 47 per cent lead i.l-S

Wear, Grains

in 1.000,000 rev.

10.5

7.2
6.7
,VO
1.65

CONVERTIBLE CARS.

By the courtesy of Mr. S. F. Hazelrigg, general manager of the
.A.tlantic Coast Electric Ry., of Asbury Park, N. J., we are enabled
to reproduce the accompanying illustrations showing one of the
company's open cars as converted for winter service. The open

OPEN CAR FITTED FOR WINTER SERVICE.

car is enclosed by means of steel panels and sash with glass in-
serted in the curtain slots of the seat posts; longitudinal seats are
placed inside. The vestibules are also part of the conversion.

The company has several of these converted cars, some of which
have been in operation for two years. When changed from summer

INTERIOR OF CAR.

VESTIBULE.

to winter cars, or vice versa, no repainting is necessary; it takes
two men about one day to make the conversion. For summer use
the cross seats and running boards are replaced.

The Atlantic Coast Co. has a large surplus of open rolling stock
and has found th's an economical method of providing the closed
cars needed for winter service; this scheme will doubtless appeal to
other managers similarly situated.

The Butte (Mont.) Consolidated Railway Co. is building at
Columbia Gardens four greenhouses, each 40 x 20 ft. for the care
and propagation of its fine collection ot plants, now numbering
8,000 specimens.

May 15, 1900.]

STREET RAILWAY REVIEW.

267

NEW CAR BARNS AT READING AND CHES-
TER, PA.

Till' Unili'il I'liwir it Transportation Co., of I'liila4il|ilii.i, owning
various I'lcdric ligluing and street railway propt-rtics in Trenton,
N. }., Wilniin(,'toii. Del., and F.astern Pennsylvania, is building two
new car barns, one at Chester, I'a . am! mie at KeadinK, I'a., to meet
the increasing reiiiiirenicnts of llic important lines cenlerinK in
those cities.

Thronnh the kindness of Mr. I''. I.. I''nller, assistant to the |)resi-
dent, we are perniilled to reproduce lurewith the plans for both of
these bnildiuKs, Vin. i shows the barn at Chester, which is to be
used as a eomliinalioii paint and repair shop and storage house, and
is designed for llu' ojieration and maintenance of 50 double truck
cars. 4J ft. over all. 'l"bc building which will be 100 .\ 4.';o ft. ap-

one utilized as a small paint shop and waste room liavniK space for
four cars, and the main paint shop with room for eiKhl cars. En-
trance from both of these to the repair shop is secured through
swinging doors. The paint stock room, armature repairing room,
store room, machine and blacksmith shop are conveniently located
along the 1,5th St. side as shown. On a plot of ground adjoining the
car barn property on Kdgemont Ave., a building has been erected
for ollice purposes, toilet room, etc.

The Heading barn is t05 ft. wide by 480 ft. deep, with capacity for
K4 double truck 42-ft. cars, and is to be used as an operating barn
only, for making light repairs and for storing cars. Four of the
tracks will be pitted for a distance of .V»3 ft. 6 in. in the same man-
ner as in the Chester house.

Iti both of these car houses the entrance curves arc of .55 ft. radius
and where the eiitraiu-e tracks fork the reverse curves arc of 75 ft.

/jn it
CAK llntlSE OF UNITi;n POWER & TRANSPORTATION CO., AT CHi;sTER, I'A.

proximately, with walls iS It. liiKli will he erected with one row of
posts down the center supporting the roof and dividing the interior
into two so-ft. spans. Starting from a short distance from the spe-
cial work at the front of the house and running back to a point
near the center of the machine shop all the ground occupied by the
second, third, fourth, fifth and sixth tracks counting from the 20-ft.
alley indicated on the plan, will be excavated to a depth of 4 ft. 6 in.
to provide for car pits and the floor and tracks will be supported on
square iron posts, 170 in number, placed immediately under the
track line. On top of the posts will be placed stringers and on these
stringers the rails. By this construction the workmen can start
from any point under the car house proper, the carpenter or general
repair shop, and pass in any direction under all of the five tracks.
The various jacks, hoists and tools may also be readily transferred

radius: the arcs from the tangent to the frog are 15° 4.V in the
Chester car house and 16° 20' in the other.

The United Power & Transportation Co. has recently purchased
40 new open cars with 15 benches to be mounted on Brill 27 G
trucks, with Westinghouse No. 49 quadruple motor equipment.
The general ofticcs of the company are in the Bullitt Bidg., Phila-
delphia.

BEATING AN ANTI-TRUST LAW.

About April 1st of last year the capital stock of the San Antonio
Gas Co., the Mutual Electric Light Co.. the San Antonio Edison
Co. and the San Antonio Street Railway Co. was all purchased by
one syndicate and as two of these companies had formerly been

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from one track to another without carrying them to the surface.
The pits are to be well lighted and tlic pit lloors and side walls ce-
mented.

Accommodations for 32 cars at one time will be secured in the
main room of the building on the five pitted tracks with space for
18 additional cars on the three tracks at the side, which will be
utilized for temporary storage purposes.

Immediately back of the main room and connected with it by
swinging doors at each track is the carpenter and general repair
shops. 54 ft. long with capacity for six cars. As before mentioned
the pits under the tracks in this room open into the pits in the large
room, .^t the rear of the building are two rooms each 100 ft. long.

competitors in the electric light and power business it was claimed
that this sale created a consolidation of the several corporations in
violation of the anti-trust statutes of Texas passed in 1889 and 1895.
The state by its attorney-general sued the several corporations,
asking for their dissolution, the forfeiture of their charters and the
appointment of receivers. The state won in the District Court and
this decision was affirmed by the Court of Civil Appealr, where the
defendants had carried it. The companies then applied to the Su-
preme Court for a writ 01 error which was refused. Thereupon all
the corporations submitted to a similar decree in the trial court and
on Mar. 5, 1900, receivers for their several estates were appointed.
The stockholders petitioned that all the properties be at once sold

268

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

and there being no creditors to intervene the property of the four
companies was on .■Kpril 3d sold to W. F. Douthirt, trustee for the
stockholders, and the sale confirmed by the court.

Two new companies were then organized, the San Antonio Gas &
Electric Co. and the San Antonio Traction Co.; Mr. Douthirt as-
signed to the former all the property of the two lighting compa-
nies and to the latter the property of the two street railways. The
new companies are now pursuing the even tenor of their respective
ways at peace with the state.

The officers of the San Antonio Gas & Electric Co. arc: President,
E. H. Jenkins; vice-president, W. F. Douthirt; secretary and treas-
urer, V. N. Gurney. The officers of the San Antonio Traction Co.
are: President, E. H. Jenkins; vice-president, W. F. Douthirt; sec-
retary and treasurer. J. J. King.

CINCINNATI, NEWPORT & COVINGTON.

BRILL TRUCK FOR THE PARIS EXPOSITION.

The truck shown in the accompanying engraving was built for
the Orleans Railroad Co., of France, for use in its Paris terminal
tunnel. It was built by the J. G. Brill Co. and will form a part of
the Brill exhibit at the Paris E.xposition. The frame is a solid
forging but so nicely finished that it has the appearance of a smooth
casting rather than a forging, the Brill shops being fitted up in a
complete manner for such work. The general features of the truck
are the same as those of the Brill No. 27. The spring links are
carried over the wheel piece giving a long link and a particularly
easy side motion. The wheels are 42 in. in diameter, cast centers
and steel tires, and spaced 6 ft. 6 in. between centers.

BRILL TRUCK FOR PARIS.

The arrangement of the brakes will be seen from the illustration;
the rods are all carried outside the wheels in order to leave more
space for the motors. The gage is 4 ft. S'/z in. The journals are
4J4 in. in diameter, M. C. B. standard. Were it not that the car
body which is mounted on a pair of these trucks is designed to carry
44 passengers, the trucks might be designated as electric locomo-
tives as each is equipped with two 150-h. p. motors, giving 600 h. p.
for the car. The weight of the truck alone is 11,880 lb.

The beam fastened to the journal boxes is for carrying the shoe
for contact with the third rail.

ELEVATED RAILWAY FOR PARA, BRAZIL.

A recent consulaF report states that the city of Para, Brazil, is
to have an elevated road. Dr. Francisco Bolonha, an enterprising
Brazilian w-ho visits the United States quite frequently, is working
to obtain a franchise from the municipality, which, it is thought,
will be granted. The road is very much needed, as the service
given by the present horse-car line is very poor. Any company
interested in this business could purchase the present franchise,
and, with proper management, it would be profitable. It is under-
stood that the present company would sell the railway and electric
lighting plant for from 8,000,000 to 10,000,000 milries, Brazilian
money ($1,200,000 to $1,500,000 gold). The concession is for a
term of 50 years.

« « » —

The North Jersey Street Railway Co. of Newark, N. J., carries
about 980 policemen and 400 firemen free every day-.

A condensed statement of the operation of tlic Cincinnati, New-
port & Covington Ry., Covington, Ky., for the first quarter of the
current year, which we have received from Pres. J. C. Ernst, shows
a remarkable increase in the net profits as compared with the corre-
sponding period in 1899. For the first quarter of 1900 the gross
receipts were $if)8,983; operating expenses, $66,625; tolls, taxes,
damages, etc., $36,944; net profits, $65,414. For the first quarter of
1899, the gross receipts were $147,935 and the net profits only
$36,323. Of this increase of $29,091 in net profits, $11,359 was in the
month of March.

The ratio of expenses to earnings for the quarter was .5292, in-
cluding tolls, and .3943 excluding tolls, as against .6083 and .4661 for
the first quarter of 1899.

FREIGHT ON CITY STREETS.

Mr. Charles Truax, of Chicago, who was chairman of the Fall
Festival committee last year, is a warm advocate of the handling of
freight by electric street railways and says concerning it: "Any
shipper can see the advantages of being able to load his goods on
cars that are switched into his shipping room. He does not have
to send a dray a mile or two with a few small packages. They are
put on a car with freight from other houses and the company oper-
ating the lines will soon learn how to manage so that their cars are
made up to save time in reaching the depots. In many places the
alleys favor this system perfectly."

Mr. Truax, who is now in Europe, said before leaving that he in-
tended to study the subject of urban freight transportation abroad
and have a definite plan to submit on his return.

NOVEL ARRANGEMENT OF CURTAINS.

We reproduce an interior view of one of the Edinburgh cable cars
as illustrated in our English contemporary, the Tramway and Rail-
way World. Particular attention is directed to the curtains which
slide longitudinally on rods. This arrangement is new to us, but we
do not think that it has the same advantages as our system of ver-

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INTERIOR OF EDINBURGH CAR.

tically moving curtains or shades. With the curtains shown one can
not shut out the sun without also shutting out all view; in windy
weather the curtains will be blown about, and we should think that
they would gather dust and hold dust, unless given constant atten-
tion.

» « »

The Central Railway Co., of Peoria, 111., recently equipped its
cars with G. E. 52 motors and to avoid the expense of buying
new controllers, those of the K2 type formerly used were rebuilt by
the company's electrician, Mr. A. T. Leach. The change was made
by putting in Kio cylinders and rewiring the controllers.

May is, lyoo.

STREET RAILWAY REVIEW.

RECENT STREET RAILWAY DECISIONS.

269

ICJHI KI) IIY J. r.. ROSENBERGER, ATTORNEY AT LAW, CHICAGO.

ONCF, STAklING CAR TOO QUICKLY DOES NOT SHOW
UNFITNICSS OF CONDUCTOR.

(iorildii V. West ICiid .Siri-el Railway Co. (Mass.), 55 N. F.. Rep.
yyy. Jan. 5, 1900.
A single act of starling an clccliic car (on iiuicUly, without niorc.
the supreme judicial court of Massachusetts holds, as a matter of
common sense and on authority, will not warrant any general in-
ference as to the competency of the conductor so as to support an
action under a statute authorizing a recovery of damages for in-
juries sustained through the unfitness of an employe.

NO GREATI.K DKGREE OF CARE REQUlKI'.l) OF WO-
MAN THAN OF MAN.

Asbtiry v. Charlotte Electric Railway. Light it Power Co. (N. C),
34 S. E. Rep. 654. Dec. 22, 1899.
There is no greater degree of care rccjuired to be exercised by a
woman, as in alighting from a street car, tfie supreme court of
North Carolina holds, tliau by a man, she being bound by the rule
of "the prudent man," that is to say, bound to exercise ordinary
care, or such care as an ordinarily i)ni(lcnl ni.in. placed in like or
similar circumstances, would exercise.

THE KIND OF POWER USED DOES NOT MAKE A

STREET Railway.

Hiilmkcn Railroad, W.ircbouse & Steamshi]) Connecting Co. v.

State Hoard of .Assessors (N. j.). 44 .All. Rep. 960. Nov. i.v

1899.
The fact that the same power is used, and the same method of ap-
plying it is adopted, as prevails on the various street railway sys-
tems of the state, the supreme court of New Jersey holds, has no
bearing on the question of the character of railroad property, or of
the use to which it is put, even where part of the road is constructed
through the streets of a city, particularly so when any railroad is
authorized by statute to use any kind of motive power best adajjtcd
to its purpose.

NO DAMAGES FOR AUTHORIZED REMOVAL OF
TRACK BY MUNICIPALITY.

Stewart v. Village of Ashtabula (U. S. C. C). 98 Fed. Rep. 516.
Dec. 23, 1899.
No damages can be recovered from a m\Hiicipality for the removal
from its streets of a street railway track, where it is done carefully,
so as to damage the owner as little as possible. Judge Taft, of the
United States circuit court, holds, when the ordinance under which
the track was laid provided that the municipality might remove
same if the council concluded that the conditions had not been com-
plied with, and should any adjudication of forfeiture be necessary,
which he does not pass upon, be holds that one after the removal
would be sufficient.

NOT REGULAR DUTY OF CONDUCTOR TO ASSIST WO-
MEN AND CHILDREN TO ALIGHT.

Selby V. Detroit Railway (Mich.), 81 N. W. Rep. 106. Dec. 12, 1899.
The supreme court of Michigan here holds objectionable an in-
struction which may have been understood by the jury as meaning
that the conductor on a street car was not only bound to give wo-
men and children an opportunity to alight with safety, but must
assist them in so doing.

TAKING UP TRACKS NOT SUFFICIENT TO SHOW FOR-
FEITURE OF FRANCHISE.

Sawyer v. City of Chicago (111.). 55 N. E. Rep. 645. Dec. iS, 1899.

A street railway company having constructed its tracks and

operated cars thereon for several years under a city ordinance which

it accepted that gave it a twenty years' franchise and imposed upon

it tile duty to keep in good repair 16 feet in width of the street, the
supreme court of Illin'jis holds that the fact that the (racks were
taken up when a sewer was built, and had not been rclaid, was not
sufficient to show cither a forfeiture of the franchise or a release
from the obligation, and that the entire cost of grading and paving
the street could not be assessed to the abutting owners.

PULLING DOWN POLE ON PEDESTRIAN.

Haniford v. Pittsburg & Birmingham Traction Co. (Pa.), 44 Atl.
Rep. 1068. Dec. 30, 1899.
It is not enough, according to the supreme court of Pennsylvania,
that a pedestrian shows that he was injured by the fall of a trolley
pole. The burden is on him to prove negligence, or such a state of
facts as fairly warrant an inference of negligence. But the last con-
dition it holds was met by evidence tending to show that a loop of
wire that had once been serviceable was permitted to hang down at
such a point that when a trolley left the trolley wire near a span
wire, the wheel caught in the loop, which held the wheel against
the span wire, and thus pulled down a trolley pole upon a pedes-
trian.

NOT BOUND TO ANTICIPATE ATTEMPTS TO ALIGHT
FROM MOVING CARS.

Steuer v. Metropolitan Street Railway Co. (N. Y.), 61 N. Y. Supp.
1059. Jan. 5. 1900.
While conductors and drivers of street railway cars are bound to
use diligence in looking after the safety of their passengers, the ap-
jjellate division, first department, of the supreme court of New York
holds that they have no reason to anticipate that passengers will at-
tempt to alight from moving cars. Besides which, it further holds
that if parties attempt to alight from a car, having given no inform-
ation or indication to the persons in charge of their intention so to
do, there is no negligence upon the part of the driver of the car in
increasing its speed to the rate at which it can ordinarily proceed
with safety.

INFERENCE THAT MAY BE DRAWN FROM COLLISION
WITH REAR WHEEL OF TRUCK.

Meyer v. Brooklyn, Queens County & Suburban Railroad Co. (N.
Y.), 62 N. Y. Supp. 33. Jan. 9. 1900.
From the fact that, though the plaintiff was driving at a slow-
walk, with a loaded vehicle, — a truck or business wagon loaded
with woodenware. — the horse and the greater part of the vehicle
had passed beyond the track at the time of the collision, the appel-
late division, second department, of the supreme court of New York
holds that a jury might well find that when the head of the horse
was either on the track, or so near it as to indicate the intention of
the plaintiff to cross, the car must have been at such a distance away
that, had it been properly managed, the collision would have been
avoided.

NO WARNING REQUIRED FOR BOYS
SIDEWALK.

PLAYING ON

Graham v. Consolidated Traction Co. (N. J.i. 44 Atl. Rep. 964.
Nov. 13. 1899.
The supreme court of New Jersey says that there is no statutory
duty imposed upon street railway companies in respect to giving
audible signals of the approach of their cars, such as is imposed by
law upon railroad companies. The duty of street railway com-
panies in this regard arises out of their use of public highways in
which the public have a right of passage. Since they are permitted
to use cars running upon rails, from which they cannot deviate,
and since this construction forbids their turning out to make way for
the passage of other vehicles or passengers, a duty to give reason-
able warning of the moving car may arise. Such a duty may rea-
sonably require audible signals. But. the court holds, no signal
nor warning is appropriate or required as to boys playing on the

270

STREET RAILWAY REVIEW.

[Vol. X, No. s-

sidewalk and giving no indication that they intend to cross the
track. It is enough if the niotorinan makes every effort to arrest
the motion of the car when they rush from the sidewalk and run
directly in front of the car.

EVIDENCE OF SUBSEQUENT ARREST .VND ACQUIT-
TAL INAD.MISSIBLE IN ACTION FOR EJECTION.

Vadney v. .Albany Railway (N. Y.), 62 N. V. Supp. 140. Jan. 8,
1900.
In an action brought to recover damages for wrongful ejection
from a street car by the conductor, where the defendant claimed
that the plaintiff was guilty of such disorderly conduct as to justify
the act of the conductor, and the plaintiff contended, on the other
hand, that he was not guilty of disorderly conduct, but that the
ejection was wrongful, the appellate division, third department, of
the supreme court of New York holds that evidence that some days
after the ejection the plaintiff had been arrested on complaint of the
conductor, .charged with disorderly conduct on the occasion under
inquiry, and had been tried anil acquiltcd, was immaterial and
should have been excluded.

POLE OF DISABLED CAR THAT IS PUSHED SHOULD
BE TIED DOWN.

Schenkcl v. Pittsburg & Birmingham Traction Co. (Pa.). 44 .^tl.
Rep. 1072. Dec. jo, 1899.
A disabled trolley car was being pushed by another car behind it,
and at a point where the street railway crossed another at right
angles the trolley pole of the disabled car jumped its own wire,
struck and broke the wire of the cross line, and thus caused the
accident by which the plaintiff in this case was injured. There was
also testimony that the proper course, under such circumstances,
was to tie down the trolley pole of the disabled car, and that in this
case the conductor was told by the conductor of the rear and oper-
ating car to do so, but he refused or neglected to tie it down. Such
being the case, the supreme court of Pennsylvania holds that it was
clearly one for the jury, and it affirms a judgment for damages
against the company.

PERSON CARRIED BY DESTINATION AND BROUGHT
BACK STILL A PASSENGER.

Rosenberg v. Third Avenue Railroad Co. (N. Y.), 61 N. Y. Supp.
1052. Jan. g, 1900.
The appellate division, second department, of the supreme court
of New York holds here that if the plaintiff was carried by his point
of destination through the fault of the conductor, and he was there-
after permitted to remain upon the car on its return trip until he
reached his point of destination, he must be regarded as occupying
the relation of a passenger to the company, even though he paid
but one fare. The company, when it received him as a passenger,
it says, undertook to deliver him at his point of destination upon
its line, so that, if he relied upon the conductor to inform him when
such point was reached, and the conductor negligently omitted so to
do, but carried him by, and thereafter he was permitted to remain
upon the car until it again reached such point, the court does not
think that it can be asserted that his relation as a passenger had
changed.

MORTGAGEES' 'SECURITY SUBJECT TO OBLIGATION
TO PAVE BETWEEN TRACKS.

Cambria Iron Co. v. Union Trust Co. (Ind.), 55 N. E. Rep. 745.

Dec. 12, 1899.

The supfeme court of Indiana says in this case, wherein was
involved the construction of the franchise of a street railway com-
pany with reference to the latter's duty of paving between its tracks,
that the following propositions of law have been by it declared
settled in that state, viz.: (a) That a charter granted by a city
and accepted by a railway company, constitutes a contract be-
tween the city and company; (b) that such a charter must be strictly
construed against the company; (c) that such company has no
doubtful rights under such charter; (d) that where there are doubts
they must be construed against the grantee and in favor of the city.

In the light of these rules of construction, the court holds that the
charter ordinance in question, which conferred the right to occupy
the streets and manifested an intention to relieve the public so
far as possible from any inconvenience in their use or increased
burden in their repair and maintenance, in providing that the street
should be paved between the rails made such paving by the company
a condition to its enjoyment of the franchise.

Moreover, the court holds that the obligation to pave between its
tracks when and as the street was improved being of the essence of
the company's being, when mortgagees accepted their security they
were bound to take the property as they found it, and bound to
know that the rights they acquired in the property were subject to
the burdens already imposed upon it.

FRANCHISE CONSTRUED AS TO GRADING REQUIRED.

People V. Detroit, Ypsilanti & Ann ,\rbor Railway Co. (Mich.),
81 N. W. Rep. 336. Dec. 21, 1899.
A street railway franchise provided that the track should be laid
so as to obstruct as little as possible the free passage of vehicles
along the highway; that so long as the highway should remain un-
paved the tracks should be laid on the north side thereof; and that
that portion of the road lying adjacent to the south rail of the track
should be properly dressed to the track, so as to provide for the easy
crossing of the same by vehicles. This was a country road, and the
supreme court of Michigan holds that all that could be required
was that where the railway was within the i6-feet driveway the com-
pany should continue the grading of the highway upon its track,
but where it was wholly without such driveway it should continue
to the south rail of the track.

LIABILITY TO PASSENGER INJURED IN COLLISION
WITH FIRE DEPARTMENT WAGON.

Olsen v. Citizens' Railway Co. (Mo.), 54 S. W. Rep. 470. Nov.
28, 1899.

.'\s a street car was proceeding on its way, an engine of the city
fire department crossed the street at a crossing in front of it. The
engine was followed by a hook and ladder wagon, which was being
driven very rapidly, as is usual with such wagons going to a fire.
The motorman did not stop the car, but when he saw the wagon
approaching he undertook to avoid a collision by running his car
at full speed across the intersection of the streets ahead of the
wagon. A passenger on the car was injured by the resulting col-
lision, and, in affirming a judgment in the passenger's favor, the
supreme court of Missouri, division No. 2 holds that, under the
facts developed on the trial, it was clearly a case for the jury to
determine whether the motorman was negligent.

If the motorman heard the gong or the shouts of the people
warning him of the approach of the fire department's wagon, the
court goes on to say, the most ordinary'care would have dictated to
him to approach the crossing with his car well in hand. He must
have known that it was the duty of the driver of the hook and
ladder company to act with the utmost promptness, and regardless
of a considerable degree of danger to himself, and that the hook
and ladder wagon had the right of way. The custom of giving
these fire engines and hook and ladder wagons the right of way
grows out of necessity, in which all good citizens acquiesce.

The duty which the defendant street railway company owed to
the plaintiff, who was its passenger, the court holds, was to use
every effort that a very prudent person would have exercised
under the circumstances to have averted injury from the plaintiff.
This duty was not restricted solely to the motorman. It devolved
upon the conductor, also. If the conductor heard, as the plaintiff
heard, the fire gong and shouts, it was his duty to co-operate with
the motorman in avoiding the collision,

Particularly does the court hold that there was nothing novel in,
but the duty of the defendant and its servants and employes was
correctly stated by an instruction given the jury that the defendant,
by its servants in charge of its cars, in one of which the plaintiff
was a passenger, was bound, in law. to exercise a high degree of
care to watch and listen for any approaching vehicle at the street
crossing, also, to use such care to avoid collision with any such
vehicle, and, if the defendant's servants in charge of the said cars
failed, even in a slight degree, to use such care, and thereby directly

May 15, igoo.]

STREET RAILWAY REVIEW.

271

iiiiiiribiilcrl III cau-.c the plaintiff's injury, then llic dc-feiidant was
li;il)lc, alllioiiKli tliu jury should find from (lie evidence that the
employes of the city fire deparlmiiU also failed to exercise ordinary
care, and thereby contributed to cause said collision.

The contention that the ncKliKence of (he defendant could only
be predicated on the failure of the niolornian to exercise the high
degree of care, the court dismisses with the statement that such a
rule would make a mere dummy of the conductor, and (hat it finds
iu>lhlng in law or reason to exempt the defendant from lesponsi-
bility for all its servants in charge of its cars. I^ikewisc, in p,-j-
nouiiciug without merit the objection that by the view taken in the
trial court the deieudaiU would be required to have skillful em-
ployes, it says that the law exacts that a company using appliances
which will naturally prove very dangerous if not handled skillfully
shall have competent servants in charge thereof.

Nor does the court consider that there was any error in permit-
ting witnesses to state how far the gong on the wagon was heard,
and could be heard, as in this way only could the plaintiff demon-
strate to the jury that the motorman, by the exercise of ordinary
care, could also have heard the gong.

The plaintiff being absolutely free from negligence, on her part,
and the collision having occurred and injured her, the court holds
that a prima facie case was made. The bur<len, it holds, was cast
upon the defendant, after the proof of the collision, to show that it
was the sole fault of the hook ami ladder conipany. It was essential
for it to show, not only that the driver of that wagon was negligent,
but that its own negligence in no way contributed to the collision,
it being for the latter only that the plaintiff here sought to hold it
responsible.

SHOULD STOP C.\R AND TAKE BOY INSIDE OR PUT
HIM OFF.

Levin v. Second Avenue Traction Co. (Pa.), 45 .-Xtl. Rep. 134.
Dec. 30, 1899.

In this case, a child 5 years of age, got upon the step of the
platform of a car, and while there, after the car had started, was
seen by the motorman, who knocked on the window, and then
kicked on the lower end of the closed side — the side next to the
child — when the latter jumped off and fell. This was all that the
motorman did. Nevertheless, the supreme court of Pennsylvania
holds that the injury sustained resulted entirely from the negli-
gence of the traction company, and that the case should not have
been taken from the jury.

The court holds that when the motorman discovered the boy on
the platform of the car. it was his duty to stop, and take him inside,
or put him off. The moment the child was seen, the car should have
been stopped, and failure to stop it instantly became negligence.
Instead of stopping, and taking the boy inside, or putting him off,
the motorman, as before stated, knocked on the window and kicked
on the side, manifestly frightening the little fellow, and, the coyrt
goes on to say, the negligence became cruel; but before he knocked
or kicked, having seen the boy, there was negligence in allowing
him to remain on the platform of the moving car, and the knocking
and kicking simply intensified it.

The youth of the boy. the court holds, exempted hini from the
charge of being a trespasser, in the legal signification of the word,
and no negligence was imputable to him.

AS TO CONTRIBUTORY NEGLIGENCE OF BOY CROSS-
ING IN FRONT OF MOVING CAR.

Costello V. Third .\vcuue Railroad Co. (N. Y.), 55- N. E. Rep.
897. Jan. 9, 1900.

The court of appeals of New York here reverses a judgment
dismissing the complaint for what was held to be the contributory
negligence of the plaintiff as a matter of law. He was 8 years old
when, in attempting to cross the street diagonally in the middle of a
block, he was run down and injured by a car. the motorman on
whi.ch has just been engaged in an altercation with the driver of a
wagon that had obstructed the progress of the car, and had but just
left the track, the motorman turning on the electric current at the
same time, and causing the car to shoot forward without his turn-
ing his face and surveying the track in front of him.

L'nder these peculiar circumstances, the court thinks that the
que.stion of the boy's contributory negligence should have been

submitted to the jury, the gross and well-nigh criminal negligence
of the motorman being undisputed, according to the record. The
court says that in the city of New York, where the (raftic is enor-
mous upon its principal avenue, it is oftentimes necessary for
the wayfarer to pass in front of moving cars, and it usually depends
upon the surrounding circumstances of each case whether the
particular act of crossing was negligent or not. If the pedestrian
is obliged to cross the street a short distance in front of a car
moving at a very moderate rate of speed, and with a vigilant motor-
man in charge, no danger need be apprehended; but if the latter
may turn his back on the track before him, and send his car
ahead with unexpected and dangerous velocity, the court holds that
it is clearly a question for the jury whether the mature judgment
of an adult might not fail to save him in such an emergency.

Moreover, even if contributory negligence were assumed, (or
argument's sake, the court says that the question remained whether
the company might, by the exercise of reasonable care and pru-
dence, have avoided the consequences of the injured party's negli-
gertcc.

And, besides all this, tiie court holds that a boy 8 years old was
not to be ju<lge<rby the standard of intelligence and judgment ap-
plied to an adult in full possession of his faculties. It says that
it has repeatedly held with reference to infants varying in age from
6 to 15 years that the law is not so unreasonable as to expect or
require the same degree of care or circumspection in a child of ten-
der years as in an adult.

DUTY OF COMPANY IN CHANGING STREET DRAIN-
AGE.

l.ion v. Baltimore City Passenger Railway Co. (Md.), 44 Atl. Rep.
1045. Dec. 6, 1899.
When a company, in constructing a cable system of street rail-
way, undertook to change the accustomed flow of the surface
water, and to concentrate it in underground drains and a vault
at a point where but a part of it formerly had harmlessly flowed
on the surface, the court of appeals of Maryland holds that it was
bound, at its peril, to provide adequate means to discharge the
water so gathered by it, and to discharge it in a way that would
not be injurious to others. This, it says, was a perfectly plain duty
that was incumbent upon it; and it was no answer to say that it
relied on the judgtncnt of competent engineers in the construction
of its works, if in fact the works, as constructed, were inadequate
to accomplish the purpose or were unskillfuUy built. The employ-
ment of a competent engineer to direct the work was not the ful-
fillment of a duty to avoid doing injury to another, when, notwith-
standing the engineer's competency, the work, as constructed, did
cause injury. The test of liability was not the fitness of the engi-
neer, but the etViciency of the work. So the court holds that if the
railway company elevated the bed of a certain avenue, and brought
an increased volume of water to the corner of that avenue and a
cross street, and then, by the negligent and unskillful construction
of or attention to the sewers or drains and vault designed by it to
carry off the water, failed to convey it away, whereby it overflowed
the vault or receiver, and damaged the plaintiff's house, the com-
pany was liable.

MAY MAKE REASONABLE RULES AGAINST PASSEN-
GERS CARRYING CERTAIN ARTICLES.

Dowd V. .-Mbany Railway (N. Y. ). Ci \. Y. Supp. 179. Jan. 8. 1900.

.■\ man carrying two rifles, with bayonets attached, and a valise,
boarded a street car. The conductor of the car informed him that
he could not ride with those guns. Upon this request the man did
not voluntarily act. Some minutes later the conductor again told
him that he must get off the car. and thereupon forced him off.
taking him by the collar of his coat, and pulling him. The man
was not thrown down, and suffered no serious personal injury.
He recovered a judgment for $300 damages. In reviewing the
case, the appellate division, third department, of the supreme court
of New York says that it thinks that it would not be warranted in
interfering with the verdict, except for the errors that were made
in charging the jury.

There was offered in evidence, a rule of the company reading:
"Passengers must not be permitted to take into the cars packages
or goods that are cumbersome or dangerous, such as barrels,

272

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

boxes, trunks, gas pipe, and panes of glass." The court said to the
jury that the company had a right to make reasonable rules, and
that passengers must be governed by them, and then, in effect,
left it to the jury to say whether this rule was reasonable. The
appellate division thinks this was error, and holds that the court
should have charged the jury, as a matter of law, that this was a
reasonable rule.

Besides, the court further charged the jury, in effect, that they
might find that the guns carried in the manner in which they were,
were not dangerous, and the conductor was wrong in declaring
them to be so. This, the appellate division holds, was also
error. The man, incumbered with a valise, it says, carried these
two rifles, with bayonets attached, in his hands, in a closed car
in which there were a number of passengers, and passengers gctti'g
on and off at every crossing. The two guns, rigged and carried
in that way by one man, with a valise also, it holds, were so ob-
viously dangerous to others in the same car that it needed only the
declaration of the conductor in charge to exclude the pas tnger
proposing to ride so inciimbered, and his declaration to that effect,
it maintains, should have been conclus've, and tec urt sh uld
have instructed the jury that the only queft 01 for ihem 'o con-
sider was whether unneccessary force was used in putting th: man
off the car, and if so, what was the damage suffered because of
such unnecessary force.

For these reasons, the judgment was reversed, and a new trial
granted.

a truck before the passenger was received and it was held that he
ought to have observed the existing conditions before he boarded
the car, so as to have looked out for the truck coming up from
behind.

DUTY WHERE NEW PASSENGER IS ON RUNNING
BO.\RD WHEN PASSING FURNITURE VAN.

Henderson v. Nassau Electric Railroad Co. (N. Y.), 61 N. Y. Supp.
690. Dec. ig, 1899.

An oper car, the seats of which were all occupied, and in which
some persons were standing between the seats, was stopped to re-
ceive a passenger after the motorman had rung his bell to notify
a furniture van proceeding in the car tracks ahead of the car to
leave the tracks in order that the car might proceed. When the
car then got to the van it had pulled to the side of the street and
stopped so as to bring its rear end within about two feet t)f the
track, and the passenger was injured by coming into contact with
the van.

In affirming a judgment for damages in favor of the passenger,
the appellate division, second department, of the supreme court
of New York holds that the company was chargeable with notice
that the car was crowded, and that this passenger and others stood
upon the running board. The van was still in its front, and the
motorman of the car, as he passed it, was chargeable with knowl-
edge of the position the van occupied, and the small space that
was left between it and the car. It was chargeable with notice
that the distance was insufficient for persons standing upon the
running board to escape contact with the van, unless, observing the
same, they bent their bodies inward towards the car. Under such
circumstances great care was imposed upon those charged with its
operation to see that injury was not inflicted upon the passengers
on the car. This duty was disregarded, and for such act the com-
pany was properly charged with negligence.

The passenger, the court holds, had the right to stand upon the
running board, and to assume that the company would not so
operate the car as to necessarily expose him to danger. It was
his duty, if there was a seat within the car, to occupy it, rather
than to stand in the dangerous position upon the running board.
But it was evident that he was looking for a place within the car.
as his duty reqilired; and the company, having received him as a
passenger, and then started the car before he had opportunity to
see if there was a place which he might occupy within the body
of it, must be held to have understood that he would make ob-
servation to find such place, and to know that his attention would
be directed towards the inside of the car. It was as much his duty
to seek a place within the body of the car as it was to observe
existing conditions outside the car, and whether, when the car
passed the van, reasonable care required that he should observe
the side of the street, rather than to see if there was a vacant place
within the car, presented a question for the jury. Nor was it con-
clusive evidence that he ought to have seen the van because one
person upon the running board did observe it.

This case is distinguished from one where the car had passed

TRANSFER POINTS AKIN TO STATIONS AND E.-\jCH
PASSENGER NEED NOT SIGNAL TO STOP.

Schaefer v. Central Cross Town Railroad Co. (N. Y.), 61 N. Y.
Supp. 806. Dec. 28, 1899.

The appellate term of the supreme court of New York holds
that it cannot be said, as a matter of law, that each individual pas-
senger must make a personal request of, or signal or communica-
tion of intention to, the conductor, that he or she desires to get
off. Where a number of people arise simultaneously after one of
them has signalled the conductor, it is his duty to give all of them
equal opportunity to leave the car safely.

In this case, the car had stopped at a corner where it was usual
for it to halt to permit transfer to connecting cars. The con-
ductor had issued a transfer to the plaintiff for this crossing, and,
the court holds, should be presumed to have known that she
desired to alight at the place for which the transfer was given. It
might also be said, the court continues, that points for which
transfers have been issued bear some resemblance to regular sta-
tions of steam railroad companies, where it is incumbent on them
to stop long enough to allow passengers a reasonable time to alight,
whether or not the conductor knows of any passengers desiring to
leave the car.

A conductor of a street railway car should give passengers a
reasonable time to alight, and failure to do so is negligence.
Whether the conductor did give the plaintiff a reasonable time to
alight, the court holds, was, as also was the question whether he
was advised of her intention to alight, a question of fact. More-
over, if the conductor was not on the rear platform, but somewhere
towards the front of the car, it holds that it was equally his duty to
ascertain whether the car could safely be started. It also holds
that there was an invitation to alight contained in the conductor's
announcement of "Broadway." when the car reached that thorough-
fare.

Nor does the court consider that it is negligence in and of itself
for a passenger to board or alight from a car without taking hold
of the railings to guard against a sudden movement of the car.

PREREQUISITES TO COLLECTION OF FEES FOR RUN-
NING OF CARS.

City of Cape May v. Cape May Transportation Co. (N. J.), 44 Atl.
Rep. 948. Nov. 13, 1899.

In an action brought by a city against a street railway company
to recover an amount alleged to be due in accordance with, an ordi-
nance which provided that in consideration of the grant of authority
to construct such railway, and to run cars thereon, a certain sum
should be paid for "each passenger car," the supreme court of New
Jersey holds that an averment of liability for "each" car run on
said road is not sufficient.

It also holds that where the fees for the running of cars are by
the city imposed by the ordinance only upon the railway company
named in the ordinance, an action cannot be maintained by the city
against the lessee of such railway for such fees, unless there be in
the lease some agreement, condition, or covenant in reference to
such ordinance made for the benefit of the city, and which inures
to the benefit of the city, and th«n there must be an averment of
such agreement, condition of covenant therein, as no privity of
contract or obligation between the city and such lessee arises by the
ordinance itself.

Moreover, a city, under the power merely "to regulate the
streets thereof, and to prescribe the manner in which corporations
shall exercise any privilege granted them in the use of any street,"
the court holds, cannot enact an ordinance imposing license fees
for revenue upon a railway in the use of the streets. The power
under such authority is one of police regulation, merely, and the
fees imposed must be reasonable, in view of the accomplishment
and fulfillment of such regulation. Under such a power the right
of taxation for revenue is not conferred.

Lastly, under the act of 1885 (P. L. 1885, p. 317), which confers
the power to license by ordinance the running of cars in the streets

MaV 15, HKXi,

STREET RAILWAY REVIEW.

of citii's, ;ui(l prnviilrs llial llu' fees fur such liji-ciiscs may be im-
posed for rcvcmic, tlic court holds lliat an ordinance enacted by
virtue thereof must provide for such license in express terms, and
indicate that the fees for such li.ceiise arc imposed for llic purpose
of revenue.

CON.STKUCTION OF FKANClllSK Rr':S(JLUTl(JN KfC-

QUIRING CONNI'XTION WITH ANOTHER ROAD

Al'TKR ITS COMPLETION.

Township of IlamtramcU v. Kajjid Railway Co. (Mich.), Hr N. W.
Ri;i>. i?>7- JJ'^c. 21, i8y().

A township board adopted a resolution granting to a street
railway company the right to construct a railway and maintain
same during the corporate life of the company, upon certain con-
ditions, one of which was that so much of the road as extended
westerly of a certain point should be equipped and put in opera-
tion whenever convenient for the purpose of connecting with any
street railway line built in the city, the connection to be made
within two years after the completion of the railway in the city,
on a certain avenue. The resolution also contained a provision that
this franchise, and the permission hereby granted, should cease
and be utterly void unless accepted in writing, by the railway com-
pany within ninety days.

Now this right conferred upon the railway company, taken in
connection with the acceptance of the company, the supreme court
of Michigan holds constituted what is known as a "franchise," and
was not subject to revocation; and that the doctrine that for-
feitures are not favored, and that equity will not decree a forfeiture
except for substantial reasons, applied.

The term "completion," as used in the condition quoted, the
court holds meant only such completion as would render the road
built in the city suitable for the use contemplated by the parties in
making the contract. In other words, it accepts the view that the
two years would begin to run from the time when the road was
substantially completed so as to answer the purpose of its construc-
tion, and was put in use as a public conveyance for passengers,
although many more things might be required to complete the
road in the technical sense of that term.

Again, it holds that the words "the connection to be made"
meant the connection of the track of the railway to which this
franchise was granted with the track of the railway built in the
city for the purpose of allowing the cars of the former to pass over
the track of the latter on the way to the central portion of the
city. But the cars of the former were much heavier and much
longer than the cars of the city line, and the evidence tended to
show that for some time the track built in the city was not leveled
up, nor ballasted, nor made safe for such larger cars. Wherefore,
the court holds that the words "two years after the completion
of the railway in the city" shoidd be construed to mean two years
after the completion of such railway to the extent that the cars of
the company first mentioned might safely pass over its tracks.

RIGHTS OF REMONSTR.ATING OR INSULTING PASSEN-
GERS.

Weber v. Brooklyn, Queens County & Suburban Railroad Co. (N.
Y.), 62 N. Y. Supp. I. Jan, 9, 1900.

The plaintitT. while a passenger on one of the defendant's cars,
was forcibly ejected therefrom by the conductor. He had stepped
to the rear platform, to remonstrate with the conductor for what
the plaintiff conceived to be his abusive treatment of another pas-
senger. An altercation ensued between the plaintiff and the con-
ductor, which resulted in the removal of the plaintiff from the
car. He brought an action for damages, and got judgment, which
is here affirmed by the appellate division, second department, of
the supreme court of New York. The controverted question was
whether the assault involved in such removal was justifiable or
not.

It was contended, on the one hand, that, inasmuch as the plain-
tiff voluntarily left his seat in the car, and interfered with the
management of the car and its passengers, without cause, he waived
his rights as a passenger, and the company was freed from liabihty
for the result. But according to the plaintiff's narrative of the
events which resulted in his ejection from the car, he did nothing

more than civilly to protest against what he considered the un-
kind treatment of an intoxicated passenger, whom the conductor
had handled with unnecessary roughness before putting him off
the car. Taking up the question at this point, the court says that
it cannot be seriously supposed that a person, by such an act of
remonstrance as this, forfeits his right to be protected from assaults
l)y the servants of a common carrier in whose vehicle he is a pas-
senger. As to whether the plaintiff had brought the assault upon
himself the court holds was clearly a question of fact for the jury,
to be determined from the circumstances preceding the assault and
the circumstances of the assault itself.

Furthermore, the court holds that a conductor cannot rightfully
assault a passenger merely because the passenger has insulted him,
or otherwise provoked him, by mere words; and if he docs assault
the passenger by reason of such provocation only, unaccompanied
by any threats or acts of personal violence, the railroad com-
pany will be liable for the consequences of the assault, under the
well-established rule which protects passengers against the miscon-
duct of a common carrier's servants. If a passenger in a railroad
car is guilty of disorderly conduct, the conductor may lawfully
require him to leave the car, and, in the event of his refusal to
do so, may exercise such force as is necessary to eject him, but no
more.

To avoid any possible misunderstanding, the court deems it
well to add that, of course the passenger could not recover dam-
ages if he used the provoking language with the intent of bringing
about the assault which followed.

POWER OF CITY TO ORDER LOCATION OF LOOP
CHANGED AND LINES EXTENDED.

State ex rel. City of St. Paul v. St. Paul City Railway Co. (Minn.),
81 N. W. Rep. 200. Dec .15, 1899.

The supreme court of Minnesota holds that a municipality can-
not abdicate or barter away, at least without express legislative
authority, its governmental powers conferred upon it for public
purposes. Hence any authority to use the streets granted to a
street railway company must be construed as being subject to the
general police power of the municipality over the public streets.

For example, if, by reason of increased traffic on the streets
prescribed for the construction and operation of a "loop," or if
for any other reason the use of those streets for that purpose be-
came inconsistent with the convenient use of the streets by the pub-
lic, or a menace to the safety of the public, it would, in the opinion
of the court, be unquestionably within the police power of the city
to enact an ordinance requiring the loop to be changed to some
other reasonable location.

More particularly, however, is the court concerned in this case
with the construction to be put upon section 18 of Ordinance 1227
of the city of St. Paul, commonly known as the "General Electric
Ordinance." This section states that "the common council re-
serves and shall have the right, at any time, and from time to time,
after January i, 1892. to order the construction and completion,
by said St. Paul City Railway Company, of any new lines of street
railway or the extension of any present or future lines of railway
upon any and all streets in the city of St. Paul upon which sewers
shall have been constructed, and in operation within one year after
such orders are made; provided, that when new lines or extensions
are constructed all the provisions of the ordinance shall apply
thereto."

The conclusion reached by the court is that the power thus re-
served to the common council to order the St. Paul City Railway
Company to extend any existing line or future lines of its railway
is not limited to extension on streets or parts of streets not provided
with any car seriice. but authorizes the extension of the car service
of one line to or into the business or central part of the city,
over streets or parts of streets upon which there is an existing
track upon which the cars of another line are already operated.

But if it was attempted to require the extension of any line over
a track on which another line was operated, entirely through the
central portion of the city, out into a suburban district on the op-
posite side of the city, the court says that it apprehends that, unless
there were some very exceptional circumstances creating a neces-
sity for it. a court would very unhesitatingly hold that the common
council had no authority, under either section 18 or the general
police power, to require this to be done.

274

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

THE TRAMWAYS OF SUNDERLAND, ENG-
LAND.

Like most English towns the prosperous borough of Sunder-
land has in the past suffered from a lamentable deficiency of tram-
ways. Having a population of about 150,000, situated at the mouili
of the River Wear, in the county of Durham, a seaport, and a
shipbuilding and engineering center, it has hitherto had only ioJ<i
miles of tramway track, covering some six miles of streets, worked
by horses. Doubtless here, as elsewhere, the purchase clause of the
Tramways .^ct prevented the local company from making exten-
sions.

The Sunderland Town Council has now made arrangements for
taking over the lines, and at the last session of Parliament it ob-
tamed an act authorizing it to build extensions to a length of
23 miles of track. At present work has been commenced in equip-
ping ij miles of track for electricity, the contract having been let
to Dick, Kerr & Co., London and Kilmarnock. The whole of
the work is being carried out on specifications prepared by Mr. J.
F. C. Sncll, A. M. Inst, C. £., borough electrical and tramway
engineer. In what follows it must be understood that the terms
Town Council and Corporation are synonymous, as they are gen-
erally in Britain.

The municipality has adopted the course of giving contracts
locally where no special advantage was apparent from going
abroad, and at the same time not hesitating to obtain American
apparatus when that seemed to be desirable.

Instead 01 building a separate power station the corporation is
extending its electric lighting station by adding the units necessary
for traction purposes. There will be five Galloway boilers, 28 ft.
long by 8 ft. 6 in. diameter, working at 130 lb. steam pressure,
with two Green's economizers each with 192 tubes. There is the
usual by-pass flue to a new smoke stack 160 ft. high and 7 ft. in
diameter at the top. The feed pumps, to be supplied by G. & J.
Weir, Glasgow, will be each capable of pumping 4,000 gallons at
a piston speed not exceeding 50 ft. per minute. Coal will be lifted
to an overhead bunker, where it will be automatically weighed and
distributed by conveyors into self-trimming bunkers, from which
chutes will take it to Vicars mechanical stokers. There will be
three three-crank engines of 420 i. h. p. each, direct-coupled to
Pallion four-pole slot-wound dynamos, capable of an output of
750 kw. at 550 volts. This plant is made by the Sunderland Forge &
Engineering Co. Surface condensers of the British .\dmiralty pat-
tern, supplied by the Wheeler Condenser & Engineering Co., Lon-
don, will be used. Each condenser will be able to deal with 16,000
lb. of steam, with a vacuum of not less than 25 inches. There are
to be two Barnard cooling towers, provided with motor-driven
lO-in, fans. The reservoir is of concrete, holding 16,000 gallons
of water. The power required by the auxiliaries must not exceed
3^^ per cent of the power of th>; main engines. A hot well with a
coke breeze filter is to be provided, from which the feed pumps
will' draw and will deliver the water through pressure filters. The
switchboard, the contract for which has not yet been let, will have
the usual dynamo, feeder and Board of Trade panels.

There will be ([uite an elaborate system of feeders leading from
the power house to the lines, as the trolley wires are to be divided
into half-mile sections, each with its separate feeder. The feeder
will, as usual, be placed underground in stone-ware ducts, and will
feed into the trolley wires through section piHars erected along
the side of the street with an equipment of switches, test terminals,
telephone and lightning arrester. The specification calls for a
distribution efficiency of 95 per cent for an evenly distributed load
of 750 amperes.

The track will be of standard gage, and the rails will be go-lb.
7-in. steel grooved girders in 40-ft. lengths, laid direct on a 6-in. bed
of Portland cement concrete. This is the usual modern British ar-
rangement; cross timber ties or sleepers are scarcely known for
street lines. The rails will be tied to gage every 8 ft. by steel tie-
bars of 2 in. by J^ in. The joints are to be secured by fish-plates
weighing 60 lb. per pair and sole-plates 30 in. by 12 in. by ^ in.
securely bolted to the rails. The crossings will be braced by sub-
stantial sole-plates. The points are of the cast-steel type of Ask-
ham Brothers & Wilson, Sheffield. The joints will be bonded
by No. 000 B. and S. Columbia bonds, and the cross-bonding op-
posite each pole is to consist of No. 00, B. and S. bonds. The
paving between the rails and for 18 in. outside is partly of wood

blocks and partly of granite or whinstone setts, size 6 in. by 4 in.,
with i)itcli granting. The maximum gradient is 8 per cent, and the
sharpest curve has a radius of 40 ft.

.Vccording to the character of the road along which the line
passes, the style of the overhead equipment will vary; in some
places the span wires will be attached to buildings, in others cen-
ter poles with brackets will be employed. The desire is to make the
overhead work as unobtrusive as possible, and ornamental poles
will be employed. These will be in one piece, tapering from 7 in.
to 5 in. The trolley wires, .325 of an inch in diameter, are to be of
hand drawn copper. To assist in conforming to the Board of
Trade regulations as to drop of potential in the rails (ma.ximum
allowed being 7 volts) return feeders will be joined to two mini-
nuiiii potential points in the rails and carried to negative boosters
m the power station. This plan will doubtless be unnecessary at
first, but further extensions are being kept in view.

The rolling stock will consist of 26 cars, all mounted on Brill
trucks. This type of American truck seems to be a great favorite
already in England; it is in use on some lines and has been ordered
for many more. Six of the cars will have maximum traction trucks,
each car having a seating capacity for 61 passengers. Twelve of
the other cars will be able to carry 46 persons each. Both of these
classes are doul)le-deck cars, which are the favorite type in England.
The remaining eight are single-deckers, and are only used be-
cause there is an overhead bridge on the rcmte, with a clearance of
only 13 ft. 6 in. Dick, Kerr & Co's. standard motors will be used.
It is probable that the lines will be started up electrically in July,
1900.

ANOTHER ELECTRICAL OMNIBUS.

In our issue tor December, 1899, page 847, we published illus-
trations of two electrical omnibuses used in Berlin, and herewith
present a view of another vehicle in the same city which, like one
of those previously shown, utilizes the street railway current. This
omnibus has places for 12 passengers inside and for 6 on the rear
platform. There are two motors connected to the rear axle by

ELECTRrC OMNimiS, liERLIN.

single reduction gearing. The storage battery consists of 44 ele-
ments of the Pollak type, which is said to be sufficient for a run
of from 10 to 12 miles. Four collecting bows are provided on the
roof so that at stations the battery may be recharged, taking- cur-
rent from the street railway overhead lines. This car complete
weighs 7,700 lb., and loaded, about 10,000 lb.

The Twin City Rapid Transit Co., of Minneapolis, has placed in
many of its cars, fire extinguishers to afford ample protection to
passengers in the event of cars taking fire.

May 15, 19a).]

STREET RAILWAY REVIEW.

27S

FAILURE OF THE AUSTIN DAM.

( )ii ,'\|iiil 71I1 llu' masonry dam across the Coluriulu River at
Austin, Tex., failed under llic stress of a great flood. On the pre-
ceding day and up to 4 a. m. on the 7th, five inches of rain fell
along the Colorado River and by 1 1 a. m. the water was 11 ft. deep
over the crest. At 11:15 the dam broke on a vertical line about 300
ft. from one end and two sections each 250 ft. long were swept
down stream; a few minutes later one piece toppled over and disap-
peared and the other was i)arlially broken up and washed away,
leaving, however, a section of the dam over 40 ft. long standing
upright some .30 ft. below the line of the dam. The break left 500 ft.
of the dam standing at the west end and 83 ft, at the cast end.

When the dam broke the escaping water was forced sidewise
and at the east end struck the power house, crushing the west win-
dows and flooding the pump rooms. Mr. Harry I,. Monroe, state
agent of the General Electric Co., was in the building with Mr.
H. C. Patterson, superintendent of the plant, and they had only
been out of the wheel pits for three minutes when the break came.
Mr. Walter Johnson, chief engineer, was on his way back to the
pit, and his two sons, small boys, who were helping at the pumps.

the same month. In the report of city ofTiciats of Austin for 189s
we find the cost of the installation given as $1,391,129.64, of which
$^".3'3.39 was for the dam.

The dam was 1,143 't- long, 60 ft. high above low water mark, 66
ft. thick at the bottom and lO ft. thick at the top. The up-stream
face is vertical and the down-stream face curved of ogee form; the
lower part of the down-stream face Is curved to a radius of 31 ft.;
the central portion has a batter of 4^in. to the foot, and the upper
portion has a radius of 20 ft. The two faces and lop were built of
red granite and the interior of hard limestone rubble laid in port-
land cement.

The power house was budt on ilic rock ledges just below the
east end of the dam and was 198 x S4 ft.; on the river side the walls
were 112 ft. high and on the land side 32 ft. The equipment com-
prised Victor wheels, made by the Stillwell-Biercc & Smilh-Vaile
Co., aggregating 2,400 h. p., pumps of 8,000,000 gallons capacity
)ur J4 hours, and electric generators of 500 h. p. capacity.

The building of the dam by raising the water level 60 ft. formed
a lake covering over 1.800 acres, and between 20 and 25 miles long,
which was named Lake McDonald, after the mayor, Mr. John
McDonald.

.,V*i^

4(l^

THE .\tTSTIN PAM .\ND VIEWS AFTER THE FAILURE.

lost their lives, with six others. About midnight of the same day
two-thirds of the west wall of the power house fell, carrying with
it the roof over the dynamo floor and wrecking the corresponding
portion of the east wall.

We reproduce a number of photographs kindly sent us by Mr.
Frank E. Scovill, superintendent of the Austin Rapid Transit Ry.
No. I is a view of the dam taken from the east end, and No. 2 a
view from the west end showing the power house; the steamer
"Ben-Hur," which appears in this illustration, was stranded and
broken in two, as seen in No. 4. No. 3 shows the power house on
<he morning of April 8th. Nos. 4 and 5 were taken after the break
and show the section of the dam swept bodily down stream. No.
6 is a car of the Austin Rapid Transit Ry. standing near First St.
bridge (about 4 miles from the danO, where it was when power
was shut oflf.

Mr. Scovill states that it was expected that the city would have
water by May 15th, but that light and power were in the more dis-
tant future. The .-Vu.stin Rapid Transit Railway Co. will probably
install a power plant of its own.

This dam has been of great interest both as an engineering struc-
ture and because its construction was a municipal undertaking.
Work was begun on the masonry of the dam May 5. 1891. and the
last stone was set May 2, 1893: water flowed over the crest during

The engineer who was first placed in charge of the construction
of the dam was Mr. Jos. P. Frizell, who resigned in June, 1892, be-
cause of the interference to which he was subjected by Mr. Mc-
Donald; the letter of resignation stated that Mr. Frizell has
oflfended Mr. McDonald by insisting that the latter's son. then
employed on the work, should perform the duties for which he
was paid.

July, 1893, Mr. E. W. Groves, who succeeded Mr. Frizell as
engineer in charge, also resigned, giving as one reason the constant
interference in the engineering work by Mr. McDonald. Mr.
McDonald on his part claimed that Mr. Groves did not have the
requisite skill or ability and would not be guided by advice or
listen to reason. Mr. Groves was succeeded by Mr. Gorhara P.
Low, who continued in charge till his death six months later.
He was succeeded by the former assistant-engineer, Mr. Joseph
Kepferle, who died in December, 1894. He was succeeded by Mr.
G. W. Sublette, of Minneapolis, who remained in charge until
June, 189s, when the construction work was practically completed.

A few months before the dam failed the fact that the city of
Austin had defaulted on the $1,400,000 of bonds issued to pay for
the dam and power house brought this municipal undertaking into
prominence and the results of its operation have been urged as
an argument against municipal ownership. About the same time

276

STREET RAILWAY REVIEW.

[Vol. X, No. 5-

also, the partial filling of Lake McDonald with silt and leaks in
the dam which developed last year were made the occasion of
criticising the engineer, it being alleged that city ownership lends
to a more careless system of engineering that would be permitted
by a private company which depends for existence on receipts
and economy.

We regard such implied criticisms on the engineers responsible
for this work as unjust and think the important point is not that
a private company would necessarily have better engineers, but
that having engaged a competent engineer, private owners would
not permit a layman to interfere with professional work.

The water and electric supply business of the city of -Xustin has
been a financial failure, quite aside from engineering questions, and
(or this the municipal management is certainly responsible.

NEW SEATTLE-TACOMA ELECTRIC LINE.

Franchises for building an electric railway from Seattle to Ta-
coma. Wash., have been secured by Fred E. Sander & Co. and W.
P. Trimble, of Seattle. Wash. Mr. Sander has made the following
statement regarding the enterprise: "We have secured a right-of-
way for a double-track standard gage road between Seattle and
Tacoma, from the Pierce County line to the city limits of Seattle,
with the exception of one stretch of a quarter of a mile. The right-
of-way is 66 ft. wide, and passes through the richest part of the
country. We shall touch at South Park. Orillia, O'Brien, Kent,
Christopher and Auburn. From the latter place we skirt the bluff
into Tacoma, passing through a rich and fertile district.

"We expect to lease the power necessary to run the road from
the Snoqualmie Falls company, but, failing to make satisfactory
arrangements, we have provided for the erection of a water power
plant of our ow-n.

"The road will have low grades and few af them. We shall

be able to handle large passenger and freight business with rapidity

and ease. The road will be supplied with the best of rolling stock

and equipment."

< ■ »

STREET RAILWAYS TOO LARGE FOR CITIES
TO CONTROL.

At the annual meeting of the Academy of Political and Social
Science in Philadelphia. April igth. Prof. L. S. Rowe, of the Uni-
versity of Pennsylvania, delivered an address on the "Possibilities
and Humiliations of Municipal Control"' in the course of which he
said:

"During the last decade a number of influences have been at work,
all of which have tended to place the municipality in a very different
relation to the class of corporations under consideration from that
which it has heretofore occupied. The first of these is the rapid
growth of the suburban districts of our larger cities, offering prof-
itable opportunities for the extension of the gas, water and street
railway services beyond the limits of the city. With every such
extension the economy of production and distribution has been
increased and has finally led to the total disregard of municipal,
county or township lines. As regards the water service this move-
ment has been further strengthened by the necessity of seeking
sources of supply at great distances from the distributing centers.
The economy of supplying all the localities along the route dic-
tates the inclusion of a considerable section of a state within the
area of exploitation of a single company.

"Finally in the case of the street railways, the change in motor
power from horse to electricity has completely revolutionized the
service. In fact, it furnishes the most striking instance of the
changed relation of the municipality to this class of industries.
What was only a purely local means of transportation-has already
become interurban and soon bids fair to establish a network of
communication throughout the various states. As a result of these
changes two questions present themselves.

"First, can the municipality still be regarded as the effective
unit of control over this class of corporations? and

"Secondly, can the state permit the municipality to fix the con-
ditions under which these industries may be carried on?

"One of the first principles of governmental control over indus-
try is that the unit of control must not be inferior to the unit of

exploitation, that is to say, the power of the public authority must,
at least, be coterminous with the field of operation of the industry.
This has ceased to be the case with the street railway companies,
and, to a less degree, with the water and gas companies, Just as
the difficulties of state control over corporations — particularly trans-
portation companies — doing an interstate business forced us into
national control, so the extension of the municipal public-service
industries beyond the limits of municipal control will force the sub-
stitution of some larger administrative unit — possibly the state itself
— as the controlling authority."

ADVERTISING A STREET RAILWAY PARK.

The strictly pleasure travel over the lines of tlic Cleveland, Bcrea,
Elyria & Oberlin Ry.. has increased to such an extent and the
possibilities of development in this direction are so clearly manifest,
that the company has established a separate "outing department,"
under the charge of Mr. J. W. Butler, with the title of excursion
manager. The duties of this department, as its name indicates,
is to devise ways and means for encouraging pleasure riding, and
it also has charge of a new park recently purchased by the com-
pany, on the Berea and Linndale branch, about seven miles west
of Cleveland. These beautiful grounds include 30 acres of forest
shade, with numerous springs and flowing streams of pure mineral
waters, romantic glens and dells, and to enhance the natural at-
tractions, an elaborate pavilion and ball room have been erected,
athletic and camping grounds have been established, swings a^d
seats scattered through the grounds and other amusements pro-
vided. The resort is called Puritas Springs.

Mr. Butler informs us the main advertising will be accomplished
through the general press, which he considers the best means of
reaching the public. Supplementing this, descriptive circulars and
special letters will be mailed at frequent intervals to superintendents
of Sunday Schools, societies, and fraternities, calling attention to
the advantages and attractions of the park at Puritas Springs for
outings and excursions of all kinds, particularly for children and
ladies. The excursion manager gives his personal attention to these
parties and sees that everything possible is done for their enjoy-
ment and convenience.

.\nother of this company's methods for gaining publicity is by
the distribution on the cars, and broadcast through the city, of
small cards il^ x 2^4 in., printed on white paper, in green ink.
with a '■i-in. pink strip down the center, and describing the prin-
cipal attractions at the resort.

BIRMINGHAM RAILWAY & ELECTRIC CO.

The city of Birmingham. .\la.. has an extensive system of elec-
tric railways, all operated by one company, the Birmingham Rail-
way S: Electric Co. having last year secured control of the Bir-
mingham Traction Co. During the last year the company ac-
quired by purchase 22''$ miles of road and built "l^ miles: it also
equipped "''> miles of the purchased track for electrical operation,
rebuilt a portion of the city lines, built a new car house, rebuilt
one of the bridges used by its cars and spent over $20,000 in new
special work.

The system comprises over too miles of track, and extends to
all the neighboring towns, including Pratt City, Ensley, Bessemer
and Powderly. The East Lake resort of the company has been de-
scribed in the "Review." The line to Bessemer and that from
Powderly to Bessemer are operated by steam.

THAT CHICAGO-MILWAUKEE LINE AGAIN.

In a recent interview. Mr. John L Beggs, general manager of
the Milwaukee Electric Railway & Light Co., is quoted as saying:
"Inside of five years I expect there will be a through electric car
running from Chicago to Green Bay. There are a number of gaps
which must be filled in, but in the time I have named I think that
the right of way will have been acquired and the road constructed.
If the plans of the electric railway managers and promoters in
this section of the country carry, one of the largest systems in the
country will be in operation by 1906."

May 15, 1900.]

STREET RAILWAY REVIEW.

277

GARTON LIGHTNING ARRESTERS.

The .season of spring storms Ijeiiig at liaiul, llic llxliliiiiiK aircstiT
problem is again confronting; street railway anil I'enlral station man-
agers, who will be interested in the new models of arresters just
put on the market by the Ciailon-Daniels Co.. of KeoKuli, la. Fig.
I is a new direct current |)ole arrester for railway, light or priwer
circuits of 750 volts or less. The base and spool arc of porcelain

(}AKTO\

r*ru lilt '""•';

H 1. t Vfl

N..ll'M

<..\ur<)N-

ii.vmh.'.

CII.>I !•.» •^1

HI."";:;,.

II. S. A

and tile makers feel eoiilident that it will operate satisfactorily un-
der all conditions. .\ nii\el feature of this arrester is the iron bo.x
which is so made that by loosening one screw the cover can be
slipped up and swung to one side, making inspection easy. Fig.
2 shows the same arrester with wooden box. In all the new de-
signs the principle of opening the circuit in two places after the
charge has passed tn earth is adhered tn. thus allowing the use of

The Worcester & Clinton road has an enviable record. It has
never had an accident of any kind other than a derailment, and
has never hurt a passenger or paid a cent in damage claims. The
road was opened in December, iKf;8, and notwithstanding the oper-
ating expenses were 68 per cent of the gross receipts, it was able
to pay a dividend on the first 10 months operation; since then oper-
ating expenses have been reduced and the receipts almost doubled.

♦ ■ » ■

N. Y., N. H. & H. SNOW PLOW.

By courtesy of Col. N. H. Heft, chief of the electrical depart-
ment of the New York, New Haven & Hartford, we have received
a photograph of the combination snow plow and sweeper used

SNOW PLOW ON THE TH1RD-R.\IL LINE.

a much smaller air gap than would be practicable with a single
opening in the circuit.

Fig. 3 is the new arrester used for protecting stationary motors
of all sizes. With this arrester is used a new design of kicking
coil known as the "type S"; this is a spiral of ribbon copper
mounted on a dipped slate base.

Fig. 4 is one of a number of 1.200-ampere kicking coils furnished
Siemens Bros. & Co., I^td., of Woolwich and London.

The company has issued a 1900 edition of its catalogue on Garton
arresters, which may be had on application at the home office.

NEW MASSACHUSETTS ROAD OPENED.

.\ new Massachusetts electric line, the Clinton & Hudson Electric
Ry., was practically completed on .\pril iSth. .A car of the Wor-
cester & Clinton Street Ry. in charge of Mr. John W. Ogden, who
is superintendent of both the Worcester & Clinton and the Clin-
ton & Hudson lines, with a party of officials and invited guests
made the first trip.

Both of these lines have been acquired by the syndicate to be
incorporated as the Massachusetts Electrical Co., and operate the
electric railways in and about Worcester, as noted in our last issue,
page 198.

on the motor cars of the electrically operated divisions. The
plow is of the nose type secured to the truck by two curved arms.
.\long the lower edge of the plow is a heavy bristle brush which
extends out so as to cover the third rail. This type of plow has
been used for two years past and is found to be eltective for heavy
as well as light falls of snow.

KISINGER-ISON TROLLEY WIRE CONNECTOR.

When a tightly drawn trolley wire breaks, it is no easy task to
join the severed ends, as the juncture must be made in spite of the
absence of surplus wire or slack and when finished the joint must be
smooth and symmetrical and present no obstruction to the passage
of the trolley wheel. In addition the repair must usually be done
quickly in order to delay traffic as little as possible.

The Kisinger-Ison Co., of Cincinnati, makes a connector for
coupling the ends of broken wires that it is claimed will effect a
saving in both time and money over the old method of soldering.

KISINGEK-ISO^: TROLLEY WIRE CONNECTOR.

The device consists of a hollow sleeve with tapered ends and a cen-
tral opening. The interior of the ends of the sleeve are tapered, the
small ends of the taper being at the outward ends of the connector
and large enough to admit the trolley wire. The severed ends of
the wire are poked into the hole in the ends of the sleeve, and then
locking devices in the form of toothed wedges, engage upon the side
of the ends of the wire and against the tapering inner walls of the
sleeve, the wire being thus pinched between one wall of the sleeve
and the locking wedges. It follows therefore that the harder the
pull the tighter the grip. One. two. or four wedges may be used in
each end. With this coupling broken wires have been repaired by
two men in three minutes.

27S

STREET RAILWAY REVIEW.

[Vol. X, No. s-

This departrr.ent is devoted to the construction and operation of electric railway
power houses. Correspondence from practical men is specially invited. Both the
users and makers of power house appliances are expected to give their views and
experiences on subjects within the range of the department.

ADDITIONAL UNIT FOR UNION RAILROAD OF
PROVIDENCE.

The United Traction & Electric Co., of Providence, R, I., con-
trols through (he ownership of stock the following operating
companies: Union Railroad Co,, Providence Cable Tramway Co,,
property leased to Union R, R,; Pawtucket Street Railway Co,;
Rhode Island Suburban Street Railway Co., which was organized
last year and bought the property of the Cumberland Street Rail-
way Co. and the Pavvtuxct Valley Electric Street Railway Co.
(both of which were controlled by the United Traction & Electric
Co.) and also bought the Oakland Beach branch of the New York,
New Haven & Hartford R. R,, and the Barrington, Warren &
Bristol R. R. These la.-it two were formerly operated by steam;
the Oakland Beach branch, running down to Buttonwood on the
west side of Providence Bav. tCi miles from the city, has been

being made in two pieces, divided to receive the packing ring;
the junk ring in the low pressure piston is faced with hard babbitt
metal almost the full width of the piston. The crank and cross
heads are made of semi-steel; the cross heads are split and pro-
vided with large binder bolts to prevent the piston rods (which
are screwed into the cross heads) from becoming loosened, should
the lock nuts on the piston rods become slack. The cranks are of
the disk pattern, heavily counterbalanced. The crank and cross
head pins are ot forged steel, the crank pins being forced into the
cranks from the back side and provided with removable caps. The
cross head pins are ground to a taper where they bear in the
cross heads and are parallel for the rod brasses; they are held in
place by four large screws on the outside faces of cross heads,
Tripp's metallic packing is used on both piston rods and valve
stems: corrugated copper gaskets are used on all joints in place
of rubber. Tlic crank pin brasses arc of bronze, babbitted for their

l,(JNl-H, P. FILER-STOWELL ENGINE, tTXION R. R,, PROVIDENCE.

equipped for electrical operation, and the company is also con-
sidering changing the motive power on the Barrington, Warren &
Bristol R, R., which runs down the east side of the bay. The
system of the Union, Pawtucket and Rhode Island Suburban com-
panies comprises 173 miles of track.

The Oakland Beach road and some smaller extensions and the
addition of some large and heavy cars to the suburban equipment
of course brought an increased load on the power stations to
meet which a new i.6oo-h. p. unit has just been installed. This
unit comprises a cross-compound condensing engine, built by the
Filer & Stowell Co., of Milwaukee, Wis., direct connected to a
i.200-kw. General Electric generator. For the description of the
engine and the accompanying illustrations we are indebted to Mr.
M. H. Bronsdon, chief engineer of the Union Railroad Co.

The engine has cylinders 28 in. and 54 in. by 48 in. stroke, and
is designed to run at 100 r. p. m. with 135 lb. of steam. The valve
gear is designed to permit the governor to vary the point of cut-off
from o to J4 stroke in both the high and low pressure cylinders.
Each piston is provided with but one packing ring, the junk ring

full width, and the cross head brasses of solid phosphor bronze.
The connecting rods arc of hammered iron, with straps, gibs
and keys at the crank ends, and solid ends for the cross head
brasses. The eccentric straps are babbitted for the full width.

The frames are the Filer & Stowell 1900 heavy duty tangye type
with pillow blocks, frames and slides all cast in one piece, and are ot
massive construction. The slides are bored and the bed ends are
made as large in diameter as possible, where they bolt up to
cylinders. The frames bear full on the foundation from the pillow
blocks to the ends of the slides, with the foundation bolts spread
as much as possible. The shells of pillow blocks are made remov-
able by raising the shaft 1-16 in. Heavy ^-in. pipe coils are cast
in both bottom and side shells for ^^^^ter circulation. Wear is taken
up by raising wedges moving vertically; the wedges bear full on
the side shells and are provided with keyways and keys insuring
their being raised alike on both ends. The main bearings are
22 X 42 in,; cross head shoes 18 x 31 in.; crank pins 10 x 10 in.;
cross head pins 9 x 10 in. The shaft is of forged steel, 26 in. diam-
eter in the armature and 22 in. diameter in the bearings.

May 15, 1900,1

STREET RAILWAY REVIEW.

279

Oik- (if tlic must iiilcrfstiiig icaliiri-s of tlu' ciiyiiic is llio lly-
wlucl, vvliicli is of novel construction. The wheel proper is cast

in two pieces,
held at llie rim
joints by
wrought iron
links 3Vi X 3'//
in. in section
shrunk on; at
the lull) the two
halves arc bolt-
ed together.
,\fler the wheel
hiiil been turn-
ed smooth on
the outer face
it was rc-en-
forced by a cast
steel ring y'/j
X 17 in. in
cross section
shrunk on. The ring was cast at Newark, N. J., and shippe<l by
water to Providence, being delivered as it came from the mr)lil.
It was then fastened tn the side of the lly-whcel, being held in

tr,AMi> 11(11, DiNc; NiN(-;

The straightway valves (or thi» engine are all of the Chapman
iiKike. The throttle valve was made by the Crosby Steam Gage &

Valve Co.; it is of the double ring
seat type, so designed as to prevent
leakage should any foreign subMancc
become lodged in the passage.

The installation of (his unit brings
the total capacity of the station up
to 0,050 h. p. The new electrical
efjuipment includes two rotary con-
verters of 300 kw. capacity, which
change the direct current to an al-
ternating current at 460 volts, which
is stepped up to 10,000 volts in static
transformers for transmission to a
sub-station at Rivcrview, 11 miles
distant. The sub-station has static
transformers and two rotary con-
verters of 250 kw. capacity, which
give direct current at 560 volts for
the trolley line. A storage battery
will be used at the sub-station.

Ten new cars have been purchased for the Oakland Beach line
from the J .M. Jones Sons Co., of Troy. X. Y. These cars are 41 ft.

CKHSHY THROTTLE VALVE'

I'LY WUKKL AMI I^ING, SHOWlNi; Ak'K A N(; EM ENT OK liURXER FOR HEATIXIJ THE RING.

place by clamps, as shown in one of the illustrations, and the
interior surface turned. Four rings of 2-in. gas pipe, with 100
burners each were then put in position, as shown in the engraving
and the ring heated until it was JiJ in- larger in diameter than the
wheel, when it was
slipped into place and
allowed to cool. Af-
ter cooling the sides
and outer face of the
ring were turned
smooth. The ex-
terior diameter of the
completed wheel is
18 ft., and taking the
elastic limit of the
metal in the hub
bolts and links as
25,000 lb. per sq. in.
and of the steel ring
as 30,000 lb. per sq.
in., it is computed
that the wheel may
turn at 429 r. p. m.
before the stresses
exceed the elastic
liinits of the metals.
The weight of the
wheel complete is
102,000 lb.

The condenser is
of the jet type made by Geo. F. Blake, and has simplex, vertical,
twin-beam air pumps with steam cylinders 12 x 18 in. and air
cylinders 30 x t8 in.; the air pump is of bronze throughout.

1>I,1,I V I.K'1.N(; THE R1N(.

over all, and are equipped with four G. E. 57 motors and Christensen
air brakes, and arc mounted on Peckham trucks.

Among other improvements the Union Railroad Co. has during
the past year erected a new car house between Providence and
Pawtucket. which is 100 x 200 ft.

NEW BINARY-VAPOR ENGINE.

.V recent report from Consul General Mason at Berlin describes
in general terms the results of experiments made at the Royal
Technical High School at Charlottenburg by Professor E. Josse
with a binary-vapor engine. This machine consists of a cross
compound steam engine with cylinders 340 and 530 'by 500 mm.
('3-39 and 20.87 t>y 19-69 in) running at 41.5 r. p. m., and of an
auxiliary sulphur dioxide engine with cylinder 200 x 500 mm, (7.87
X 19.69 in.) running at 77 r. p. m. The steam is worked in the com-
pound engine in the usual manner and exhausted into a surface
condenser, where the cooling fluid, instead of being water, is liquid
sulphurous acid (H; SOj) : the heat in the exhaust steam drives off
sulphur dioxide gas from the acid, and this gas is worked in the
cylinder of the auxiliary engine and discharged into a second surface
condenser, where water is the cooling fluid. The sulphur dioxide
is returned to the first condenser, which is also the boiler for the
sulphurous acid, and is used over and over. The process was
patented in 1889 by Mr. G. Behrend, of Hamburg, and Dr. Zim-
merman, of Ludwigshafen.

As to results, the report states: "The steam engine is of the
compound type, of good modern construction, and being given a
steady load, developed 34 i, h. p., with a consumption of 8.6 kg.
(18.96 lb.) of steam per i. h. p. hour. The auxiliary machine work-
ing with the sulphurous vapor indicated 19 h. p.. that is, an increase
of 56 per cent and yielding, instead of i h. p.. 1.56 h. p, for the same

280

STREET RAILWAY REVIEW.

[Vol. X, No. S-

steam consumption, and reducing the steam consumption from 8.6
to 5.5 kg. (from 18.96 to 12.13 lb.) per i. h. p. hour.

"The experiments showed on the average that for every 15 kg.
(33.169 lb.) of steam passing through the main engine, I h. p.
could be gained in the auxiliary machine. Applied, therefore, to
an ordinary single-cylinder steam engine, ex-
hausting into the air at high temperature, the
percentage of power saved by this new device
would be very much higher than the economy
reached in these experiments, which as has
been shown, were made with a hitjhly im-
proved compound engine."

Dr. R. H. Thurston in discussing these re-
sults in the Sibley Journal of Engineering for
April says that from the data at hand it is
not apparent whether the economy reached is
due to the excellence of the apparatus or the
advantages of sulphur dioxide as the auxiliary
fluid, and it is suggested that the result may
to some extent be due to an improvement in
thermal action and cft'iciency. coming of re-
duced wastes by heat exchanges between the
working fluid and the metal of the cylinder
walls. Dr. Thurston further states that the
result of 12.13 lb. steam per horse power per
hour is unexampled, being, when the low pres-
sures are considered, practically all that could
be expected of a quadruple expansion engine.
The low speed and the small power of the
engine, 53 h. p., make the results even more
remarkable.

Some of our contemporaries in commenting
on these tests make the point that if the steam
engine vrere worked to as low a temperature
as was the binary engine the theoretical effi-
ciency w'ould be the same. This is, of course,
true, but it does not pay to reach the low
limit in the steam engine because of
the large cylinder volumes involved.
Thus I lb. of steam at 70° F. has a

volume of 334 cu. ft.; if the heat which this steam has when at 140°
•F. is used, as in the binary engine, it would evaporate about 6 lb.
of the sulphur dioxide at 140° F., and this gas when expanded so
that its temperature is 70° would have a volume of about 10 cu. ft.
The higher pressures and smaller volumes of the sulphurdioxide
give it advantages over steam for working between low temperature
limits.

Laboratory experiments are quite different from commercial
work, and it remains to be seen whether the steam-sulphur dio.xidc
binary engine will prove practicable for general use or be classed
with the many other improvements on the steam engine which
have been relegated to the scrap heap.

cent at one-quarter load, 94 per cent at one-half load, and 94.5
per cent at three-quarters and full loads, have been more than
attained in actual working. The position of the brushes need not
be shifted if the load be increased from no-load to 50 per cent
over-load. If the current in the shunt field be adjusted so that the

NEW UNIT FOR TOLEDO TRACTION CO.

In our issue for September, i8gg, page 593, we described the
addition to the power house of the Toledo Traction Co., then
building, and briefly mentioned the new unit which it was to accom-
modate. This unit consists of a vertical cross-compound Allis
engine with cylinde/s 28 and 60 by 48 in. direct connected to a
lOSO-kw. VVestinghouse generator, and since its installation in
November last has carried nearly the whole of the railway load,
which varies from 1,500 to 3,500 amperes, being supplemented
when necessary by one or more 400-kw. generators with which it
works in parallel.

The generator is "engine type," the armature and commutator
being built together upon a ventilated cast iron sleeve, pressed
upon the engine shaft. The field castings are divided in a vertical
plane, accompanied with a cast iron sole plate. At the rated speed
of 80 r. p. m., the machine gives 500 volts with no load, and over
compounds to 575 volts with a load of 1,820 amperes. The last
named load is carried continuously without undue rise of tempera
ture, and various tests applied since the installation show that at
SO per cent overload the temperature is not materially increased.
Tests have also shown that the guaranteed efficiencies of 91 per

FIG. 1— 1,II50-KW. UNIT, TOLEDO.

voltage of the machine at no-load is 500, a load of 2,640 amperes
at such increase of voltage as will be maintained by the combined
shunt and series field current may be temporarily carried, and if.
with the current in the main circuit, the circuit breaker be opened,
there will be no bucking, serious sparking or other difficulty at the
commutator.

The pole pieces are of laminated steel, and tlie field frame of
cast iron. The windings are proportioned so as to reduce the
distortion due to armature reaction to a minimum. The series
coils are of copper bar formed into one layer; the shunt and series
coils are separately insulated and so disposed as to admit of
thorough ventilation. The insulation of the complete coils success-
fully withstood an alternating current of 3,500 volts.

The armature, Fig. 2, is of the slotted drum type, pressed upon
the engine shaft, which is 24 in. in diameter. It has a multiple
winding, so arranged that the circuits will not become unbalanced
should the armature become displaced 1-16 in. from the geometric
center of the fields, and when so displaced there will be no in-
jurious sparking at the brushes, no vibration in the armature, and
from each brush holder arm there will be drawn approximately
its pro rata share of current. The core is built up of laminated
steel sheet of the highest magnetic quality, built up on the cast iron
spider; the sheets of steel are dovetailed accurately to the spider,
the laminated core thus built up is held firmly between two end
plates. The armature winding consists of flat copper bars, approxi-
mately rectangular in section, forged into shape without joints,
and insulated before being placed in the slots. There are no bands,
the coils being held in the slots by retaining wedges of hard fiber.
The insulation of the armature conductors is of sheet material of
high insulating quality applied in overlapping layers, held in place
with taps, and the whole treated with a weather-proof and oil-proof
compound.

The commutator. Fig. 3, is made up of bars of hard drawn copper,
insulated from each other by mica. The number of bars is such
that with an e. m. f. of 575 volts the average difference of potential
between two bars does not exceed 8j4 volts. The bars are held
in position at one end by a cast iron ring with a V section, the

May is, 1900.]

STREET RAILWAY REVIEW.

281

ring being bolted securely to the armature spider. The opposite
ends of the commutator bars are supported by segments of a simi-
lar section, firmly held in position by bolts and these segments
arc so arranged that one or more bars may be removed from the
commulalor without disconnecting other bars. The armature
winding is tlKinnighly soldered to the necks of the commutator

ELECTRIC RAILWAY IN NOTTINGHAM.

FIi; .>~ENIl VIEW Ol- .\KM,\'ri)RE.

bars; the necks are rigid, each of them being of hard rolled copper
riveted and brazed to the commutator bar.

The arms carrying the brushes are strong and rigid, held at the
end next the field casting. They arc supported by a ring accurately
fitted to the yoke, which may be shifted for adjusting the brushes
by hand wheel and worm gear. This method of support leaves
the commutator clear and comparatively free of obstructions and

-"^.

FIG. 3— ARMATl'RE AND LOM.MUTATCIR.

open for inspection. The brushes are of carbon. The brush holders
are of the sliding shunt type; tlieir size affords ample surface
contact for the brushes in the boxes.

Throughout the armature, spider, core and windings, large and
open ventilating ducts are provided, and the design of the spider
is such as to set up a forced circulation of air through these ven-
tilating spaces. Space is also left between the shunt and series
coils and the pole pieces, and between the shunt and series coils
themselves, for maintaining a free circulation of air while the
machine is in operation.

Mr. S. C. Mci'arland, U. S. Consul at Nottingham, Lng., writes
the State Department that folluwmg the lead of Liverpool, Shef-
field, Bradford, Glasgow, Manchester, and other cities of Great
Jiritaiii, it is promised that an electric street railway service will
soon supersede the present horse tramways in Nollingham. The
present system is probably as antiquated as any in England. There
are, in fact, three main systems or lines, each extending from near
the central portitm of the business section to the railway depots
or outskirts, the whole comprising only about 6 miles oi track;
but there is no central depot, the down-town termini being several
blocks distant from each other. No transfers arc given, each
line being conducted independently. The fares vary in a peculiar
manner. On one of the three lines, which is about i mile in
length over level ground, the fare is id. (2 cents). The other
two lines have each one steep and long hill on their routes. If
you desire to travel the full length of one of these lines, 2d. (4
cents) will be charged. If you desire to ride only to the top of the
hill, the same fare will be charged. It, however, you happen to
be on the top of one of these hills and desire to ride down cither
way, the fare is only id. (2 cents;. This variation of charge is
made, as the authorities explain, because a third horse is necessary
to pull the heavy trams, which are modeled after the London bus
pattern, with seats on top, up the hills. This tram service is sup-
plemented by a number of buses, which carry patrons not only
along the regular routes, but to suburbs beyond the limits of th^
tram lines. Upon these, similar fares are charged. Double tracks
for the trams exist only on portions of the routes, and trams run
about every ten minutes. When once the seats are full, inside and
out, not another passenger is admitted.

One result of the imperfect system has been the creation of a
fine, comprehensive, and reasonable cab service. That an adequate
modern electric system will find an abundant field here, and that it
will revolutionize present conditions to a great extent, is apparent
Opportunity is also afTorded for the introduction of devices found
to be successful in the United States.

Originally, the tram system was introduced and owned by a
private company. Its operation was supposed to be profitable, and
after considerable local agitation the city bought the system in 1897
and assumed control in June, 1898, paying par value for the stock —
approximately £80,000 (.$389,320). A large number of additional
employes were put in service, new cars and horses added, and
miprovements made in time schedules; but it seems to be ques-
tionable whether these improvements have paid. At the time of
purchase, the question of electricity was agitated and a grant for the
purpose finally obtained from Parliament. Committees from the
council were appointed to investigate electric service elsewhere,
and last year the United States was visited for that purpose by
local engineers. The overhead idea was finally adopted, and it is
announced that by December 25th of this year, one branch of the
proposed system will be in operation, the others to follow quickly.
No statement is obtainable as to when the whole system will be
complete.' The city owns both extensive gas and electric-light
works, and it is assured that no expense will eventually be spared in
creating a modern street railway system, with a central depot and
adequate suburban service.

Contracts for experimental motors have been placed in Sheffield.
If not satisfactory lapon trial, other offers will be considered. The
bodies of the cars will be built in England, but a Philadelphia firm
is under contract to make and deliver the wheels. The wire con-
tracts are likely to go to New Jersey. American steel rails are also
under consideration. American bids for miscellaneous material will
receive attention, and inquiries should be addressed to Mr. Arthur
Browne, city engineer.

AGAINST JOINT USE OF TRACKS IN BOSTON.

The Massachusetts legislative committee on street railways has
unanimously voted against the petition to permit the Worcester &
Boston road to run its cars over the Boston Elevated Ry. tracks in
Brookline. The committee has decided to report a general bill for
the joint use of tracks by street railways, but the Boston Elevated
will be excepted from its operation.

The matter of putting vestibules on surface cars, the committee
thinks, should be placed in charge of the railroad commissioners.

2B2

STREET RAILWAY REVIEW.

[Vol. >t, >to. §.

BACHMAN METHOD OF WATER PURIFICA-
TION.

ELECTRIC TRAMWAYS IN GERMANY.

The evils resulliiig from bad boiler water are too well-known to
need elaboration, and all owners of power plants are interested in
the means for purifying water and preventing the formation of scale
in their boilers with the attendant increase of fuel consumption and
cost of cleaning. The Ideal Manufacturing Co., of Buffalo, N. Y.,
the maker of the apparatus used in what it terms "Bachman's Ideal
System" of water purification, has achieved remarkably good results
and claims for the system that it is the only one which will remove
oil from water, which will remove carbonate of lime from hot water
without hardening the filter bed, and which will automatically reg-
ulate itself to the changes in the amount of precipitating material
required.

.■\ general view of the apparatus is shown in the figure. An open
heater is preferable as it precipitates a portion of the carbonate of
lime and magnesia and saves the expense of precipitating these salts
in the tanks. From the pump the water is taken to the upper por-
tion of the precipitating tank which is in two sections; here there is
introduced from one of the solution tanks the solution of reagents
for precipitating the carbonate of lime and magnesia, iron, oil
alumina and silica. The pump is so regulated as to furnish the
proper amount of solution, this being determined by drawing a sam-

Consul Hughes, of Coburg, on Mar. 7, 1900, quotes from a trade
journal the statement that the length of electric lines in Germany
shows an increase of 45 per cent over last year, the available
power has gone up 57 per cent, and the growth of accumulator
installations is represented by the figure of 164 per cent. The
tramway accumulators now aggregate almost exactly a fourth of
the dynamo power of the power stations; yet there are very few
pure accumulator lines. Overhead conductors continue to pre-
dominate. Ajiart from the two pioneer lines of Siemens & Halskc,
at Berlin and Frankfort, of the years 1881 and 1884, all the electric
roads have been built within the last nine years. The total length is
1.274 miles. Most lines have only a single track, which is made
feasible by the almost universal practice of stopping at certain
points only. The gas tram line at Dessau, which was considered so
successful, will adopt electricity the coming summer.

CONSTRUCTION CONTRACTS SOON TO BE
LET AT SYRACUSE, N. Y.

Ii.\CH.MAN \V.\TER PURIFYING PLANT IN ELEVATION

pie of water from the lower part of the tank and testing it with a
phenol solution.

When the first solution has been properly regulated the second
pump is started and the second solution, for precipitating the sul-
phates of lime and magnesia as carbonates, and for so coating the
precipitate as to prevent it solidifying in the filters, is introduced
into the lower section of the precipitating tank. The amount of
reagent supplied is regulated by testing samples of water.

From the precipitating tank the feed water is carried to the two
filters, and thence to the boilers. The manner in which the system
is working may be determined by testing a sample of the water after
passing the filters.

The size of the precipitating tank will vary with the impurities in
the water, the temperature, etc. The solution tanks are large
enough to hold a supply for 8 to 12 h«urs. The filters need to be
washed out at intervals of from three to six hours.

The street railways at Quincy, 111., and Rochester, N. Y., employ
this system of purification and have warmly recommended it.
< » »

NEW PLEASURE RESORT IN NEW JERSEY.

Mr. W. J. Hart, general manager of the Syracuse & Oneida Lake
Electric Railway Co. writes us that his company has secured all
necessary franchises from the cities, villages
and towns through which the road is to run
and will be ready shortly to let contracts for
construction and equipment. The system will
comprise 29 miles of track, one branch run-
ning from Syracuse to South Bay (Oneida
Lake), 13 miles, and one from Syracuse to
Phoenix, N. Y., 16 miles.

The officers of the company are: President,
W. B. Kirk; vice-president, T. W. Meacham;
secretary and treasurer, W. E. Wheaton; at-
torney, Louis. L. Waters; general manager,
W. J. Hart. Mr. Hart was at one time man-
ager of the horse railway lines in Syracuse,
was general manager of the Union Street Ry.,
of Saginaw, Mich., and constructed and oper-
ated the Interurban Ry. from Saginaw to Bay
City. He also constructed and operated the Detroit, Lake Shore &
Mt. Clemens Ry., leaving the position of manager of that company
last June to take up his present duties.

NO WONDER HE GOT A SEAT.

A group of prominent New York capitalists, including a number
of Metropolitan and Third Avenue stockholders, have purchased
a large plot of ground at Deal Beach, N. J., and will lay out an ex-
tensive park and summer resort covering some 585 acres to be
known as Deal Park. Over $1,500,000 have been put into the prop-
erty and it is said at least $1,000,000 additional will be used in im-
provements. Ground will be rented or leased to outsiders and many
beautiful cottages will be erected at once.

-Among the directors chosen to control the grounds are Daniel
O'Day, (president); Thomas F. Ryan and .Anthony N. Brady, of
the Metropolitan Street Railway Co.; H. H. Rogers, of the Standard
Oil Co.; Ex-Mayor Hugh J. Grant; Col. G. B. M. Harvey, head of
the Harvey syndicate; and Geo. W. Young, president of the United
States Mortgage & Trust Co.

A young man got into a tram-car, and saw to his delight that
the only vacant seat was by the side of a young lady acquaintance.
He made for that seat with joyous strides, and her eyes answered
his delighted looks. But just as he got there an elderly man on
the same side moved up into the coveted place.

The young man approached more slowly, and accosted the young
lady.

"How is your brother?" he asked; "is he able to get out?"

"Oh, yes," she answered.

"Will he be very badly marked, do you think?" he continued,
and the old gentleman grew suddenly interested.

"Oh, no," said the fair deceiver; "with the exception of a few
small marks in the middle of his forehead, you wouldn't know that
he had ever had it."

"Were you not afraid of taking it?" the young man went on,
while the old gentleman broke out in a cold perspiration.

"Not at all," she replied; "I have been vaccinated, you know."

The seat was vacated instantly, the two young hearts beat as
half-a-dozen, and the prattle of "nice talk" strewed that part of the
vehicle, while a gray-haired old man scowled upon them from
the farther corner of the tram-car. — Tit Bits.

It is expected the new road from Rochester, N. Y., to Sodus
Bay will be opened July 4th. The cars to be used on this line are
double truck, with freight and passenger compartments. The out-
side finish is in royal blue with light trimmings; in silver lettering
on the side panels appear the words, Rochester, Irondcquoit Bay,
Ridge Road, Sodus.

May is, lyof).]

STREET RAILWAY REVIEW.

2ft3

LAUGH WHILE THEY CAN.

The Railway Age, a leading exponent of llie bleani roads, indulges
in an inloxieation of mirth over the account by the newspaper
reporter who recently made a trip from New York to Boston,
using the trolley lines wherever possible. The afTair strikes the
Age as something exceedingly tunny, but will hardly be so
received by llie thinking managers of steam roads anywhere, espe-
cially such roads as have already (elt llie competition of the few
trolleys which have paralleled them and taken a large per cent
of suburban travel. Our readers will recall the time when the trip
from St. I'aul to Portland, Ore., involved a steamboat transfer at
the Missouri river and staging over the mountain gap three or
four hundred miles. There was nothing very funny about that
stage trip, but thousands of people traveled that way. It may lie
within the possibilities of engineers and the future to some day
fill the gaps of 58 miles now remaining and make a continuous
trolley line between New York and Boston. The Age waxes vehe-
ment over the numerous collections of fare, which, however,
aggregate about two-lhirds of the steam rail rate, but fails to note
that the passenger did not have to stand in line and show his
ticket before he could get through a gate and again before allowed
to enter his car. It is wise to make merry now while neither
through track nor cars have been built, for within a very few years
a large passenger business will be handled between the two eastern
cities named, and it will go over the present trolley lines. It is
also within the possibilities that through tickets and through cars
may reduce the number of stops from "several hundred" to some-
thing like a few score. But read the story which our contempo-
rary's young man lay awake nights to beat out:

AN ELECTRIC "PLEASURE EXERTION."

"Is the long-threatened substitution of electricity for steam in
railway transportation about to take place? Is the frivolous trolley
already replacing the ponderous locomotive, not merely for short
suburban trips, but also for long-distance travel? Such a revolu-
tion has not yet become a matter of public knowledge, but the
announcement that a journey between Boston and New York by
trolley car is now possible seems to indicate that the prophets of
'electricity as the coming motive power' are about to see their
predictions verified. The Boston Herald, a paper of good repute,
has devoted over a page to an article descriptive of 'a trolley trip'
between the cities named, with full details of route, stations, dis-
tances, time, rates of speed and fare; and the headlines ought to
satisfy the incredulous that the thing can be done.

"The Herald undoubtedly sent two adventurous representatives
from Boston to New York and they speak of their journey as a
trolley ride; but examination of their itinerary does not suggest
any fear that the through trains of the steam railways are likely
to be discontinued at present. The reporters survived the journey
and came back to write up what they call 'a pleasure trip,' the
details of which will strike the reader as a very funny burlesque
on that theme. Howell's 'pleasure exertion' mildly suggests the
reality, as it would impress the bona fide traveler who might be
tempted to try a similar journey between the two cities.

"In the first place, he would find that a 'trolley ride from Boston
to New Y'ork' is at present impossible, because there are no trolley
roads for a considerable part of the distance. Of the 262 miles
between the two cities by the route indicated, it appears that only
204 miles were covered by electric roads, the remaining 58 miles
being comfortably traversed over still surviving steam railways,
not to mention a few gaps bridged by carriage or the good, old-
fashioned 'Foot and Walker's line.'

"How many payments of fare does the reader suppose the traveler
has to make on this so-called electric railway journey? Only 47!
How many transfers from car to car — with several breaks of con-
siderable length? Only about 30. How many stoppages for pas-
sengers, turn-outs, change of cars, change of road, etc.? Not
stated, but undoubtedly several hundred. How many miles of
standing up holding on to a strap, 'please move forward,' wedging
upon a platform or waiting for the 'next car?' Unrecorded. How
much dust and heat and cold and general discomfort, weariness
and exasperation, especially when a steam train went flying by?
Incalculable. How much time spent in the journey that is made
by steam train in less than six hours? Nearly 55 hours. Cost of
the 'electric pleasure trip' compared with railway fare? About
double.

"It is often predicted that electric motors will far surpass the
speed of steam locomotives. Let us time the runs on the Boston
and New York electric railway route as at present operated. From
various tables and statements in the Herald's elaborate article we
construct the following complete schedule of hours of leaving and
arriving, time of each run, terminal points and distances, for the
262 miles of the great composite journey:

afHKUULB or "TBOLLBY CAR

" JOli'BKEV FROM BOSTON TO NEW

VUHK.

beave

Arrive

M n-

IJtOt.

Ml lea.

«:10Bosion

oyijNnwton Comer

lOcwiNowci Kalh

Newion Corner

Lowi.r Kall«

Natick

t. H.
»:■«
8:W

10:35

11:04
P. M.

ItM

l:SO
3:12
5:00
.■>:4I

l):5fi
A. a.
9:17
fl:ll<
10: IX
II:.V<

P. 31.

I2:4S
1:48
2:1.1

2:25
3.30
4:13
5:0S
-M

10:10

11:27

11:47

P. M.

12:45

1:37

3:03

3:17

21
H

n
«
•so
tr
aa

4'*

S.lk

10:»:IINallck

s. FraminKham

11:0)

S. PramlnKbara.

Marlboro

Worcesler

Spencer

Marlboro

r. H.

Worcester

I2.»

•1I.&

■J-.tt

W.Warren

Indian Orchard

»JOC

W. Warren

Indian Orchard

1 M.

tl^3n

SprlnKfl*'Id

Slate Line

*taie Line

»:98

10 '*

10:15

34
•40

T*
4«

26
»
«4
40
•20
I1U

W
57
15

11:10

Windsor Locks

Windsor

•Q

r. M.
I'J:I1

Windsor

Hartford

New Britain

Plttlnll.'ld

southlnRloo

Mcrldi-n

1:02

New Britain

1:40

Plalnfleld

2:16

Soulhlngion

Merlden

3.7S
10

3:33

Walllngford

New Baren

*12

•l:3«

Wallli.frord

New Haven.

6:1.=)

A. M.

10:.Tn
11:32

Norwalk

Sumford City Line.

Stamford City Line

r. M.
12:01

.Stamford ..

New Kochelle

Ml. Vernon

1:10

Mt Vernon

27' 3 5

1:45

129lhSlreet, N. Y

GrBnd Central Depot

77 11

1.5I ts

3:02

12»lh Street. N. Y

Total actual runnlogtlme

1.294

Toial lUslance

•Steam railway t Elevated road.
Summar>' :

Klecirlc line^

Steam lines

Elevated road

.204 miles
.. 53 milM
. . 5 miles

Total

202 miles

Actual riinnin:; time 21.5< hours

Entire time on the road ...25.66 hours

Time lost In making connections '5.21 hours

Tlmeof entire journey

Cost;

42 trolley car payments

4 steam oar payments . . . .,

1 elevated railway fare !'.!.'."*!

1 brld;,-e toll; foot . .

..54.61 bour^

~.t2.C3

1.16

- .03

Total transi>ortatlon ctiarges 13.87

Hotels and meals en route 7.75

Minimum cosl of trip.

31162

"Many wonderful records of fast time are credited to steam rail-
ways, but this schedule of a run between Boston and New York
the great combination electric, steam, horse and leg power route
certainly defies comparison. It has never been approached since
the good old stage coach times, when the traveler, after making
his will and committing himself with much doubt to the care of
Providence, bade adieu to Boston and eventually found himself in
New Y'ork, in rather less time and considerably more comfort than
the 'trolley ride' here recorded seems to promise."

The Age neglects, in its comparisons as to speed and time, to
lay much stress on the running time over the steam roads bridging
the gaps in trolley system. Between Spencer and West Warren
by steam train required 80 minutes to make 13} 2 miles; the pre-
ceding stage by electric car took 68 minutes to make 12J2 miles,
and the succeeding stage 37 minutes for 18 miles. Between Ware-
house Point and Hartford 6 miles was by steam and required 40
minutes; the 6 miles next preceding and also the 6 miles next
following took electric cars but 34 minutes. That the steam roads
could make better time than this is shown later in the table, the
other two runs by steam being at the rate of 36 and 23.2 miles
per hour.

As a man must eat and sleep whether he stays at home or travels,
the comparisons of cost should be $2.71 for 209 miles as against
$5.00 for the 262 miles which is the railroad fare between Boston
and New Y'ork.

On April 21st a gaily decorated car made the first trip over the
lines of the Inland Traction Co., from Lansdale, Pa., to Sellers-
ville, Pa., a distance of 13 miles.

284

STREET RAILWAY REVIEW. [Vol. X, No. s-

Changing the Denver Cable Lines for Electric Traction,

IIY C. K. IU'RBIN, GENERAL SUPERINTENDENT OF THE DENVER CITY TRAMWAY CO.

.'\iter a struggle iii 14 years' duration, the Denver City Cable
Co. and the Denver Consolidated Tramway Co. were consolidated,
Mar. 3, 1899, into the Denver City Tramway Co. Operation by
cable having proved disastrous to the cable company, which had
twice been in the hands of a receiver, it was determined by the new
company to convert the cable lines into electric lines as soon as
the necessary permission could be obtained from the city authori-
ties. Being advised by its attorneys that it had the right under its
existing franchise to operate the cable lines by electricity, the com-
pany made application to the Board of Public Works for a permit
to proceed with the work. The permit being refused on the advice
of the city attorney, the matter was taken into the United States
court, where it now rests, to come up for hearing in the near future
at St. Paul. The "blanket" franchises of the company were then
attacked by the city, which sought to repeal them, but was re-
strained from so doing by Judge Moses Hallet of the United States
District Court, sitting at Denver. Rather than delay until the
matter could be determined by the courts, the company requested
of the city council permission to string wires over the cable line;
and to operate them electrically for a period of 20 years. Much
agitation was carried on by certain designing politicians and news-
papers in favor of requiring a percentage of gross receipts, in
consideration of the granting of a new franchise, and the platform
of the Democratic party at the last city election contained such a
provision. In view of this, it was forcibly urged upon the officials
by the parties referred to, that they could not consistently grant a
franchise which did not require a percentage of gross receipts. The
mayor and councilmen, however, took the stand that it was not a
new franchise which the company desired, but simply permission
to change from cable to electric power urkder the former franchise;
and notwithstanding all opposition, the company having accepted
the city's demands for certain concessions, the bill was finally
passed, and was signed by the mayor on March 22d last. The
concessions may by the company were: The payment of a disputed
paving bill amounting with interest to $30,000. The payment to

DERRICK WAGON FOR SETTING POLES.

the city within 12 months from the passage of the ordinance,
$72,000 cash, at the rale of $6,000 per month. The granting of
transfers to all lines intersecting with former cable lines. The
carrying of bicycles, three to the car, on payment of a scent fare

for each wheel. Half-fare tickets for children between the ages
of 6 and 12 years.

.\s before stated, the period for which the permission is given
is 20 years, and neither the company nor the city waive their re-
spective rights in respect to the "blanket" franchise, which is
now being tested in the United States court. The company, feeling

CONCRETE WAGON .\ND CREW .

that it was only a question of a short time until the necessary per-
mission would be granted, went ahead and obtained the materials
lor electrifying the lines, so that when the ordinance was finally
signed, everything was in complete readiness to proceed with the
work in the shortest possible time. A plat of each line, giving
the exact location of each pole, had been prepared by the engineers,
under the energetic supervision of Mr. W. G. Matthews, superin-
tendent of overhead construction. A great deal of time had been
spent in preparation of the details. Materials were systematically
arranged and prepared for rapid handling. A chart giving exact
details was prepared for each foreman, so that when the word was
given it was merely a matter of obtaining the necessary labor.
Two gangs of men were organized, one for the wooden -pole
district, the other for the iron pole district, and set to work
simultaneously. Work on the West Curtis St. line was started
Thursday afternoon, immediately after the bill was signed, and
that line was ready to be operated the following Saturday evening,
the time consumed being a little over two days. At the same time
work was started at the foot of 17th St. in the iron pole district.
The erection of iron poles was the most interesting part of the
work. Some time previously the company had built by the Stude-
baker Wagon Co. a derrick wagon, as shown in one of the accom-
panying illustrations. Too much cannot be said in praise of the
work done by this wagon. On the second day of operation 127 poles
were erected in 11 hours, a good many obstacles being encoun-
tered. Those in charge of the work are confident that with a
clear field 150 poles can easily be erected by the wagon in 10 hours.
The modus operandi for the erection of the iron poles was as
follows: The flagstones, where possible, were raised by men with
long steel bars; where not possible to turn the stones out, and
where there were concrete sidewalks, stonecutters were set at
work. Next followed the diggers; part of the time, in order to
keep ahead of the raising crew, it was necessary to put two diggers
at a hole, and in fact, so fast was the work crowded, that at one
time there were over 100 diggers at work in dififerent parts of the
city. All the loading, hauling and unloading of both iron and
wooden poles was done by separate crews specially detailed for
the work. The pole having been dropped into place, it was lined up
by means of a plumb bob. and was held in place by three men
with pike-poles, as shown in the illustration. Next came the work

May is, 1900.)

STREET RAILWAY REVIEW.

285

of concreting. Gravel had bciii diblribuUd at each pole, and three
sacks of cement left at the same place. A small squad of men
went ahead and mi.\ed the cement and gravel dry on the pavement;
Ihcy were followed by two concrete wagons, one for each side of
the street. One of the engravings shows one wagon with a small
force of men, who are ("inisliing up one of the poles opposite the
Brown I'alace Hotel. The men would throw the gravel and cement
nii.xed into the tray of the wagon, wet the mass from the accom-
panying sprinkling cart, mix it thoroughly and shovel into the
hole, where it was well tamped. As many as 25 men were used
with each wagon, about half the number being allowed to rest while
the others worked, so that no lime was lost. It was indeed a very
busy scene, and the people were delighted to see the poles going
up so rapidly; oflen a pole wouhl be erected and set completely
ill (i\e minutes. (Mher wagons followed, cleaning up the surplus
gravel, cement sacks, etc., and the stonecutters came alter, titling
the stones back into place as quickly as it could be done.

The poles being in place, the next work was to put up the span-
wires and to string the trolley wires. This was done by separate
gangs under separate foremen, and by means of wagons, as shown
in the illustrations. The towers, were built especially for the work,
and when the word was given it was only necessary to set them on
transfer wagons which had been hired. The concrete around the
iron poles was allowed to set about three days before any wires
were strung. So thoroughly was the work done, that in no case
did a pole give way in the slightest degree. The two terminal
poles at the foot of 17th St. in front of the Union Depot, were
made of two cable slot-rails riveted together, and were imbediUd
in a specially rich concrete 8 ft. deep.

In all 26 miles of trolley-wire were strung and 1,228 poles erected,
279 of which were iron, and 949 wooden. The total cost of labor
was $5,672.12, the details of which are as follows:

Iron.

Wood.

Ch.\kactkk of Wokk.

No.

Cost
per Pole.

Total.

No.

Cost
per Pole.

Total.

279

278
276

276

$ 0.36
.86
.21
.95
2.00
.87

2.14

i 100.12

236.38
58.75
257.65
555.70
242. 00

590.64

949
949
949
949
949
....

$ 0.37
.89
.30
.05
.37

$ 353.63
844.87
283.40
49. «l
3.55.20

DiB-ffinp post-holes

Kaisiii^"^ poles

Uaiiliu^'^ sand and blocks.

Setting- poles

Stonecutters

Cost of cement itoial per
hole, 2.80 sacks; total

Total

« 7 iq

$2,041.24

$ 1.98

$1,886.10

Cost of three special iron poles in front of Equitable Building
and Brown Palace Hotel, $100.63.

Total for iron poles, $2,141.87.

Total for wooden poles, $1,886.10.

Total, $4,027.97.

Cost of erecting wires, $774.00.

Average cost of stringing trolley wire, per mile, $6.97

Average cost or erecting curves, $9.89.

.■\verage cost of putting up span-wire, 53 cents.

Miscellaneous expenses, getting materials ready, hauling sup-
plies, cleaning streets, time-keepers, watchmen, foremen, etc.,

$870.15.

SUMMARY.

Total cost erection of poles, $4,027.97.

Total cost erection of wires, $774.00.

Total miscellaneous expense, $870.15.

Total, $5,672.12.

These figures are given not as a criterion of cheapness, although
the work might have cost as much or more if it had been done
within a longer period of time; but they are given because it is
thought they may be of interest to some one who contemplates
a similar "rush job," The work was simply "crowded," and no
expense was spared. The lines were all completed and put in oper-
ation by March 31st. No work was done on Sunday, so that the
entire work was done in about seven and one-half working days.
The lines were not all put in operation simultaneously, but were
started up on different days. The gripmen were "broken in" as
motormen quite rapidly, each man being on with his instructor an
average of four days. The men were allowed wages while they
were breaking in, and the instructors were paid $5 extra for each
man broken in. The men were all subjected to a written exam-

ination, and were then set at work, starting up the lines which they
had formerly run over with cable trains. All the lines started
without a hitch, and without accidents. Almost the entire credit
lor the preparation of the details and the carrying out of the work

TOWliK WAtiONS AM) LKtWi..

is due to Mr. Matthews, who has "grown up" with the company,
and who previously had no experience with s'milar undertakings.

Current was obtained from the feeder lines already up, the
power-houses of the company having a sufficient surplus for the
additional cars. Probably an entire new station of about 4,000 h. p.
capacity will be erected as soon as the machinery can be obtained.
When this is completed the present stations will be dismantled

c. K. Dl-RBIN.

W. <;. MATTHEWS.

and their contents sold. Much work remains to be done on the
two viaducts, about 3,000 ft. each in length, to render them suitable
for the heavier electric cars. Rails weighing 65 lb. per yard will
be laid, and the stringers and other timbers arc being changed
where necessary. A number of track connections, Y's, etc., are
being built at the company's shops, which are now worked to
their full capacity, day and night. It is the intention of the man-
agement to put the entire property in first-class shape, as soon as
the work can be done.

RIGHT OF COUNCIL TO REGULATE SCHED-
ULES NOT ADMITTED.

.•\t a meeting last month the City Council of Montreal passed a
resolution ordering the Montreal Street Railway Co. to change the
running time on a number of its lines to give a more frequent sen-
ice in certain parts of the city. After considering the resolution the
directors of the company notified the council they could not concur
in the assumption by the city that it had power to regulate sched-
ules by simple resolution, and in order that the citizens who reside
on the routes in question may not suffer a deprivation of their
rights, the company offers to facilitate in any way in its power the
obtaining of a judicial decision in the matter.

286

STREET RAILWAY REVIEW.

[Vol. X, No. S-

TESTS OF CONTROLLING SYSTEMS FOR THE
BOSTON ELEVATED.

J. L. WILLCUTTS LONG SERVICE IN SAN
FRANCISCO.

The illustration herewith is a view of one of the standard cars for
use on the Boston elevated and also shows a dummy attached
to the standard cars for making up the trains used in the competi-
tive tests of controlling systems begun on April 3d. The standard
cars are 46 ft. long with side doors and seat 48 persons; tlic net
weight with equipment is about 27 tons.

There were three companies in the competition, the Spraguc. the
Westinghouse and the General Electric. The Sprague and the Gen-
eral Electric trains were each of four cars, one standard passenger
car and three flat cars, all being loaded with pig lead or other bal-
last to give a total weight of 30 tons each. The Westinghouse train
consisted of one flat car and three passenger cars from the experi-
mental line between Wilmerding and East Pittsburg. All test cars
had two motors, both being mounted on a Baldwin truck; on the
Sprague and General Electric trains the motors were G. E. 55 built
for the Northwestern Elevated of Chicago, while the Westinghouse
train had Westinghouse 50 C motors.

The tests were made between the hours of i a. ni. and 5 a. m. in
the subway, two of the tracks having been provided with third rails;
this addition is permanent and surface cars will be e.xcluded from
these tracks after the elevated section is in operation. The distance
run by the test trains is 1.4 miles in the course of which is an 8 per
cent grade with a go-ft. radius reverse curve at the foot. Stops of

.(Vt the annual meetings of the Market Street Railway Co. and the
Geary Street, Park & Ocean Railroad Co., of San Francisco, Mr.
J. L. Willcutt, secretary and controller of the first-named com-
pany, and secretary and general manager of the second, declined
a re-election and was succeeded in these offices by his son, Mr.
George B. Willcutt.

The pioneer street railway of San Francisco was the San Fran-
cisco Market -Street Railroad, operated by steam, which was opened
for traffic on July 4, i860; two years later a branch line was built in
Hayes St. As operated by steam, with a half-hour service, the
road was a losing venture, and in 1866 was sold to the San Fran-
cisco & San Jose Railroad Co. (the first link of the present Southern
Pacific system), of which Mr. J. L. Willcutt was secretary. A new
company, the Market Street Railway Co., of San Francisco, was
organized to operate the street railway, and Mr. Willcutt chosen
secretary. About a year later six two-horse cars were substituted
for the steam dummies. In 1879 the company decided to adopt
cable traction, already in successful operation on other lines in the
city, and greatly extend the system to meet the needs of the rapidly
growing city; the new cable system was put in operation in 1883.
In connection with these improvements the owners built the
Park & Ocean R. R.. a double track line 4 miles long, operated by
steam dummies.. Mr. Willcutt also served as genera! manager

TWO C.\KS OF THE SPRAGUE EXl'ERI.MENTAL TRAIN.

10 seconds were made at each of live stations, the total time being 6
minutes, which means an average speed of'over 16 miles per hour
excluding stops. Runs were made with one, two, three and four cars.
All the instruments were in the passenger car. The various instru-
ments were read ?.' intervals of two seconds; the speeds were meas-
ured by noting the time of passing signal flags. The data are to be
worked up by Mr. John Lundie, consulting engineer in the matter
of equipment, using time as an abscissae and speed, distance, cur-
rent, voltage, and grade as ordinates.

The Sprague system and the Westinghouse electric-pneumatic
system of control have both been described in the "Review." In
the General Electric multiple unit system the main controller, one
under each car, consists of a series of solenoids each operating a
contact; on each platform of each car is a master controller of the
usual form, and the manipulation of any one of these controls the
current in the sol'enoids of the main controllers causing them to act
in unison. This system has no pilot motors or automatic throttling
device.

Before regular operation of the elevated cars can be undertaken
through the subway certain changes will be made in the special
work to allow the use of deeper wheel flanges; the outer rails on
curves will also be elevated where the dimensions of the tunnel per-
mit of it.

The current consumption on the test trains was as high at times
as 600 amperes per car, and to meet the fluctuations that are to be
expected in regular service storage batteries will be installed in sub-
stations near the termini of the subway.

May 1st it was announced that the Sprague Electric Co. had been
awarded the contract for controllers for 60 cars.

until 1893, when the present Market Street Railway Co. was
organized and a consolidation of twelve smaller corporations effect-
ed; after this he continued as secretary of the Market Street.

In 1887 the Southern Pacific capitalists bought a controlling
interest in the Geary Street, Park & Ocean Railroad Co., and Mr.
Willcutt was made secretary and general manager of that com-
pany, positions which he has held continuously till now.

During all this time Mr. Willcutt has also been secretary of the
various steam road companies controlled by Southern Pacific inter-
ests, and being chosen to the same oflice in several other steam
railroad corporations, at the recent annual meetings, the increased
duties were such that he could no longer continue to act as an
official of the street railways, though remaining as a director of the
two companies. During his connection with the Market Street
road the mileage has increased from 2^ to 185 miles, and the
number of cars from 6 to 800.

Mr. George B. Willcutt, the newly chosen secretary and comp-
troller, is a young man of great promise, who has been connected
with the Market Street company for a number of years, and thor-
oughly familiarized with all the details of his position. We wish
for the son an equally long and successful career in the street rail-
way field as that achieved by Mr. J. L. Willcutt.

The sinking of a steamer on the Atlantic last month caused the
loss of a number of exhibits intended for Paris. Among these
were a miniature of the Brooklyn Bridge, made by the Roebling
Co., and orders have been given for its immediate reproduction.
A complete electric railway system will be installed on the model.

May 15, 1900.]

STREET RAILWAY REVIEW.

287

INTERURBANS AT COLUMBUS, O.

NEW ROAD IN THE OHIO VALLEY.

Wc have- made iiicnliori in recent issues of the elTorts of various
iiitcrurban electric roads to secure entry into the city of Colum-
Imis, O. April 2ist it was announced that an agreement had been
reached between the officials of the Columbus Railway Co. and
the Worthington, Ciintonvillc & Columbus Street Railway Co.
whereby the latter company will operate its cars over the tracks of
tjic former in the city. TIic compensation is to be on what is
known as the "Dayton plan"; the Columbus Ry. will provide the
tracks and power, and is to receive 3 cents for each passenger car-
ried over the city lines in the intcrurban cars.

April 23d, the Columbus city council passed an ordinance giving
the Columbus, London & Springfield Railway Co. a franchise on
certain central streets. The vice-president of this company states
that it is quite willing that the other interurbans shall make use of
its tracks.

May 1st the Columbus, Buckeye Lake & Newark Traction Co.
also secured the passage of an ordinance permitting it to enter
the city. The company agrees to sell 7 tickets, good within the
city limits, for 25 cents, and 28 for $1.

May 3d the Columbus & Lancaster Traction Co. made an agree-
ment with the Columbus Railway Co. to enter over the lattcr's
tracks.

Other intcrurban cniiipanies seeking to enter the city arc the
Grove City & Green Lawn Street Railway Co., the Columbus, New
Albany & Johnstown Traction Co. and the Chillicothc, Clarks-
burg i^' Cnlumlnis Railway Co.

< » »

WOODILINE FOR PRESERVING TIMBER.

Among all the processes for increasing the life of timber so
placed as to be subject to rapid decay, that have been brought to
public attention in recent years, none has proved to be more effi-
cient and inexpensive than that of immersing the timber in a hot
bath of liquid called "Woodiline." The composition of the liquid
is not made public, but the American Wood Preserving Co., of
Philadelphia, which developed this method of treatment, states
that it is a mixture of certain powerful antiseptics with highly
waterproof ingredients: the liquid is said to solidify and harden
after entering the timber so that the timber is not only made
materially tougher in its outer fibers, but the antiseptics are not
liable to be washed out under the action of moisture, or to be
evaporated.

The first important use of "Woodiline" in railway work was on
the Amboy division of the Pennsylvania R. R., when some red
and black oak ties treated by this process were laid in 1883; these
proved to be sound after 16 years of service, though two and in
some cases three sets of untreated white oak ties were in that
time removed from positions immediately adjoining the treated ties.
Since these tests the process has been extensively used by such
railroads as the New York Central, the Chesapeake & Ohio, the
Terminal Railroad Association of St. Louis, the Long Island, and
on many smaller systems; it has also been used in Mexico, China
and Brazil. Over three years ago the West End Street Railway
Co., of Boston, placed an order with the makers for a large quan-
tity of the preservative for treating the ties to be used in the
subway. The experience of this road (now the Boston Elevated)
has been very satisfactory; as is stated on page 253 of this issue,
the tics treated with "Woodiline," even where covered with soil and
sod, usually last as long as the rails.

For treating the ties by immersion they are placed in an open
tank of the liquid, which is heated by steam pipes to 150° F. and
allowed to remain for about 15 minutes, in which time a tie will
absorb about half a gallon of the mixture. Only seasoned timber
should be treated if the best results are to be expected; green or
wet timber will not absorb the liquid.

Where the timber can not be immersed the liquid may be applied
with 3 brush and good results obtained. For this method the pre-
servative is heated in an iron pot to about 125° F. and the timber
given three coats with a large brush; several hours should elapse
between coats to give opportunity for drying.

The economy of this open-tank treatment by immersion simply,
as compared with the more expensive methods of steaming the tim-
ber and forcing the preservative under pressure will readily be ap-
preciated.

We arc informed by Mr. 11. S. Sands, purchasing agent for the
Stcubcnvillc, Mingo & Ohio Valley Traction Co., that five miles of
its proposed road arc nearly completed. The present line extends
from Steubenvillc, O., to Mingo Junction, O. At the power house
arc two Russell four-valve engines of 500 h. p. each, direct connected
to Westinghouse generators and boilers of 800 h. p. capacity.

The general oflices and a handsome car barn arc located at
Stcnbenville, where the company is also developing an extensive
park, with casino, etc. Eight cars will be in operation by June 1st.

TRAFFIC IN ST. LOUIS.

The reports of the street railway companies of St. I^ouis for the
quarter ending Mar. 31, 1900, show trips run and passengers car-
ried as follows:

Trips. Passengers.

St. Louis & Suburban Ry 54,266 2,905.941

St. Louis Transit Co 1,267,775 27,038.585

Total 1,322,041 29,944,526

For the last quarter in 1899. the same companies reported trips
run, 1,558,315; passengers carried 32,783,639.

< « »

NEW FAY SURFACING MACHINE.

The accomijaiiying illustration shows an improved machine re-
cently brought out by J. A.
Fay & Co., of 557-577 W.
Front St.. Cincinnati, ami
known as their No. 2 "Cen-
tennial" surface planer.
This type of machine is
made in sizes 16, 20 and 24
in. wide and is adapted for
surfacing all kinds of hard
or soft wood. The cylinder
is of forged steel with lips;
pressure bars are fitted on
each side of the cylinder for
planing thin or short ma-
terial. The bed plate and
under rollers raise and low-
er together to suit the
thickness of the material to be planed, which is shown by an index
gage, and always maintain their relative position with respect to
the cylinder, and upper feeding rolls.

FREIGHT ON MASSACHUSETTS ELECTRIC
LINES.

The legislative committee on street railways of MassachusetU:
has decided to report a general bill authorizing electric and street
railways to carry freight. The decision was not unanimous, and
one member reserved the right to dissent, on the ground that some
equivalent privilege should be required of the companies.
< « »

PICKPOCKETS ON ELECTRIC CARS.

The Chicago police have received a large number of complaints
from persons whose purses and valuables have been stolen while rid-
ing on street cars. It is believed that the thefts are all the work of
one gang which consists of four well-dressed men. The method is
for one man to block the doorway and while the victim is explaining
that he wishes to enter the car, the other men who are on the plat-
form crowd against him and in the confusion secure their booty.

Corporation Counsel Whalen, of Greater New York, announces
he is preparing to bring suits on behalf of the city to recover $1,200,-
000, due from various street railway companies for car hcense fees,
percentage of earnings and repaving the streets between the tracks.

288

STREET RAILWAY REVIEW.

1\'0L. X, No. 5.

FOREIGN FACTS.

The first electric line at Santiago, Chili, has been opened to the
public.

E.\tcnsions will be built to the Bangkok (Siam) Electric Tram-
ways. Mr. W. J. Jacobson is manager.

It has been decided to rebuild the Mersey (Eng.) & Wirral Ry.,
and equip it with a third-rail electric system.

Trolley wire thieves are giving the management of the new
electric lines in Mexico City considerable trouble.

There are 54 tramway bills now before Parliament involving the
possible construction of 504 miles of track, and an expenditure of
£12.014.255.

Electricity will be apjilied to a section of the Societa delle Fcr-
rovie Mediterranee line, a steam road running from Genoa to
Turin, Italy.

The new tramway system in the city of Norwich, England. 1 ■
nearing completion. The lines are owned by the Norwich Electric
Tramwavs Co.

A scheme for a light electric railway of no miles from Leece,
Italy, to Taranto, has been presented to the Deputazione Provin-
ciale of Leece.

Extensions to Wrekcnton and Dunston will be built by the
Gateshead (Eng.) & District Tramways Co., of which Mr. Henry
Foley is manager.

A Board of Trade order was last month issued to the Batlcy
(Eng.) Corporation, giving permission to lay electric tramways
through the borough.

.^n issue of 4^^ per cent first debenture stock has been made by
the Calcutta (India) Tramways Co. to provide funds for converting
the lines to electric traction.

Government permission has been secured by the Societa delle
Tramvie Ferronie Electriche of Rome. Italy, for building an exten-
sive electric tramwav system.

Formal sanction has been granted by the Local Government
Board to the II ford (Eng.) District Council to borrow £70,000
for electric lighting and electric tramways.

.•\t Glasgow, a skeleton car is being used for the purpose of
teaching the horse car men how to operate electric cars. It is
devoid of furnishings, and the wiring is exposed.

The City of Birmingham (Eng.) Tramways Co. is making over-
tures to the city council to replace the electric accumulator cars
on the Bristol Road with the overhead trolley system.

A bill has passed the House of Commons granting the Stock-
port (Eng.) Corporation powers to build electric tramways. Mr.
Webb is mayor and chairman of the electricity committee.

Contracts for the construction of tramways in Vienna, .Austria,
have been awarded to Schuckert Co., of Nuremberg, Germany.
The lines are controlled by the Vienna municipal authorities.

The Japan-.\merican Commercial Journal states there are 19
power houses in Japan for supplying electric power to tramways.
Of these 6 are operated by water-power and 13 by steam or other
powers.

Application is before the authorities for leave to equip the
Birmingham (Eng.) & Midland Tramways, now operated by steam
motors, with the overhead electric system. The Birmingham Coun-
cil has always opposed the trolley, but it is hoped permission will
be granted in this case.

Over 8,300,000 passengers were carried last year on the Middles-
borough tEng.) Stockton & Thornaby interurban road. This sys-
tem was described in the "Review" for October, 1898, page 711.

Hereafter all employes of the tramway lines owned by the Lon-
don County Council will work only 60 hours a week. The reduction
in hours represents an increase of $50,000 per annum in operating
expense.

The House of Commons has passed a bill authorizing the Read-
ing (Eng.) Corporation to build new electric tramways and to
reconstruct for electric traction the lines of the local tramway
company.

Electricity is to be substituted for mule power on the tramways
at Torreon. Mexico. Further information may be secured from
Salvador Diaz .Mvarado. manager of the Compania de Tramvias
de Lerdo, Lerdo, Mexico.

A company recently formed at Brussels, Belgium, is planning
to construct an electric railway between Brussels and Antwerp, a
distance of 28 miles. The AUgemeine Elcktricitats-Gesellschaft of
Berlin is said to be interested.

The horse tramways at Georgetown, British Guiana, have been
purchased by the Demerara Electric Co., and will be equipped
electrically. .'Vmong those interested are C. H. Cahna and B. F.
Pearson, of Halifax, Nova Scotia.

At Frankfort-on-Main, Germany, a considerable reduction in the
passenger rates on the city's electric railroad has been made. In
future the rates will be 10 pfennigs (2;/ cents) for 4 km. (2^ miles),
and 15 pfennigs for greater distances.

Volk's electric railway, running along the base of the clififs at
Brighton, England, has been reconstructed and is again open for
traffic. The rails for a portion of the way are under water, and
the cars are carried on a steel framework.

The British Compressed Air Tramways Co. has been registered
at London, to equip tramways with compressed air motors. Among
the directors are A. D. Brown. 31 Reighton Road, Upper Clapton.
London, N. E., and P. E. Harris, 34 Wolcott Sq.. London. S. E.

We have received a copy of the report of the sub-committee
appointed by the County Borough of Cardifif, Wales, to report on a
tramway system for the borough. The comnfittee recommends the
erection of several district stations and the use of double truck
cars.

In order to meet the demand from street railways now building
in the provincial towns of England, where the streets are particu-
larly crooked and narrow, the British Thomson-Houston Co. has
designed a special narrow-gage motor. It is known as the G. E.-
60, and can be used where the gage is as narrow as 2 ft. iij^ in.; the
motor is rated at 27 h. p. with a four-turn armature and 19 h. p.
with a six-turn armature.

There are now f)n file in the Bureau of Foreign Commerce, De-
partment of State, Washington, a plan of the city of Vladivostock,
Siberia, and the profiles of the streets in which it is proposed to
build a 12-mile electric street railway. The city wishes to grant
concessions for a railway and lighting system, and the question
of providing a water supply will also be brought up in the near
future. American bids are desired. No time limit has been set
for sending in proposals, nor for the completion of the work. The
city will be responsible for payment.

.•\n overhead electric line 8,''4 miles long. 3 ft. 6 in. gage, com-
mencing at Hathern and running through Loughborough to Quoro,
is now being promoted by the Loughborough & District Electric
Traction Syndicate. Ltd.. with the support of the Brush Electrical
Engineering Co.. Ltd., Falcon Works, Loughborough, Leicester-
shire. The solicitors are Messrs. Le Brasseur & Oakley, of Lon-
don, and the secretary is Mr. J. McLachlan. Queen Victoria St..
London. The population of the district is estimated at 33,500, and
the cost of the road, including equipment at $541,000.

May is, 1900.]

STREET RAILWAY REVIEW.

289

SIGHT FEEDER FOR BOILER COMPOUNDS.

It is nowadays a simple matter to get a boiler compound that is
exactly suited to llie needs of a steam user, as the makers of
compounds generally analyze the feed water
and then maUe the compound to suit the par-
ticular water. To get the best results from
such treatment, however, it is necessary that
llu- compound be regularly administered in
Ihf requisite quantities, and our readers will
lie interested in the compound feeder, illus-
I rated herewith, that lias been developed by
llie Mall Compound Feeder Co., of Chicago.
The feeder sluiwn is of the company's pis-
Inii type. It is ninunli-d in any convenient
position, and the lower
portion of the cylinder
connected with the feed-
water line; the water
thus admitted to the
under side of the piston
causes it to move up,
forcing the compound
(placed in the cylinder
aliuvc the piston) out
through the sight-feed
glass, whence it is con-
ducted to the suction
pipe of the pump. The
feeder is guaranteed to
feed any liquid com-
pound and the rate may be varied to give from one to five hun-
dred drops per minute. The other type of this device is a single
diaphragm feeder, a flexible diaphragm replacing the piston of the
piston type; the principle of operation is the same in both, and
both feed through the pump and operate only when the pump '
is working.

These feeders are extensively used in Chicago, and we have re-
ceived a very strong testimonial from Mr. Geo. R. Hinds, engi-
neer of the West Chicago Street Railroad Tunnel Co.

MORE ABOUT WIRE THIEVES.

Patrick O'Neil, indicted for stealing copper bond wire from the
Oswego (N. Y.) Traction Co. on .\pril 25th. entered a plea of
guilty and was sentenced to one year in the Onondaga penitentiary.
Frank Champion, indicted for the same offense, was sentenced to
the F.lmira reformatory.

J. Mack, arrested at -\lameda, Cal., with a sack full of copper
bond wire taken from the track of the Leona Heights road, was.
April 14th, sentenced to six months in the county jail; he had
pleaded guilty to the charge of petit larceny.

The Polytechnic Street Railway Co., of Ft. Worth, Tex., has had
so many bonds stolen from its track that it has adopted bonds
which are placed under the fish plates.

Between midnight and daylight, .\pril 24th, about 4.500 ft. of feed
wire was cut from the poles of the Calumet Electric Ry.. in Pull-
man Park, Chicago.

Wire thieves made .>[i attempt to take feed wire from the lines
of the Schuylkill Valley Traction Co., near Norristown, Pa., early
on the morning of .\pril 20th. but were frightened away by a
watchman.

« ■ »

WATER POWER FROM THE ST. JOSEPH
RIVER.

Information is at hand relatixc to the ])lans of the South Bend
(Ind.) Power Co., a corporation organized in Indiana for the pur-
pose of building a 12-ft. dam across the St. Joseph River near the
state line between Indiana and Michigan and alc' erecting a power
plant of 3.000 h. p. capacity for generating and transmitting elec-
tricity to South Bend and neighboring cities for light, heat and
power. One of the principal uses to which this will be put will be
the operation of an electric railway to be built from South Bend to
Laporte and Michigan City in Indiana, and from South Bend to

N'ilcs and Benton Harbor. The same interests will also put in an-
other dam across the St. Joseph River, to the cast of South Bend,
where 6,000 h. p. will be developed.

Construction work on both the dams has been commenced and
will be finished by fall. Dircct-conncclcd, alternating generators,
three-phase, of 1,500 kw. capacity will be installed at both plants.

The ofiScers of the company arc: President, E. A. Saunders; vice-
president, M. V. Bcigcr; secretary, J. Du Shane; treasurer, Chas.
1 1. Tenney.

SOUTHERN OHIO TRACTION CO.

.'\l the first regular meeting of the directors of the Southern
Ohio Traction Co., held at the office of M. J. Mandelbaum & Co.,
Garfield Building, Cleveland, on April 30th, the following officers
were elected for the ensuing year: President, Will Christy, of
Akron; first vice-president, M. J. Mandelbaum, of Cleveland; sec-
ond vice-president, H. Clark Ford, of Cleveland; secretary and
treasurer, F. T. Pomeroy, of Cleveland; auditor. Warren Bicknell.
of Hamilton, C; general manager, F. J. J. Sloat, of Hamilton. The
president, vice-presidents and secretary will have oflices at 1022
Garfield Building, Cleveland, and the operating headquarters, with
Mr. Sloat in charge, will be at Hamilton, O.

Mr. Christy writes us that a number of new cars have been or-
dered and the lines of the Cincinnati & Miami Valley Traction Co.,
and the Dayton Traction Co., which have been acquired by the
Southern Ohio Traction Co., will be thoroughly rebuilt and rc-
cquipped.

A HANDY TYPEWRITING MACHINE.

The Chicago Writing Machine Co., of 94-96 Wendell St., Chi-
cago, makes a light, portable typewriter that, it is claimed, possesses

all the qualities of the higher priced
machines. It has the standard key-
board, printing 90 diflferent characters,
all on one steel cylinder, which can be
taken out, cleaned and replaced in a
few seconds. The carriage is light and
easy running, and by means of a mar-
ginal regulator the machine can be ad-
justed for any width of paper. A lever
mechanism enables the keys to be
locked, so that an unfinished letter may
be left in the roller without danger 01
interference.
The machine is well adapted to many of the requirements of
a street railway office, including general correspondence, mimeo-
graph work and the manifolding of orders and reports. By its
use, also, the general manager, after short practice, can relieve
himself of much of the inconvenience incident to writing with a
pen.

^..sa

NEW YORK FRANCHISE TAX.

The franchise values as finally agreed upon by the State Tax
Commission of New York have been reduced about one-sixth as
compared with the tentative values, and the taxes will not be so
onerous for the large companies as had been supposed. Thus
for the Metropolitan Street Ry. the valuation is S52.292.317; this
is treated as real estate and taxed at two-thirds of the assessed
value, which with a tax rate of 2;^ per cent (the same as last year),
would make the tax about §871.000. From this all other taxes paid
will be deducted, leaving about $271,000 as the increase. This is
about J4 per cent on the capital stock.

It was announced that on May 15th the constitutionality of the
franchise tax would be argued at .Mbany before the Appellate Di-
vision of the Third Judicial Division, the case having been brought
before the court by the Queens Borough Electric Light &
Power Co.

It is said an agreement has been signed by representatives of the
Italian provinces of Naples. Caserta. .Avellino. Benevento and 23
municipalities, for the construction of an electric railway between
Naples and Benevento, a distance of 30 miles.

290

STREET RAILWAY REVIEW.

[Vol. X, No. 5-

W. K. SCHOEPF.

On April 91I1, Mr. W . Ktsley Schoepf, for many years prominent
in the management of the traction lines of Washington, D. C, ar-
rived in Pittsburg to assume ac-
tive direction of the Consolidated
Traction Co., of that city, as gen-
eral manager. Mr. Schoepf comes
at the instance of Messrs. William
1.. Elkins, P. A. B. Widcner,
Thomas Dolan and Senator C. L.
Magee, and will also become gen-
eral manager of the Union Trac-
tion Co., which is now being
formed, embracing the Consoli-
dated, United and Monongahela
Traction companies, and practi-
cally covering all the lines in the
cities of Pittsburg and Allegheny;
the new company will operate
over 300 miles of road.
Mr. Schoepf is an engineer and
has been active in electric railroading since that power was intro-
duced in street railway service. He is a son of the late Gen. Albin
Schoepf, of the United States Army, and was born in 1864 at Fort
Delaware, while his father was commandant of that post. His
father was a Hungarian, who came to America with Louis Kos-
suth in 1850. Mr. Schoepf's mother was Miss Kesley, of Wash-
ington.

Early in 1883 he became engaged on the preliminary engineering
work of the South Penn R. R., that was projected by the Vander-
bilts as a parallel line to the Pennsylvania. He remained on the
South Penn work, both in the preliminary and construction stages,
until the settlement of the trouble between the Vanderbilts and the
Pennsylvania, the latter agreeing to discontinue the construction of
the West Shore road if the former would stop operations on the
South Penn. Mr. Schoepf then went to Washington and was en-
gaged for a time in the engineering work of the Government in
that city.

In 1890, he became interested in the street railway lines of Wash-
ington, as chief engineer of the Rock Creek Ry., now a part of
the Capital Traction system. He became associated in 1892 with
William L. Elkins, P. A. B. Widener and Thomas Dolan in the
development of the Washington systems and remained with them
as long as they held control of the roads, or until 1897.

Mr. Schoepf was receiver of the Eckington & Soldiers' Home
Ry., the Belt R. R., and the Maryland & Washington Ry., from
1896 to 1899, and still holds the formal receivership of one of the
roads. He was prominent in the reorganization and reconstruction
of the City & Suburban Ry., Washington, on which he installed
the conduit electric system, being at that time vice-president and
chief engineer. He holds large interests in the Washington roads,
but has not had active management since his retirement, some
months ago. He is a member of the Maryland and other clubs in
Baltimore.

FAKE "WRITE UPS.

At a recent meeting of the Chicago Trade Press Association, an
organization whose membership comprises the most influential
trade journals in the West, it was determined to take some action
to protect manufacturing and mercantile firms from the depreda-
tion of the "fake write-up men."

A number of alleged trade journals, several of them being
printed in the Southern states, send out thousands of circular let-
ters to merchants and manufacturers, enclosing proofs of ingen-
iously prepared write-ups. Each person to whom a letter is directed
is led to believe that he has been selected because of the prominence
of his firm. The men whom it is sought to victimize are informed
that no charge will be made for the printing of this compliment-
ary notice, but that sample copies will be sold at 15 cents per copy,
or at 8 cents per copy in thousand lots. These journals have no
legitimate standing in the community, and represent nothing ex-
cept the desire of their managers to extort money from business
men. The circular letters are so shrewdly worded and the office

of the publication is usually so far removed from the persons to
whom the letters are sent, that many firms have been victimized.
.\lmost every department of industry is represented by one or
more reputable journals, and manufacturers and business men
generally are advised to communicate with publishers of whom
they have some knowledge before being led into fake schemes.

The several papers comprising the membership of the Chicago
Trade Press .'\ssociation have agreed to print this statement, with
a view of protecting their patrons, and business men generally,
from loss through such deception.

KANSAS CITY PLANS UNCHANGED.

We are in receipt of a letter from Mr. W. H. Holmes, president
of the Metropolitan Street Railway Co., Kansas City, in which
he says concerning the convention hall destroyed by fire last
month: "We all feel the loss keenly, but Kansas City, with its
usual spirit and pride, began rebuilding the hall before the fire
was out, by subscribing money and employing men and teams to
clear away the ruins. We have the National Democratic conven-
tion with us on July 4th and expect to have the building ready
by that time. We will be ready for the American Street Railway
.Association this fall."

RtriNS OF CONVENTION HALL. KANS.\S CITY.

Having heard of rumors among the street railway supply men
to the effect that ftie hotels at Kansas City would increase their
rates during the convention in October next, we have made in-
quiries of Mr. W. A. Sattcrlee, chairman of exhibits, who writes
under date of May 9th as follows: "I have visited the following
four principal hotels of this city, and send you herewith the rates
charged:

"Midland — (Headquarters) — .American, $3 to $6 per day; Euro-
pean, $1 to $s per day.

"New Coates — American, $3 per day and up; European, $1 per
day and up.

"Savoy — American. $2 to $3 per day; European, $1 to $2 per day.

"Baltimore — American, $3 to $5 per day; European. $1.50 to $3
per day.

"These are the regular rates, and will not be raised during the
week of the street railw^ay convention. These four hotels would
certainly be able to take care of all the street railway men who will
come."

CEDAR POLES.

The Lindsley Brothers Co., of Menominee, Mich., has issued a
small pamphlet cntituled "About Cedar Poles," intended for the
use of cedar buyers as a guide in estimating and ordering cedar
products by car loads. The company conducts an extensive log-
ging business in Michigan and on the Pacific Coast, having an
office in Portland. Ore. Cedar poles 20 to 60 ft. long and 4 in. to 9
in. diameter at the top are carried in stock at the yards of the
company, of which it has seven in Michigan and Wisconsin, and
shipments can be promptly made. Longer poles will be furnished
on request. The company also handles posts, shingles and ties.

May 15, ujou.]

STREET RAILWAY REVIEW.

291

FIRE AT OTTAWA AND HULL, CAN.

A ciisaslriius lire swept over Mull, Que, and Ottawa, Out., 011
April 26tli, laying a large area in both cities in ruins and doing
damage estimated at from $15,000,000 to $20,000,000. The flames
broke out in the city of Hull, across the Ottawa River from Ot-
tawa, about 10 o'clock in llie forenoon and shortly after 12 o'clock
reached Ottawa, nearly a mile distant. Here they extended through
the Chaudicrc, (he induslrial district of the city, fanned by a gale
blowinj; Oo miles an Imiir, and before evening when the fire was

moved to a steam power house of the lighting company to be used
in case of emergency, was saved. Power house No. 2, built last
winter, adjoining No. i, equipped with three pairs of Stillwcll-
Uicrcc & Smilh-Vaile water wheels direct connected with an 1,800-
h. J). Westinghousc generator escaped uninjured except slight dam-
age to the water wheel regulator. Our system is now in full work-
ing order, the same as before the fire, except the section between
the power house and Hull, about half a mile. Here the iron bridges
over the timber slides were destroyed and it will take several months
to rebuild them. In the meantime a temporary structure is being

GENERAL VIEW FROM HOTEL CECIL.
RtTINS OK ll-JON BRIDGE No. 2.

RUINS OF IRON BRIDGE No. 1.
RUINS OF POWER HOUSE, OTTAWA ELECTRIC RY.

finally under control, it had reached a point three miles from where
it originated.

Through the courtesy of Mr. Jas. D. Eraser, secretary and treas-
urer of the Ottawa Electric Railway Co., we are able to present

built to accommodate our tracks. The burned power house was
valued at about $100,000, covered by insurance. About three hun-
dred poles, a large quantity of overhead and feed wire, and a num-
ber of ties and rails were destroyed. Our loss outside of power

TRACKS OF OTTAWA ELECTRIC RV.. HULL.

herewith a group of views taken immediately after the catas-
trophe. Mr. Fraser also sends us the following information, under
date of May loth.

"Power House No. i, of the Ottawa Electric Ry.. which was
equipped with three 400-h. p. and three loo-h. p. Westinghouse gen-
erators, was totally destroyed. Fortunately a "oo-h. p. generator

house will probably reach $10,000, on which there is no insurance.
We will set to work at once to rebuild the burned station, and the
new one will be modem and up to date in every respect, as is No. 2."

Mr. W. R. Taylor, secretary and treasurer of the Hull Electric
Co., sends us the following statement of the situation in Hull:

"This company has two-thirds of its electric light lines destroyed

292

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

in the city of Hull — poles, wires, transformers, meters, etc. — be-
sides nearly- two miles of trolley lines, of which only the rails were
left intact. We were fortunate enough not to lose any cars. Our
city line in Hull now runs between rows of ruins; our Aylmer line
was not affected except where it entered Hull."

STRIKE AT ST. LOUIS.

On the morning of April 29th the gripmen running from the
North End car house of the Broadway cable division of the St.
Louis Transit Co., refused to take out their cars because of the sus-
pension of a gripman who had refused to break in a non-union
man. The matter was referred to General Manager BaumhofT, who
directed that the man be reinstated pending an investigation. The
principal point at issue was the "recognition of the union," and
on May 4th the men presented their ultimatum; President Whita-
ker explained that the matter would have to be submitted to the di-
rectors of the company, and, consequently, the threatened strike
was postponed until after the 7th.

The proposition of the union and the letter of Mr, Whitaker to
his directors are given in full below.

UNION'S PROPOSITIUN.

This agreement between the St. Louis Transit Co., of St. Louis, Mo., or
their successors, of the first part, and the Amalgamated Association of Street
Railway Employes of America, Division 131 of St. Louis, Mo., of the second
part, witnesseth;

That in the operation of the street railway lines of the party of the first part,
both parties hereunto mutually agree.

Sec. I. That the party of the first part through its properly accredited officers
do hereby agree to treat with the party of the second part through their prop-
erly accredied officers.

Sec. 2. That all conductors, motormen and gripmen shall be members of this
association and must report for initiation within 30 days from the time they are
employed; and when men are put in training they shall take out a card of per-
mission from the association, paying one dollar t$i.ooJ for the same.

Sec. 3. That all shopmen, shedmen and power-house men, not members of
an organization affiliated with the American Federation of Labor, shall be
members of this association.

Sec. 4. That such employes as are specified in sections two and three (2 and
3), who are now in the employ of the company, shall become members of this
association within five (5) days after the date of this agreement.

Sec. 5- That all regularly employed trackmen, who may become members
of this association shall have the protection of the same.

Sec. 6. That all business arising between the parties hereto shall be trans-
acted directly by the properly accredited officers of the company and the prop-
erly accredited officers of the association, respectively.

Sec. 7. That in all cases where men are suspended from service the properly
accredited officers of the company shall notify the properly accredited officers
of the association within twenty-four (24) hours after such suspension ; and
within forty-eight (48) hours after such notification the properly accredited offi-
cers of the company shall give the properly accredited officers of the associa-
tion the final decision of the properly accredited officers of the company in
such cases; and within forty-eight (48) hours after such decision given by such
officers, the properly accredited officers of the association shall give to the prop-
erly accredited officers of the company the final decision in such cases of the
properly accredited officers of the association.

Sec. 8. That in cases where members of this association are suspended by
the company the duly authorized officers of the association shall, upon written
request of the members suspended, be permitted to inspect the record of such
member as it appears upon the company's record book.

Sec. 9. That the properly accredited officers of the association, together with
the properly accredited officers of the company, shall have full power to adjust
all differences that may arise between the parties hereto.

Sec. 10. That if such named officers fail to reach a mutual agreement they
shall have power to order the case to arbitration at once. The board of arbitra-
tion to consist of three (3) disinterested persons; and the finding of a majority
of such board of arbitration shall be binding upon the parties hereto. The
parties hereto shall each choose one member of such board and the two thus
chosen shall select a third; the three members thus chosen shall constitute such
board of arbitrators. When a case is submitted to arbitration each party shall
name its arbitrators within three (3) days; in the case of the failure of either
party to so name its arbitrators, the party so failing shall forfeit its case. It is
hereby agreed that the arbitrators appointed by each party shall meet within two
(2) days after they have been appointed, for the purpose of selecting a third
arbitrator; failing to select the said third arbitrator, they shall meet daily there-
after at a place to be mutually agreed upon between said arbitrators, until said
third arbitrator is selected. The failure of either arbitrator to attend one such
meeting shall give to the party which has named the arbitrator who attends,
the right to ask for a new arbitrator in such cases within twenty-four (24) hours
after such failure by such named arbitrator; and in case of the failure of either
party to comply with these provisions, such party so failing shall forfeit its
case. In submitting matters to arbitration the differences between the parties
hereto shall be submitted in writing.

Sec. II. That any employe or member of said association by act or word in-
terfering with or disturbing the proceedings between the properly accredited
officers of the company and the association, upon any subject whatsoever, or
interfering with or disturbing the service in any manner contrary to the spirit
and condition of this agreement, shall, upon mutual satisfactory proof of the
same, be dismissed from the service.

Sec. 12. That in cases where the association suspends a member who is, or

arc, an employe or employes of the company for any violation of any properly
established rule, said association shall request in writing (.signed by its presi-
dent and secretary) the suspension of such member or members by the com-
pany; the properly authorized officer of the company shall suspend said employe
or employes at once, without pay, until such time as the association requests
his or their reinstatement.

Sec. 13. That if any member of this association under this agreement, who
may be suspended is found by investigation to be innocent of the offense or
violation with which he is charged, he shall be reinstated in his former position
and be paid for the total number of days which he loses on account of such sus-
pension, at the luiml^tr of hours per day for which his run calls on time sched-
ule; but should he be an extra, he shall be paid an amount equal to the amount
of wages paid to the extra who took his place during such suspension, but
should he be last extra he shall receive equal to the pay of the man next ahead
of him on the list.

Sec. 14. That a day's work for trainmen shall consist as nearly as possible of
ten hours' work and be completed witliin twelve (u) consecutive liours (except
where it is absolutely necessary for the accommodation of the company's pa-
trons, men known as tripper-men may be kept out fourteen (14) hours, but no
longer. That an accurate account shall be kept of the actual time served and
trainmen shall be paid 20 cents per hour for the same.

Sec. 15. That the minimum number of hours which shall constitute a regular
run shall be seven (.7) hours, and any run of less than seven hours shall be
considered an extra run.

Sec. 16. That a day's work for shopmen, shedmen, power house men and
track men shall consist of ten (10) hours, and that all employes named in this
section shall be paid time and a half for all overtime. Provided, further, that
there shall be established a mutually satisfactory wage scale for above said
men.

Sec. 17. That where regular trainmen report for work they shall be paid from
10 minutes after the time at which they are instructed to report; and when an
extra man is assigned to work he shall be entitled to the same privilege as was
the man whose place he has taken.

Sec. 18. That when a regular trainman shall fail to report at the time speci-
fied on the schedule he shall be placed at the bottom of the extra list for four
(4) days, and when an extra man fails to report at the properly specified time he
shall be placed at the bottom of the list for seven (7) days.

Sec. 19. That the company shall place in th'eir several offices where men are
required to report an open book in which men can register the particular day
or days on which they wish to be excused from duty, and the men who register
first for any particular day or days shall have first privilege, provided that
members of the executive board and others having business to transact for the
association shall be excused in preference to others, provided, further, that no
man shall register in such book more than ten (10) days in advance of the day
or days upon which he desires to be excused.

Sec. 20. That the conductors are required to clean only the inside of the
cars, the platform and the end windows. The company shall clean the outside
of the cars.

Sec. 21. That in ordt.r to prevent any friction or misunderstanding, all time
tables that may be cha.iged or instituted shall be submitted to the properly ac*
credited officers of the association for their approval at least forty-eight (48)
hours before going in/o effect; and shall be posted at the shed of the line for
which they are made, twelve (12) hours before they go into effect.

Sec. 22. That extrjs shall not be required to remain on watch for a longer
time in the morning than the time intervening between the reporting time of
the first and last a. m. man; nor for a longer time at the time of dinner rebel
than the time intervening between the reporting time of the first and last p. m.
man; provided, however, that on special occasions men shall report for duty at
such time as the company may designate; provided, further, that men ordered
to report for special duty shall -receive pay from lo minutes after the time at
which they are ordered to report; but if not assigned to duty they shall receive
half pay from 10 minutes after the time at which they are instructed to report
until they are relieved. Provided, further, that regular men shall not be re-
quired to do special duty when extra men are available; neither shall regular
men be required to make extra trips oftener than every seventh (7th) day.

Sec. 23. That all members of the association in the service of the company
shall receive free transportation over all lines operated by said company; and
any member abusing this free transportation privilege shall, upon satisfactory
proof to the parties hereto, be dismissed from the company's service.

Sec. 24. That men off duty shall be entitled to the same privilege as other
passengers while riding on the company's cars. Except that they shall never
engage in conversation with an employe who is on duty.

Sec. 25. That any member who shall be elected to any office of this associa-
tion which requires his absence from the company's service for not more than
one year shall, upon his retirement from such office, again have his respective
place in the company's employ.

Sec. 26. That this agreement and the provisions thereof shall be and continue
in force from the day of its ratification by both parties hereto until such time as
it may be altered by mutual consent of both parties through their duly accred-
ited officers.

MR. WHITAKER'S LETTER.

St. Louis, May 7, 1900.
To the Board of Directors of the St. Louis Transit Co.

On May 4, Messrs. T. B. Edwards and others, who had theretofore been act-
ing as a committee representing employes of the company, informed me that the
agreement made with them and other employes on March 10, 1900, was abro-
gated by them, and they proposed that the transit company should make an
agreement with the Amalgamated Association of Street Railway Employes of
America covering the operation of the transit company's lines of railway in this
city.

I urgently recommend that this proposed agreement, a copy of which is here-
with submitted, be not made.

The amalgamated association does not own the property or any interest in it,
and owes no duties with respect to it. It would be under no obligations to
the owners or to the public. If it mismanaged the property, if its operation
were inefficient, if passengers were injured as the result of its negligence, it

May 15, lycxi. J

STREET RAILWAY REVIEW.

293

wuuld be in no wise responsible. 'I'lic proposed agreement would bimply give it
all Ihc power of control and impoM; upon it no liability whatever.

It in provided in tlic pa[>cr submitted that no man shall be employed by the
company unless he gels permission from tlie anialgamaled association, for
which lie must pay the association $1. This means that ibc association, which is
under no duty or responsibility with respect to the property or tlic public, se-
lects all employes, leaving the company, which is responsible for the conduct
of Ihe men when selected, without any voice in the matter. It also imposes a
poll tax of $1, which may, in the pleasure of the association, be increased, if
the principle is once admitted, as a condition of a man's having leave to work.
It also requires tliat every employe who does not join this association shall
be discharged from the service of the company. The same men who now make
this demand insisted less than two months ago that all employes should be
treated alike, without regard to membership in any organization. Believing
tliem to be right at that time, their request was at once acceded to, and a writ-
ten agreement was made carrying it into effect. That agreement has been
faithfully kept by the company. Now, however, it is abrogated by those who
proposed it.

It .is clear injustice and oppression to put upon any employe any constraint
or obligation which has no relation to the duties of his employment. If he
docs his work well, if he carries comfortably and safely the men, women and
children committed to his care, he has a right to order his political, religious
and social relations for himself. lie may join any association he pleases, or he
may refrain from joining; the company has no right to compel him to one
course or the other.

It is further proposed that if the association suspends a member the company
must suspend him as an employe. And as every employe is required to be a
member of the association it follows that if he is expelled from the association
he must be discharged by the company. In other words, the association would
be vested with the absolute power of suspending or discharging any employe,
however faithful and acceptable his service to the company, and this at the be-
hest of an association which owes no duty to the company or to the public,
and which might act from motives having no relation to the good of the service
involved.

While the association thus demands the absolute power of suspending or dis-
charging employes, it proposes that the company, which pays the men and is re-
sponsible for them, shall not suspend or discharge a man without the consent
of the association, with the provision that if the company and the association
disagree the matter shall be submitted to arbitration.

The company is made responsible by the law, and properly so, for the safe
carriage of its passengers. When it fails in this duty through the negligence
or incompetence of any employe, it is answerable in damages to the extent of
the injury suiTcred. What is here involved is not a matter of privilege, but
of duty. Matters of mere individual right or privilege, as they may be waived
altogether, may be submitted to the decision of others. Matters of duty, as
they cannot be waived, cannot be delegated. If the company believed an em-
ploye to be incompetent, it could not excuse itself to people who were injured
by his neglect or inefficiency, on the ground that the association or a board of
arbitrators had ilecided that he should be retained. The answer would be that
the duty of selecting and retaining only careful and competent men was by the
law imposed upon the company and upon it exclusively, and that it had no
right to evade this duty in any manner whatsoever, or to devolve it upon any-
one else.

The sum and cflfect of the proposed agreement is that the company shall have
no voice in the selection or retention of its employes, and that the association
may select for the company, and compel it to discharge or retain whomsoever
it pleases. It is obvious that under such a system discipline would be impossi-
ble. Employed by the association and subject to discharge by it, and only by it,
the prompting of self interest would tend to a partisan attachment to the as-
sociation, rather than to faithful devotion to the duties of the service.

The evils of such a system have already manifested themselves as a conse-
quence of the mere attempt to establish it. That attempt has incited to insub-
ordination and to the impairment of proper discipline, and the service has dis-
tinctly suffered in consequence.

Upon the issue thus presented, there is no room for compromise of any kind.
The company cannot relinquish the duties it was chartered to discharge. Its
obligation to safely carry the three hundred thousand people daily committed
to its care, is one of tlie most serious and important that can be undertaken
by men. That obligation is imposed by the law, and by the law it is made
single and undivided. It admits of no partition, and it cannot be delegated.
And no man is fit to be vested with it who would shirk in any manner or in
any degree the duties which it involves.

So long as the company undertakes the conduct of this great work, it must
accept all the responsibilities incident to it, and as the proposed agreement
involves an entire relinquishment of the powers necessary to the discharge of
those responsibilities, I repeat my urgent recommendation that it be unquali-
fiedly declined.

Let us deal with our employes as such, and not otherwise; let us deal with
them as men engaged in a useful, important and honorable calling, and give to
them one and all the assurance that whoever has a grievance can in his own
right obtain a fair hearing, and full and complete redress for every wrong. A
showing of fitness must of itself be sufficient for getting into the service, and
tenure of employment must depend upon nothing more than duty faithfully
performed. In this way. and only in this way, will the best interests of the
company, its employes and the public be promoted. Respectfully yours,

EDWARDS WHITAKER.
The directors failing to "recognize the union" as thus outhned. a
strike was ordered and on the morning of May 8th the great ma-
jority of the men quit work. With the men who remained loyal
about 20 cars were sent out; these were attacked by the strikers
and as the police protection was inadequate they had to be with-
drawn, making the tie-up complete. Three motormen were seri-
ously injured by stones thrown at them; one striker and one "inno-
cent by-stander" were shot, the latter fatally.

No attempt was made to run cars on the 9th, excepting: mail cars
on three lines. No molestation was offered these cars, but one mail
train was abandoned by its crew.

It is so difficult to use temperate language in characterizing the
action of Mayor Ziegenhcin in sending a letter to President Whita-
kcr "urging the company to meet its employes half way and arbi-
trate their difTerenccs," that wc content ourselves with recording the
fact.

On April 29th a strike was inaugurated on the St, Louis & Su-
burban, but not enough men went out to cripple the service until
after the stirke on the St. Louis Transit system on May 8th. About
9 o'clock that morning the strikers gathered in force at De Hodia-
mont station on the Suburban, boarding the cars and forcing the
crews to quit work. By 10 o'clock the down-town service of the
Suburban was practically stopped.

On the 9th the Suburban attempted to run cars under police
protection, but was compelled to desist. The officers on one car
fired on the crowd to repel an attack and one man was killed.

On the loth and nth cars were run on the Suburban and on sev-
eral lines of the St. Louis Transit, under heavy police protection.
Conflicts were frequent and a number of persons were injured.

A sympathetic strike attempted on the East St. Louis lines proved
a failure, only a few men going out.

Governor Stephens on the 12th notified the police commissioners
of the city that the lawlessness must be suppressed and said if the
commissioners did not have adequate force he would call out the
state troops.

As wc go to press the situation has not greatly changed from
what it was last week.

* » »

STRIKE AT KANSAS CITY.

Early on the morning of May 12th a strike was ordered on the
Metropolitan Street Ry., of Kansas City, but only about one-third
of the men went out. After some slight delays all the cars were
running as usual. The company secured an injunction against inter-
ference with its cars.

WHISK BROOMS ON CARS.

All of the cars of the South Chicago Street Railway Co. have
been fitted with small cabinets in which are carried whisk brooms
for the convenience of passengers who are at liberty to step to the
rear platform at any time and brush the dust from their garments.
The innovation is fully appreciated by the patrons of the road.

A BREAK DOWN IN MILWAUKEE.

.\ newspaper dispatch states that on May 13th the entire system
of the Milwaukee Electric Railway & Light Co. was tied up for 30
minutes by the burning out of the armature of the main generator
at the new power house.

♦ ■ »

NEW LINES FOR CHICAGO.

Three new electric lines tapping the suburban territor>* northwest
of Chicago are contemplated by an ordinance recently introduced
into the Chicago council by the Chicago. Milwaukee & St. Paul
Railway Co. The plans of the company include the building of 30.7
miles of track, including power stations and equipment at an ex-
penditure of from $2,000,000 to $2,500,000. The lines will connect
Evanston, Edgebrook and Bloomingdale with the business district
of Chicago as junction will be made at the city limits with the
Northwestern and Metropolitan Elevated roads and the Chicago
L^nion Traction Co.

A new electric railway between Elizabeth and Plainfield, N. J.,
charges 20 cents for a single ride, as against ss cents via a com-
peting steam road. The distance is 12 miles.

Mr. F. \V. Oakley, president, and Mr. Geo. H. Shaw, secretary of
the Madison (Wis.) Electric Railway Co., were recent visitors at
the "Review" office.

294

STREET RAILWAY REVIEW.

[Vol. X, No. S-

PERSONAL.

MR. J. G. WHITE, of New York, is making a business trip to
Europe.

MR. J. M. ROACH has been chosen a director of the Chicago
Union Traction Co.

MR. L. M. SHELDON holds the position of master mechanic
of the Southern Ohio Traction Co.

MR. HENRY HINE on May ist resigned his position as general
manager of the Stanley Electric Co., of Pittsfield, Mass.

MR. FRED SEACORD, president of the Galesburg (111.) Elec-
tric Motor & Power Co., called at the "Review" office May gth.

MR. H. A. BENEDICT, electrical engineer of the Hudson
(N. Y.) Street Ry., has accepted a similar position with the United
Traction Co., of Albany, N. Y.

MR. J. KAJUIRA, an expert electrician in the employ of the
Japanese Government, is in this country inspecting telephone, tele-
graph and electric railway installations.

MR. P. McCULLOUGH, electrician of the Toronto (Ont.) Ry.,
will leave for Liverpool, Eng.. shortly to assume a similar position
with the Liverpool Corporation Tramway.

MR. J. F. PFETCH, who has had many years' experience in
the management of electric railways, has joined the engineering
staflf of E. P. Roberts & Co., of Cleveland.

MR. J. Q. BROWN has resigned his office as superintendent of
the San Antonio (Tex.) Street Ry., to accept the position of assistant
manager of the Oakland (Cal.) Transit Co.

MR. A. A. HILTON, of the St. Louis Car Wheel Co., was a
"Review" caller recently. Mr. Hilton reports that business is
excellent and the prospects of the brightest.

MR. S. E. WHITTAKER, formerly of Chelsea. Mass., will suc-
ceed Mr. L. B. Wheildon as manager of the Portland (Me.) & Yar-
mouth Electric Ry., Mr. Wheildon having tendered his resignation
last month.

MR. E. P. ROBERTS, of E. P. Roberts & Co., engineers of
Cleveland, O., on March 27th gave a talk before the Civil Engineers'
Club of Cleveland on the controlling factors in interurban electric
railway design.

MR. C. F. STEIRLY, of Nashville, Tenn., has been appointed
superintendent and chief engineer of power house for the Syracuse
(N. Y.) Rapid Transit Co. This is the position resigned by Mr.
J. G. McCormack.

MR. RALPH L. SHAINWALD, president of the Standard
Paint Co., of New York, and Mr. Frank S. De Ronde, who repre-
sents the Standard company in several Eastern states, were "Re-
view" callers last month.

MR. T. E. KENNEY, who has been the McKeesport division
superintendent of the United Traction Co., of Pittsburg, for nearly
two years, has been transferred to the Glenwood division. He is
succeeded by Mr. John Daily.

MR. C. D. SHEPARD last month resigned as superintendent
and purchasing agent of the Palmer ((Mass.) & Monson Street
R. R. and has formed business relations with F. T. Ley & Co.,
contractors, of Springfield, Mass.

MR. NORMAN ROWE has resigned as electrical engineer of
the Pacific Coast ofifice of the Westinghouse Electric & Manufactur-
ing Co., to become chief engineer of the San II De Fonzo trans-
mission plant in the City of Mexico.

MR. C. W. FOOTE, general manager of the Cincinnati & Miami
Valley Traction Co., which was recently absorbed by the Southern
Ohio Traction Co., leaves for Santa Barbara, Cal., where he be-
comes general manager of the Arrowhead Irrigation Co.

MR. J. R. CARRIER, formerly superintendent of transportation
of the Syracuse (N. Y.) Rapid Transit Ry., has received an ap-
pointment to the same office with the Connecticut Lighting &
Power Co., whose headquarters are at Waterbury, Conn.

MR THOMAS J. NEACY, general manager of the Filer &
Stowell Co., Milwaukee, last month presented to St. John's Cathe-
dral and St. Rose's Catholic Congregation the sum of $1,000 each
to be applied to the education of needy students preparing tor the
priesthood.

MR. JOSEPH S.^CHS, in a recent paper before the American
Institute of Electrical Engineers, on "The evolution of safe and ac-
curate fuse protective devices," discusses the best methods of pro-
tecting electrical machinery from excessive currents and describes
the various types of enclosed safety fuses now on the market.

MR. HUGH J. McGOWAN, general manager of the Indianapo-
lis Street Railway Co., at a recent meeting was elected president,
succeeding Mr. H. P. Wasson, and will hereafter perform the duties
of both positions. Shortly after his election Mr. McGowan stated
his company would spend at least a million dollars in reconstruc-
tion work this year.

A NUMBER OF CH.^NGES have been made in the personnel
of the St. Louis Transit Co., in addition to those mentioned in the
last issue of the "Review." Mr. Joseph S. Minary, superintendent
of the Northern Division, and Mr. John I. Pearson, chief engineer,
have tendered their resignations to take effect at once. Mr. F. S.
Drake, master mechanic, left several weeks ago to take up new
duties in the East. Mr. Thomas W. Murphy, claim agent, has also
accepted another position.

MR. THOMAS P. EGAN, president of the J. A. Fay & Egan
Co., the large wood-working machinery manufacturer of Cincin-
nati, was recently nominated for presidential elector from the second
congressional district of Ohio. Mr. Egan is in no sense a poli-
tician, and his selection is therefore a tribute to his high standing
in the community and amongst the large manufacturers of the
country. Mr. Egan goes to Paris in June to visit the Exposition,
where his firm is making a large exhibit, having been requested by
the government to represent the United States there, and he will
return in time for the election.

OBITUARY.

MR. JOHN LOVE, whose name is prominent in the list of early
inventors of electrical apparatus, died last month. He was the
patentee of the Love underground conduit system.

MR. A. S. HALLIDIE, the inventor of the cable street railway,
died of heart disease at his home in San Francisco on April 25th.
Mr. Hallidie was 73 years of age. During the winter of 1869 Mr.
Hallidie conceived the idea of a system of traction for supplanting
horses on the steep grades of San Francisco streets, and largely
through personal friendship succeeded in getting three other men
to join him in building a cable line. After a long struggle the
line was built and a trip to hold the franchise was made down
Clay St. shortly after midnight on the morning of Aug. i, 1873; a
month later regular operation was begun and the road was run
by the builders until its sale to the Ferries & Cliff House Railway
Co. in 1891, Other lines quickly followed the first one, and within
20 years over 700 miles of cable street railways were in operation
in this country.

MR. SALVATOR POTIS was found dead in his room at the
Technical Club, Chicago, on the afternoon of April 17th, he having
committed suicide with a revolver. Mr. Potis was about 40 years
of age, and a native of Caracas, Venezuela, from which country
he was sent to the United States when a boy by his father, who
was a general in one of the revolutionary armies. He gradutaed

May is, 1900.]

STREET RAILWAY REVIEW.

295

from the University of Pennsylvania, came to Chicago IS years
ago, and entered the service of the West and North Chicago Street
Railroads, where he was soon promoted to the office of chief
engineer. In that position he constructed the largest plants of
both roads, the Van Bureii St. tunnel under the Chicago Kiver, and
the large station of the Union Loop elevated. About two years
ago he returned to his native country, but a few months since
came back to Chicago, taking charge of the work of the Illinois
Teli'graph & Telephone Co., which is tunneling the business streets
with immense conduits. About three years ago Mr. Potis suffered
repeated bereavements, losing by death within six months both
his parents, his wife and one child. Ever since that lime he has
been subject to periods of intense melancholia, and it was undoubt-
edly during one of these that he took his life. He leaves one
child, a son, nine years of age, who is living with relatives in
Venezuela.

ELECTIONS.

THE BLUE RIDGE ELECTRIC RAILWAY CO., a new
company at Hagerstown, Md., has officers as follows: President.
B. F. Walty; secretary. Augustus Beck; treasurer, Peter Rouzer.

THE RED WING (MINN.) & TRENTON TRANSIT CO.
has appointed the following officers: President, E. H. Blodgett;
vice-president, Peter Nelson; secretary, L. C. Smith; treasurer, W.
H. Putnam.

, THE LOCKPORT (N. Y.) & OLCOTT ELECTRIC RAIL-
WAY CO., at a meeting last month elected officers as follows:
President, Henry J. Pierce, of Buflfalo; vice-president, F. N. Tre-
vor, of Lockport; secretary and treasurer, W. B. Rankine, of
Niagara Falls, N. Y.

THE WEBSTER (MASS.) & DUDLEY ELECTRIC
STREET RAILWAY CO., has made a number of changes in its
management. The new list of officers is as follows: President,
Lyman R. Eddy; vice-president, E. N. Bigelow; secretary, Charles
Haggerty; treasurer and superintendent, John Flint.

THE CONSOLIDATED STREET RAILWAY CO., of Grand
Rapids, Mich., has been reorganized as the Grand Rapids Rail-
way Co. The officers are: President, Anton G. Hodenpyl; man-
ager, G. Stuart Johnson; secretary, B. S. Hanchett; treasurer,
Wm. H. Anderson; directors, L. J. Rindge, Wm. H. Anderson,
Wm. Judson, John A. Covode, Thomas F. Carroll, J. Boyd Pant-
land and A. G. Hodenpyl. The directors are all local capitalists.

METROPOLITAN AND THIRD AVENUE,
NEW YORK.

On April iith the directors of the Metropolitan and of the
Third Avenue arranged for a lease of the latter property to the
former company for 999 years; the action was subject to the ap-
proval of the stockholders of the two companies. The Metropol-
itan is to guarantee the principal and interest on $50,000,000 of
bonds or so much thereof as may be necessary to fund the floating
debt of the Third Avenue and complete the reconstruction work
now in progress and other improvements, and all the liabilities of
the subsidiary lines; then to pay during the first four years of the
lease whatever the net earnings of the Third Avenue system were
above the fixed charges and operating expenses; to pay during
the next two years 5 per cent on the capital stock of $16,000,000;
to pay during the following four years 6 per cent; that brings it
up to ten years; after ten years, and for the remainder of the lease,
to pay 7 per cent on the stock.

Kuhn, Loeb & Co. agreed to take the $35,000,000 of the bonds to
be issued at this time, paying about par therefor.

On April 17th the meeting of the Third Avenue stockholders to
ratify the proposition to issue the bonds was fixed for May nth.
On May 17th they will meet to vote on the lease. On May 17th
also the Metropolitan stockholders will meet to approve the lease
and to vote on a proposition to increase the capital stock of the
company from $45,000,000 to $52,000,000. This $7,000,000 increase
in capital stock has been voted for by the Metropolitan directors.
President Vreeland announced some time ago that an increase in

the company's capitalization would probably be necessary in view
of various projected improvements.

Under the receivership the operation of the Third Avenue (or
March showed the following results: Total receipts of $214,885,
disbursements $82,555, balance $132,3.50, intcrcit and taxes $34,247,
and surplus over charges $98,083.

WHY SOME PARK ATTRACTIONS FAIL.

No matter how attractive a park may be in respect to its natural
charms and beauties, after a certain time these are apt to fail as
drawing cards in themselves, and must be augmented by new and
varied inducements, or the park will soon cease to fulfill the pur-
pose for which it was intended, i. c., the creation of additional
traffic.

It is now generally conceded that one of the very best ways of sus-
taining the interest of the public in a resort of this nature, is by care-
fully selected and frequently changed vaudeville and light opera per-
formances, held where possible in an open air theater. It is true that
there have been cities where attractions of this kind have failed to
attract, and money has been lost in the venture; but almost with-
out exception, where such failure has occurred, it has been invited
by relying upon inexperienced judgment in the selection of the
amusements. A summer park audience is different from almost
any other gathering that can be imagined, and usually includes
people with all the varied religious, political and social ideas in the
community, so that while bright, snappy performances must be
furnished at all times, there must be nothing to offend any of the
tastes represented. It must be remembered in addition that the
larger part of the audience is accustomed to good entertainments
at the regular city theaters and halls, and will not be content with
mediocre or indifTercnt attractions, even if they are free. A street
railway company can hardly fail of success, however, in its sum-
mer amusement investment, when its attractions are in the hands
of a proper person, who has had experience in this line and knows
how to detect what a community desires, and then is able to prop-
erly cater to that demand.

That success is sure when the conditions are properly fulfilled is
proven by a few statistics that have been furnished us by a well-
known park manager. He writes as follows: "The writer has in
mind a city of 35.000 population where the manager of the park
will affirm that with a properly selected amusement company on its
rustic stage at a comparatively nominal cost, the street railway
carried to the park in one week 45.000 paying passengers at 10
cents for the round trip, realizing $4,500 on the investment. The
writer also knows of a city of 30.000 population, where at the
end of the season of 14 weeks, the treasurer of the street railway
company made a statement thpt for this period it had averaged
30,000 fares weekly, at 10 cents for the round trip, making $3,000.
and that the reserved ^eats at 10 cents each had averaged $300
weekly. This amount, $3,300, was many times the sum paid for
the attractions. These are but instances of many similar experiences
and are not exceptional cases."

LARGE ELECTRICAL CATALOG.

The Western Electrical Supply Co.. of St. Louis, Mo., this month
brought out one of the largest and best arranged general electrical
supply catalogs that has ever been issued. It is a book of 1,100
pages, and is divided into departments, a complete line of repre-
sentative goods being illustrated in each division. It covers direct
and alternating generators and motors, lighting supplies of every
description, street railway supplies and house goods and telephone
supplies.

This company's policy has always been a progressive one, and it is
a firm believer in advertising in all forms, holding that, "strict
business integrity, fair treatment of customers and judicious ad-
vertising are a keystone to all business success."

A few of the firms for which the company acts as territorial
agents are: John A. Roebling's Sons Co., Ohio Brass Co., Indiana
Rubber & Insulated Wire Co.. Adams-Bagnall Electric Co.. Emer-
son Electric Manufacturing Co.. .\nsonia Electric Co., Warren
Electric Manufacturing Co.. Eddy Electric Manufacturing Co.

Wages of conductors and motormen of the West End Traction
Co., of Pittsburg, have been increased from $2 to $2.23 per day.

296

STREET RAILWAY REVIEW.

[Vol. X, No. 5.

HALF FARES.

A mail service has been authorized on the Cincinnati, Newport &
Covington.

Wages of employes of the Richmond (\'a.) Traction Co. have
been increased to per cent.

The Cincinnati, Newport & Covington Street Railway Co. has put
sprinkling cars on its lines.

Fifty new double truck open cars have been received by the
Cleveland Electric Railway Co.

The power house of the Philadelpliia, Morton & Swarthmore
Electric Co. has been completed.

Rumor has it that the Chicago Union Traction Co. has offered
$325 a share for the control of Chicago City Ry.

Ira D. Ludington, of Rochester, N. Y., has the contract for
building the Rochester & Sodus Bay Electric Ry.

Wages of the 125 men employed by the Duluth (Minn.) Street
Railway Co. were increased 10 per cent on May ist.

The Grand Rapids (Mich.) Ry. has issued a very pretty folder en-
titled, "Where and How to Go," to advertise its lines.

Employes of Salt Lake City (Utah) Street Railway Co. will here-
after receive 19 cents per hour instead of 18. as formerly.

A cut of 10 per cent in the wages of motormen of the Third
Avenue Railroad Co., New York, was made last month.

The oldest street railway conductor in St. Louis is W. D. Hall;
he is 80 years old and has been ringing up fares since 1872.

The new cars of the St. Louis Transit Co. have in addition to
the lights in the ceiling a single lamp at every alternate seat.

During the winter several fare boxes have been stolen from the
cars at Winnipeg, Can., where no conductors are employed.

Pow-er will hereafter be supplied to the United Traction Co., of
Albany, N. Y., from the plant at Mechanicsville on the Hudson
River.

Earnings of the Chicago Union Traction Co. for April were
$600,952, an increase of $14,864, or 2.53 per cent over the previous

montli.

It is reported that the Manhattan Elevated, New York, is con-
sidering putting in electrically driven movable stairways at its
stations.

A prize of $5 was offered for the most appropriate name for a
new theater at St. Joseph, Mo., owned by the street railway
company.

The Consolidated Traction Co., of Pittsburg, has decided not to
permit advertisements to be pasted on the windows of its cars in
the future.

Work was commenced April i8th, on the Kansas City, Topeka
electric line, of which W. E. Winner, of Lawrence, Kan., is the
promoter.

It has been stated a committee from the Montreal Common Coun-
cil will visit New York to investigate the advantages of the con-
duit system.

.^n average daily increase of $1,500 over last year is shown by the
report of earnings of the Union Traction Co., of Philadelphia, for
March, 1900.

The formal opening of the Elizabeth & Westfield Street Railway
Co.'s through line from Plainficld, N. J., to Elizabeth, N. J., took
place on April 26th.

The Supreme Court of .Alabama in a recent decision uplmlds the
ruling of a lower court that whites and negroes should occupy sepa-
rate portions of street cars.

The Omaha (Neb.) Street Railway Co. is vigorously prosecut-
ing the two men arrested last November charged with stopping a
car and robbing the conductor.

The Wichita (Kan.) Railroad & Light Co. has issued $300,000 of
5 per cent 20-year bonds. Of the proceeds, $250,000 will be used
lor paying construction accounts.

A summer theater will be established at Rock Spring Park, near
Alton, 111., by W. M. Sauvage and J. F. Porter, president of the
Alton Railway, Gas & Electric Co.

A handsome brochure describing and illustrating Orchard Beach,
a pleasure resort near Manistee, Mich., has been published by Geo.
W. Swigart, of 411 River St., Manistee.

A rainfall of 6 in, at Birmingham, Ala., recently, so crippled the
lines of the Birmingham Railway & Electric Co. by washouts that
travel had to be temporarily suspended.

The franchise granted the Alliance (O.) Sebring & Salem Elec-
tric Railway Co. became void on May 2d, as no work had been
done upon the line within the specified time.

An ordinance has been passed by the Paducah (Ky.) common
council, fixing a license tax on all cars in the city. This will be
$10 per year for motor cars and $5 for trailers.

Representative Bell, of Colorado, has introduced a bill in the
House at Washington limiting the number of passengers on cars in
the District of Columbia to the seating capacity.

United Traction Co., of Pittsburg, reports for the month of
March, 1900: Gross earnings. $148,009; net earnings, $82,814; in-
terest, rentals, taxes, etc., $59,099; surplus, $23,714.

Motormen and conductors of the United Traction Co., of Pitts-
burg, on April 21st. received notice of an increase in pay to 215-2
cents an hour. The men do not belong to a union.

The oldest street railway employe in point of service in the state
of Massachusetts is said to be Francis A. Herring, of Somerville,
who has been in the business for 37 consecutive years.

A through service from Pittsburg to McKeesport has been insti"
tuted by the Monongahela (Pa.) Street Railway Co., in competi-
tion with the through line of the United Traction Co.

The Atlanta (Ga.) Railway & Power Co. requires all its motormen
and conductors to undergo a rigid physical examination which
costs them 50 cents each. This rule went into force May 1st.

Capitalists owning the Pittsburg (Pa.) & West End Traction Co.
have organized the Carnegie & Rosslyn Park Street Railway Co.,
to build a new feeder line to the Traction company's system.

A rate war is on between the Kansas City & Leavenworth Elec-
tric Ry. and a competing steam road. The former has cut the tare
between Kansas City and Leavenworth from 90 cents to 75 cents.

The controversy between William Ziegler and the other security
holders of the Lake Street Elevated. Chicago, pending in the courts
since 1896 has been compromised; the details have not been made
public.

The Lexington (Mass.) & Boston Street Railway Co. gave a
banquet commemorative of the opening of its railway at the Town
Hall in Lexington, on the afternoon of April 14th. Speeches were

May is, 1900.]

STREET RAILWAY REVIEW.

297

made, mutual congratulations exchanged, and the occasion was
thoroughly enjoyed by those who were fortunate cnouKh to he
present.

New ears have Ijeen received by the CaiiloTi-Massillon {<).) IClec-
tric Railway Co. to take the place of those reeenlly destroyed by
fire. The old service will now be resumed.

A perpetual injunction restraining the Erie (Pa.) Transit Co.
from crossing the Nickel Plate tracks was issued on April 16th and
will necessilale the Tr.insit eiiinpaiiy seenriiiK suini' other route
into Krie.

The St. Louis Transit Co. is said to have acquired control of the
Exposition Building, Music Hall and the Coliseum, in the city of
St. Louis, and will establish an elaborate winter and summer gar-
den resort.

Alderman I'aderson, of Chicago, proposes that the street rail-
ways shall haul garbage from the 35 delivery stations to the crema-
tories or dumps, the garbage cars being hauled between midnight
and 5 a. m.

The Winnebago Traction Co., of Oshkosh, Wis., has been incor-
porated with a capital stock of $650,000 as a reorganization of the
Oshkosh Traction Co., which is owned by Emerson McMillan of
New York.

A new freight box car is being built by the Rochester (N. Y.)
Railway Co. It will be run as a trailer and is 18 ft. long, 8 ft. wide,
has one window in each end, and one in each side, and a sliding door
in the center.

We are advised by Mr. Jas. A. Collins, secretary and assistant
general manager of the Cincinnati Street Ry. that his company is
considering the advisability of installing storage batteries at two or
more of its generating stations.

A handsome terminal station will be built at Niagara Falls, op-
posite Reservation Park, for the Buflfalo & Niagara Falls Electric
Ry. The Niagara Falls line will be generally improved and several
miles of new 85-Ib. steel rails put down.

The trolley mail service at Hartford, Conn., has been discontinued
temporarily because all the bids received by the postoffice for
emptying the boxes on the cars were considered too high. In March
last 74,000 letters were collected on the cars.

E.xtensive preparations are being made by the Brooklyn Rapid
Transit Co. for handling the Coney Island crowds next season.
Loops will be put in at the terminals and switches will be placed
at various points to facilitate the movements of cars.

Contracts for the erection of three generating stations have been
let by the Toledo (O.), Fremont & Sandusky Electric Railroad Co.
The buildings will be of brick and with the electrical apparatus
and machinery the proposed improvements will cost $100,000.

Among the street railways that have recently increased the wages
of their employes are: The Fox Electric Ry., Green Bay, Wis.,
an increase of from i to 3 cents per hour depending on past service.
The Decatur (111.) Electric Street Ry., an increase of about 12 per
cent.

The $298,000 of 6 per cent North Chicago Street R. R. certificates
of indebtedness, issued Jan. I, i8gi. but subject to call at par, have
been called for payment. This makes $413,000 of North and West
Chicago debentures retired since the Union Traction Co. secured
control.

A verdict for $1,300 damages has been granted against the Mil-
waukee Electric Railway & Light Co.. to a man who was thrown
from a car by its sudden starting. The plaintiff testified he had
a large bundle in his arms, which prevented him from catching
the railing.

All employes of the Northampton (Mass.) Street Railway Co.
who have outside work of any kind to do will hereafter have a
working day of nine hours instead of ten. The pay remains the
same. 'J'his action was voluntary on the part of the company.

The formal opening of the Georgetown (Mass.;, Rowley & Ips-
wich Street Ky., the connecting link between Newburyporl and
Boston, occurred April .30th. President Barnes of the company
was presented with a sterling silver loving cup by the business men
of Newburyport.

Owing to a strike o( teamsters and laborers the work of rebuild-
ing the street railway lines at Decatur, 111., was interrupted April
23d. Contractors offered the teamsters $2.75 a day for 10 hours'
work, but the latter demanded $3.00 for nine hours. Laborers
were paid $1.35 a day for 10 hours, but wanted $1.50.

Mr. W. S. Ruthell, superintendent of the Citizens' Railway Co.,
of Waco, Texas, writes us that the reports of damages to his line
from the recent wind and rain storm in Texas were greatly exag-
gerated. He states that two culverts destroyed and a few hundred
loads of gravel washed out were the only effects visible.

General Manager du Pont, of the Detroit street railway system,
announces that during the coming season a storage battery plant
will be erected in Detroit to help carry the heavy loads during busy
hours. The company will expend $150,000 in this improvement,
but Mr. du Pont estimates that the saving in fuel will more than
make it a paying investment.

The Brooklyn Heights Railroad Co. has sued the Brooklyn City
Railroad Co. for $2,000,000. The latter company in 1893 leased its
property to the former for 999 years and the suit is believed to be
instituted in a friendly spirit, because the Brooklyn Heights directors
did not wish to assume the responsibility for carrying out a con-
tract made by their predecessors.

In 1899 the e-xports of manufactures from the United States
amounted to $338,675,558, an increase of nearly $48,000,000 over the
preceding year. The manufactures constituted 28.13 per cent of the
total exports, which is greater than for any year except 1865, when
they amounted to 33.14 per cent; the value of exports of manufac-
tures in i86f was less than $86,000,000.

For the first quarter of 1900 the Citizen's Street Railway Co., of
Detroit, reports net earnings of $173,735, as against $132,205 for the
first quarter of 1899; .he Detroit Electric Railway Co. shows for
the same period of 1900, net earnings of $54,504, as against $36,242;
the Fort Wayne & Belle Isle Electric Railway Co. shows $17,978,
as against $16,300. This is a gain in earnings of 30 per cent for the
three roads together.

The Indianapolis Street Ry. was recently sued by a colored mind-
reader, who alleged she received personal injuries through the neg-
ligence of the company. In a demurrer the defendant claimed that
being a mind-reader, the plaintiff should have known of the intention
of the trainmen to start the car, and showed contributory negli-
gence. Besides this defense, however, the company had witnesses.

The U. S. Board of Engineers on Deep Waterways has been
making new measurements of the flow of water in the Niagara
River. Taking the mean level of Lake Erie at 572.78 ft. above sea
level, the mean flow of the river is given as 221.500 cu. ft. per sec-
ond. Should 10.000 cu. ft. per second be diverted from the dis-
charge of the Niagara River by the Chicago drainage canal, the
effect would be to lower Lake Erie by 0.4 ft.

,\ction has been brought against the Twin City Rapid Transit
Co.. of Minneapolis, by the county attorney to collect $t 1,000
claimed to be due under the state statute on foreign corporations.
The company holds that inasmuch as it simply acts as clearing
agent for the Minneapolis Street Railway Co. and the St. Paul
City Railway Co., both domestic corporations, it should not pay
the foreign tax, even though it was chartered in New Jersey.

298

STREET RAILWAY REVIEW.

[Vol. X, No. S-

NEW PUBLICATIONS.

THE ANNUAL CATALOG of Purdue University for 1899-1900
contains a summary of the different courses and lectures, a de-
scription of the laboratories and apparatus, conditions of admis-
sion, degrees and other data on the University and its work.

"NOTES ON PARAGUAY" is the title of an interesting pam-
phlet that is being distributed by the Philadelphia Commercial
Museums. It is edited by Enrique Plate, of Asuncion, Paraguay,
and deals with the industrial and commercial advantages of that
republic, which is rapidly taking a place among the leading coun-
tries of South .Vmcrica.

A DESCRIPTION of the natural beauties of Colorado has just
been published by Mr. P. S. Eustis, general passenger agent of
the Chicago. Burlington & Quincy R. R. To anyone interested in
the grandeur of Western scenery and particularly to one contem-
plating a visit to the country described the book will be indis-
pensable. Copies may be obtained by forwarding six cents in
stamps to Mr. Eustis at his Chicago address, 209 Adams St.

"THE FOUR CORNERS," the official weekly organ of the
Rochester Railway Co., of Rochester, N. Y., will be published dur-
ing the summer season of 1900. Volume i ran from May to No-
vember, 1899, and Vol. II, No. i, bearing date of May 4, 1900,
reached us a few days ago. In his announcement the editor says:
"The 'kickers' column' w^ill be kept up to the standard. During the
winter a big lot of awful cute kicks was collected. They will be
tersely told without stings, as the editor of the Street Railway
Review' would have them."

"PR.'VCTICAL ELECTRICITY," published by the Cleveland
Armature Works, Cleveland, O., will prove a valuable addition to
the library of any student of electricity. Beginning with the funda-
mental principles of electrical science, the book takes the reader
through the various branches to a point where the careful student
can comprehend the complete designing, care and operation of a
dynamo or motor. Special features are a list of review questions
at the end of each chapter, and a dictionary defining 1,500 elec-
trical words, terms and phrases. The price of the work is $2 per
copy.

"AMERICAN STREET RAILWAY INVESTMENTS," 1900
edition, has been published by the Street Railway Journal of New
York, and seems to have been prepared with the same degree of
accuracy as in former years. This edition of the "Red Book"
contains 289 reading pages, including 29 maps of the principal street
railway properties. It is issued about two months in advance of
the date of issue in previous years, and includes a large amount of
financial and statistical information not to be found elsewhere.
Of the 1,252 reports of street railway companies, over 80 per cent
have been examined and officially approved by the companies
themselves.

A LECTURE on "Mechanical Ventilation and Heating by a
Forced Circulation of Warm Air" was delivered at Sibley College,
Cornell University, a short time ago, by Walter B. Snow, and
is now reprinted in pamphlet form by the B. F. Sturtevant Co.,
of Boston, from whom copies can be secured on application.
The author first presents data on the relative costs of heating
and of ventilation for different rates of air change, and the pro-
portional decrease in the necessary temperature of the admitted
air, and increase in cost of ventilation, with the increase in volume
at the intake. He then describes typical installations of heating
and ventilating apparatus with the results secured in each case.

"WONDERLAND," the annual publication of scenery and
pleasures to be found along the Northern Pacific Ry., is now being
sent out by the general passenger agent, Mr. Chas. S. Fee, St.
Paul. This annual has become each year more interesting and at-
tractive, the aim being to present the territory occupied from a
different standpoint each time. This year the strong features of
"Wonderland" are the history of earliest exploration and settle-
ment, and numerous illustrations contrasting the car and locomo-
tive equipment of the first few years of operation with the splendid
rolling stock of today. The covers are from strong designs

modelled in clay, and nearly every page bears a beautiful illus-
tration. The hook is a gem. A copy will be sent to any address on
receipt of the postage— 6 cents.

"COMPOUND ENGINES" is the title of a monograph recently
issued by the Power Publishing Co., of New York. The pam-
phlet comprises 50 pages, 6x9 in., and is bound in flexible covers
uniform with "Condensers" published by the same company. It
is a series of three lectures by F. R. Low, reprinted from the
columns of Power; the first deals with the principles governing the
cylinder proportions of compound engines; the second is on com-
bining indicator diagrams, and the third treats of receivers. The
matter is plainly stated and by the use of concrete examples and
diagrams it is endeavored to make the subject clear to every one.
We regret to note that the author defines "power" as the "force
exerted through space;" there is already quite enough confusion
caused by the popular use of this term as synonymous with energy,
without misusing it in a technical book. The price of the book
is 50 cents.

•DYNAMOMETERS AND THE MEASUREMENT OF
WORK," by J. J. Flathcr, professor of mechanical engineering
at the University of Wisconsin, was originally published in 1892.
The first edition comprised descriptions of the construction and
principles of operaton of the various forms of dynamometers used
in measuring power, the work being used as the basis of a course
of lectures to engineering students. A second edition has just been
published and in it the author has added new chapters and greatly
enlarged the scope with a view to making the book more useful for
shopmen and engineers generally. Four of the new chapters deal
with the measurement of electrical power. The measurement of
the power of water motors is also fully discussed. In the chapter
on the power required to drive machines there have been collated
the results of all the reliable tests available; these data fill 50 pages
and constitute a valuable reference for a man called upon to design
a shop. The work comprises 403 pages with 141 illustrations; 12
mo, cloth binding. The publishers are John Wiley & Sons, of New
York. London: Chapman & Hall, Ltd. Price, $3.

CAUTIONS ON TRANSFER SLIPS.

Beginning with May 1st the Chicago Union Tra'ction Co. has
had the customary warnings to passengers, usually seen on placards
inside the car, printed on the back of the transfer slips. The
notice is in German as well as English, as may be seen from the
reproduction shown herewith.

Passengers must not get on or off this car while it is in motion.

Many accidents occur from people t-oarding and leaving the car in
motion and facing in the wrong direction.

When leaving the car, step off facing id the direction the car was
njovingf before it stopped.

iialloqicre foStcn nidjt iiuf iiicie dar ftrigtn obtr ven iet\tU>m eWmtn,
iMlirdiD fic im ©ouflc ift.

iliflt Ilnjollc fommcn Bor, Wtnn Stiite 6tim (viiifltincii obtr 9l6ftcigm Don
tlntr im (5aiifl licliuliliciicn Cor ridl bcc (oljiticii WitfilMnn luiucnbcn.

Sfloiin mnn Bou in Our aiifttint, joUlt man (id) bcr Widilung jiimcnbcn. In
lutliiin' bie gar fulir. c\)e {it ant)uli.

RAPID TRANSIT IN NEW YORK.

The mayor of New York on April 13th approved the bill ex-
tending the powers of the Rapid Transit Commission to all bor-
oughs in the city; this bill also gives the commission control over
avenue and tunnel franchises.

On April 17th three contracts for material and eight contracts
for construction were awarded. The Carnegie Steel Co. will fur-
nish 72,955 tons of structural steel, the Sicillian Asphalt Paving Co.,
775.795 sq. yd. of asphalt waterproofing, and the United Building
Material Co., of Philadelphia', will furnish the cement.

The construction contracts cover the sections from the Post
Office to Great Jones St., from 104th St. to 181st St. (west side),
and from 103d St. to 135th St. (east side).
< « »

The Galipolis (O.) & Point Pleasant Ry. suspended business on
May 14th, and discharged all its employes. The road has not been
making expenses.

May 15, 1500.1

STREET RAILWAY REVIEW.

299

STANDARDIZING OF STREET AND SUBUR-
BAN CARS.

Kditor "Review": Is (Irtc a necessity or need for such, or even an
advantage in il to railroad companies, car builders or the public?
Perhaps, before answering these (|uestions, it should first be de-
termined to what extent cars should be standard, and whose stand-
ard is to be adopted.

If by a standard car body is meant that tlie general dimensions, as
to length, width, height and size of platforms, or, in other words,
those features governing the general appearance of cars are to be
alike, that is one thing, and hardly worth considering. But, if it is
intended that the dimensions of sills, crossbars, posts, carlines,
rafters, platform knees, sash, doors and all other detail are to be
uniform, so that parts of cars from one maker will be interchange-
able with similar parts from another, the problem at once becomes
complicated, if not entirely impracticable of solution.

It might seem possible that a style of car could be agreed on,
drawings and blue prints, covering all details, made and such sent to
different manufacturers to work from, and cars interchangeable in
all parts be the result, but the experience of the writer leads him to
conclude it would not be so in practice, but, even though it was
practical, would it be worth the cost? lie doubts it.

I am inclined to the belief thai it is not feasible to secure standard
cars, because;
I. They would be standard in name, but not in fact.

It would discourage improvements in design and durability.

It would stifle the spirit of enterprise in individual railroad

managers and car builders.

It would be unsatisfactory and monotonous to passengers.

It would encourage procrastination on part of railroad managers

and attendant evils.

It would entail loss on car builders and their customers.

Local conditions are not alike.

8. Conditions and rerpiiremenls are constantly changing.

9. It would degrade the art of car building.

10. It is against the best interests of humanity, for it would lend
towards the suppression of individualism, which should be ex-
alted, if the highest development of the citizen and mankind is
to be attained.

C.'XR BUILDER.
♦ • »

FAULKNER TROLLEY EAR.

The I'"aulkner ear is also designed for use with the "Type W" hang-
ers as well as those having insulated bolts. The curved lip on the
lower jaw is 1-16 in. thick, but at each end is ground down to an

The accompanying illustrations show a new type of trolley wire
ear known as the Faulkner, recently placed on the market by the
Ohio Electric Specialty Manufacturing Co., of Troy, O. The ear
consists of three castings, of which back views are shown as well

KK.\R VIEW OI" SEPARATE PARTS.

as a front view of the assembled whole. AW of these parts are made
of tough bronze metal and they are ground to gage so as to be in-
terchangeable and insure a good fit on the trolley wire. The two
lower portions almost completely surround the wire; when the two
jaws A and D are in place the thimble or collar C is slipped over
the shank and" the bolt B screwed in pulling up the lower jaw. while
the collar forces the upper jaw down and the wire is firmly clamped.

rkONT .11 I.K ( OMI'I.ETK

edge so that it presents only a slight obstruction to the trolley

wheel.
The special advantages claimed for this car are that it can be
'luickly put on or taken off, the operation re-
luiring only two minutes; no tools or solder-

; i , .-_ -... ing are required; the ear automatically de-

'- 1 j j ; laches itself from the wire in case the hanger

s(ud breaks, and thus prevents danger of in-
jury through the wheel or pole striking; spare
ears can be carried on the cars and put in
place by the conductor or motorman; it rare-
ly gets loose, but has a tendency to become
tighter with use; it can be readily adjusted or
moved along the wire and new line strung to
great advantage; it is equally as well adapted
for curves as for straight track; it can be used
with all types of hangers having a stud pro-
jecting from the insulation; only one piece
wears out and it can be replaced, the parts be-
ing interchangeable.

The standard size is 6 in. long by z'/i in.
high, but longer ears are furnished on request;
the parts are made to fit any size of wire or
SECTION hanger stud.

CONSOLIDATIONS AT SEATTLE, WASH.

The Seattle Electric Co. has been organized at Seattle, Wash.,
and will operate the properties of the following companies: Seattle
Traction Co., West Street & North End Electric Ry., Madison
Street Cable Ry., Union Trunk Line, Consumers Electric Co., Seat-
tle Steam Heat & Power Co.. Third Street & Suburban Ry., Union
Electric Co. and Burke Lighting Plant.

The new company has 20 miles of cable and 50 miles of electric
railway. The property will be under the management of Stone &
Webster, of Boston. The company will have $1,250,000 of pre-
ferred stock, $5,000,000 of common stock and an authorized bond
issue of $5,000,000. of which $1,500,000 will be held in treasury.

The officers are: President, Jacob Furth; vice-president, H. B.
Sawyer; treasurer. W. C. Forbes; secretary, George Donworth; as-
sistant treasurer. Frank Dabney; assistant secretary, Eliot Wads-
worth.

NOT NECESSARY TO -MOVE FORWARD. '

The superior court at Milwaukee holds a passenger cannot be
ejected from a car for refusing to obey an order of the conductor
to move forward. The decision says that the man who stands up
in the car, if he does not block the aisle, has as much right to his
place as a passenger has to the seat he occupies, and the conductor
has no more right to oblige a person to change position than he
has to oblige one to give up his seat to another.

Two recommendations were made last month by the Railway
Committee of the Ontario Pro\-incial Parliament. One provides
for the adoption of fenders on all cars and the other limits the pas-
senger fare to be charged on electric railways to two cents a mile.

General offices of the Houghton (Mich.) County Street Railway
Co. will be located at Hancock. Mich. AH franchises have been se-
cured and arrangements perfected for immediately commencing
work.

300

STREET RAILWAY REVIEW.

[Vol.. X, No. 5.

STRIKE AT LITTLE ROCK.

CHANGES AT PITTSBURG.

On April 28th the Central Trades Council of Little Rock, .^rk.,
sent a committee to Gen. Mgr. W. C. Badger, of the Little Rock
Traction & Electric Co.. and demanded the reinstatement of a half
dozen men recently discharged, "better treatment of employes,"
and recognition of the union. The reply of the company was as
follows: "It is indispensable that the company should at all times
have and exercise the right to .discharge any employe whenever,
in its opinion, such course is necessary or prudent: and it cannot
recognize the right of any person to dictate whom it shall take into
its employ, or whom it shall discharge."

The men decided to strike and quit work on May 2d. May 5th
Pres. Allen N. Johnson petitioned the Federal Court for the ap-
pointment of a receiver, and the court named him for the position,
and issued an order restraining all persons from interfering in any
manner with the operation of the cars.

IMPROVED UNDER FEED STOKER.

The Under- Feed Stoker Co. of .\merica has been organized un-.
der the laws of New Jersey and will control the Jones under-feed
stoker patents in this country, having general offices at 218 LaSalle
St., Chicago.

The stoker consists of a steam cylinder or ram. with a hopper
for receiving the coal, located outside the furnace proper, and a
retort or fuel magazine inside the furnace into which the green
fuel is forced by means of the ram; tuyere blocks for the admission
of air are placed at either side of the retort and at the bottom of the

SECTION OF JONES' UNDERFEED STOKER.

retort, where the fire never reaches, is an auxiliary ram or pusher
for getting an even distribution of the coal. The coal is forced un-
derneath the fire, each charge of fuel raising the preceding charge
upward until it reaches the fire. The coal is coked before it reaches
the fire and as the gases are liberated under the bed of coals and
at the same time mi.xed with air, they necessarily pass through
the fire and perfect combustion is secured. Air is supplied through
the tuyere blocks by a blower, .^fter the fire is thoroughly started

ELEVATION OF STOKER.

not more than two charges of the ram should be fed at one time,
as otherwise green coal will be forced into the fire.

The claims made for this stoker are: Economy of fuel because
of more perfect combustion; adapted to any kind of fuel; a smoke-
less stack; simplicity; easy control; durability; no mechanism ex-
posed to the fire. Comparative tests made by reputable engineers
show gains of from i6 to 23 per cent over hand firing.

The officers of the company are: President, George Gooderham;
vice-presidents, Charles H. Smyth, Elias Rogers, Henry M. Pel-
latt; secretary, T. A. Rowan; managing director, Charles H. Smyth;
manager, Fred A. Daley; chief engineer, James Milne.

In addition to the appointment of Mr. W. Kesley Schoepf lo the
position of general manager of the Consolidated Traction Co., of
Pittsburg, as mentioned elsewhere in this issue, there have been a
number of changes in the official staf? of that company. Among
these are the resignation of Mr. Jas. A. McDevitt, secretary of the
corporation since its organization, the appointment of Mr. F.
Uhlenhaut, jr., of New York, to the ofTice of chief engineer, and
the creation of a new office, that of comptroller, with Mr. Samuel
E. Moore, formerly of Philadelphia, as the first incumbent. Mr.
Uhlenhaut was at one time employed with the Thomson-Houston
Co., and has been assistant engineer and also chief engineer of the
Philadelphia Traction Co., assistant engineer of the Metropolitan
Street Ry., of New York, and expert consulting engineer of the
Telephone, Telegraph & Cable Co., of New York, which place he
leaves to go to Pittsburg. Mr. Moore is an accountant of reputa-
tion, having for years held the position of secretary and auditor of
the Carnegie Steel Co., and later auditor of the Philadelphia Co., a
corporation controlling a number of gas, electric light and street
railway properties.

» « »

PRICE OF STEEL RAILS.

Chicago quotations for new steel T rails range -from $35 to $40
per ton; angle bars are quoted at 2 cents; spikes, $2.40; bolts, $3.30.
Prices at Eastern mills about the same. Relaying steel rails are
$28 to $30.

.\ndrew Carnegie, in an interview telegraphed from London on
May loth is quoted as saying: "I do not believe any serious reduc-
tion in prices will occur in the .American iron and steel market.
The world's demand shows signs of increasing rather than decreas-
ing. The recent drop was merely a transition from fictitious to
real values."

GAVE HER HER OWN WAY.

The division superintendent of a certain line in Cincinnati be-
lieves in taking a woman at her word. A conductor called him up
and asked what to. do with a female passenger who had forgotten
to ask for a transfer, and after boarding the second car not only re-
fused to pay again but demanded a transfer to a third line.saying she
would ride all night unless she obtained it. The superintendent re-
plied to let her ride. She spent the evening making the round trip
from Cincinnati to Winton Place but when the car was run into the
barn for the night she concluded to find more comfortable quarters.
♦-•-♦

LACKAWANA RAILROAD.

If one were asked after a dozen or more rides over the main
line or branches of the Delaware, Lackawanna & Western R. R.,
what portion of the route presented the most attractive features, or
how the service compared with that on other lines in New York
or Pennsylvania, we fancy he would agree with us in saying that
the section between Corning and Binghamton was the most to
be admired, and that if a comparison were to be instituted no
other road surpassed this in comfort, speed, convenience, attention
of employes, or even in scenic features.

The advertising circulars sent out by this road call attention in
glowing terms to the natural beauties of the rugged region about
the Delaware Water Gap, and from there on to the coal regions
about Scranton. These pen pictures are not overdrawn, for the
scenery is indeed attractive and beautiful, but for a picture of
quiet beauty and the mingling of nature with the handiwork of
man, the route in cither direction between the cities named must
bear the palm. The rich fields with growing crops in great variety,
including both grains and fruit, the different rivers and the fields
backed by comfortable homes, surrounded by flowering lawns,
with the grazing land on the hills still farther in the background
please the eye and fill the traveler with a sense of beauty and
even grandeur that can hardly be outdone by one's ideals of the
realms of bliss that the preachers teach are the homes of the
blessed beyond the river of time. By day or by night, in summer
or in winter, there is a something about the scenery and service
of this road that makes one desire to repeat the trip at every possi-
ble opportunity.

Mav 15,

STREKT RAILWAY RF.VIF.W.

3(»1

CHAS, J, MAYER,

President.

A, H. ENGLUND.
See'y & Tnn.

CABLE ADDRESS:

"MAYLUND" PhiUdelphia.
A. B. C, Code, 4th Ed.

PHILADELRHIA, R/\.

NEW VOHK OFFICE:
85 LIBERTY STRE)ET.

Electric Railway Material and Supplies of Every Description.

We are exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

R. D. Nuttall Co., Allc>;lieiiy, Pu.

(ItMrs. J>iiii,»ns. IJcariiti/s, Trullcv?.. Ktc.

Van Wat'oner \ Williams Hardware Co., Cleveland, ().

I)r,t|t|H'tl I''(iru'i'(I CopiHT C<min)utal<,r St'i^-iiietiis.

The Protected Rail Hond Co., Philadelphia.

■■Pr.)U'ilwl" Fli-xll.lc Rail Uuiiils,

American Electric Heatinfi- Corporation, Iluston, Mass.

IClectric Car Hi-alrr^ nf Every Dc^itni,

Chisholni & Moore Manf^f. Co., Cleveland, O.

MiHtri-'s Chain Unisi^.

New York & Ohio Co., Warren, O.

"PacUai'd" IncaiHli'sceiil LaintiN.

The International Kejfinter Co., ChicaKo, III.

Siiiirlc and Oitnble Far,^ Hvifl*wrn.

W. T. C. Macallcii Co.. BoHton. Mai.*.

StandanI 0\-«Tlii'ait Iii,>utatMit' Material.

Bradford Heltin^ Co., Cincinnati, O.

"M'tiiarcli" liiKulalhii; l*aint.

Sterling Varnish Co.. Pittsburg, I'a.

SuTline Xf» I'riKXwt IitKulatinir Varni«h.

Garton Daniels Electric Co., Keokuk. la.

(lartun Liiflilniiiir ArreKtcr*.,

D. & W. Fuse Co., Providence, K. I.

EncIOM'd Non-Arcliiiiir Kum^s.

Special Agents: Amekican Elkctkicai. Wokks, Providence, R. I.

We carry the largest stock in this country of Strictly Electric Railway Material.

Wc arc now occupying our entire building, five floors and basement.

Sptcial Attention Given to Export Business.

Send for Catalogues.

mr^i^^i0<^K^..^;tm^Mii^^m'^^^^

i ECHOES rBOA\ TMEl TRADE

\^(^,'mM'Aim^m^^^

TllK ATLAS RAILWAY SUl'l'LV CO., Chicago, has moved
Irom llu- Moiuuliiock BlocU to looms 1523-15^4 Manhattan Building.

MR. ROBT. L. McQUAT advises us that on April 2Sth the lirni
of Varncy & McQuat was dissolved and he sticcccdcd to the entire
business.

MeGILL, PORTER & BERG., 309 Dearborn St., Chicago, scut
to all its friends at Easter a beautiful portrait in colors of a young
woman's head.

TIIF. WULIT'; NL\.\L'1<'ACTURING CO.. of Chicago, maker
of gasoline ai>pliances. has moved into new and larijer quarters at
192-104 Micliigan St.

\V.\GENH.\LS are headlights are used on cars of the New
Jersey & Hudson River Railway & Ferry Co.. UndcrclitT. \. J., and
arc giving excellent satisfaction.

THE SIEGRIST LUBRICATOR CO.. of St. Louis, Mo., is
to equip all the plants of the Terminal Railroad Association of St.
Louis with the Siegrist automatic oiling system.

THE B. F. STURTEVANT CO.. of Boston, has brought out
the third edition of its Bulletin "H," describing special types of fans
with open and enclosed bi-polar and multi-polar motors.

THE PHOENIX IRON WORKS CO.. of Meadville. Pa., has
removed its Chicago office to Rooms 202-203-204 Western Union
Building. Mr. Cary remains as the company's Chicago representa-
tive.

TlllC KEIIHN ELECTRIC RAILWAY CO.. of Kawasaki,
J.ipan, placed the order for its trucks with J. G. Brill Co., Phila-
delphia, and for motors and controllers with the Westinghousc
company.

AN ORDER TO SELL the real estate of A. Groetzinger &
Sons, of Allegheny, Pa., bankrupts, having been applied for. a
hearing in the matter will be held at St. Nicholas Building, Pitts-
burg, May 22. HKX). at 11 o'clock.

THE MOLONEV-BENNET BELTING CO.. of Chicago, an-
nounces the removal of its offices to 34-36 South Canal St. This
company's motto is '^We Lead." usually printed under a picture of a
little cu|)id leading a lion by the mane.

THE BURT MANUFACTURING CO.. ol Akron. O.. furnished
the oiling system for the newly opened electric plant 01 the Com-
pania dc Ferroearrilas del Distrito Federal de Mexico, which owns
the street railway lines of Mexico City.

THE LINK-BELT MACHINERY CO.. of Chicago, writes that
it has sold all the patents, stock and good will of that portion of its
business known as the electrical mining machinery department to
the Goodman Manufacturing Co.. of Chicago.

A. L. IDE & SONS, of Springiield. 111., have published a sup-
plemental catalog giving data on their new 'Ideal Special"
engine. This model is the same as the well known 'Ideal" with
the exception that it has a flat balanced type of valve, driven direct
from the eccentric rod. avoiding the use of slides, rocker arms or
offsets. No additional stuffing-boxes are introduced, but by the

302

STREET RAILWAY REVIEW.

[Vol. X, No. s-

system of interior connection from valve-rod to valve, the valve
seat is brought close to cylinder walls and clearances kept low.

HUNTER ILLUMINATED CAR SIGNS have been adopted
for all the cars in Kansas City, Mo., and will be placed in position
before the convention in October. These devices have also been
ordered for all the open cars at Wichita, Kan.

MR. J. W. HARTY has been appointed western agent for the
Detroit Steel & Spring Co., with offices at 1 126 Monadnock Block,
Chicago. Mr. Harty takes the position made vacant by the death
of Mr. G. H. Quinn, which occurred last month.

THE STAND.\RD UNDERGROUND C.A.BLE CO. announces
the removal of its New York offices to more commodious quarters
at No. 56 Ljiberty St. (corner Nassau), and at the new location
will be glad fo welcome its customers and friends.

THE BUCKEYE ENGINE CO., of Salem, O., through its
Chicago agent, H. E. Troutman, recently sold the Illinois Steel Co.,
of Chicago, one i,8oo-h. p., 30 and 60 by 48 in. direct connected
cross compound engine for one of its large steel plants.

THE CHASE CONSTRUCTION CO., of Detroit, Mich., is
drawing attention to some of its recent work by means of a tasteful
wall poster 10 x 8 in. bearing miniature photographs of special
features on several roads for which it was general contractor.

CH.\SE-SH.'\WMUT CO., of Boston, has a new catalog on its
standard "Knock-out" junction and outlet boxes, for which one
of the strong claims is that they can be instantly disconnected
from the conduit by unscrewing the nipples from the inside of the
box.

THE CRANE CO., Chicago, has closed a contract with the St.
Louis Transit Co. for all the valves required in its new power plant
at Vandeventer Ave.; the company has just completed the installa-
tion of the piping in the plant of the Cincinnati, Aurora & Law-
rcnceburg Electric Ry.

THE BETHLEHEM STEEL CO., of South Bethlehem, Pa.,
has taken an order for crank-shaft forgings to go to Australia, the
purchase having been made through the New York office, by a
representative of the Australian engineers who recently visited the
United States on a tour of inspection.

H. C. GRAHAM, of 137 Grand Ave., Milwaukee, was on May
5th appointed receiver for the Milwaukee Railjoint & Welding Co.
He announced that the company's property in his hands, consisting
of three complete cast-welding outfits and a stock of steel and scrap
iron, would be sold at public aution May 15th.

E. P. ROBERTS & CO., controlling engineers, of Cleveland, have
changed their offices from the Osborn Building to the Electric
Building on Prospect St. In a neat booklet recently issued they
point out the advantages of employing competent engineers when
building new lines, and describe some of the work they have done.

SHEAFF & JAASTAD, 85 Water St., Boston, Mass., are build-
ing a number of street railway power plants. These include one at
Lexington, Mass., for the Lexington & Boston Street Ry. Co.; one
of 300 kw. capacity at Medway, O., for the Springfield, Dayton &
Urbana Street Ry.; one at Portland, Me., and one at Exeter, N. H.

MR. W. T. VAN DORN. Monadnock Block, Chicago, recently
returned from a business trip in the East. He reports trade in
excellent condition, orders for couplings having been received last
month from 15 different companies. The wide-spread demand for
Van Dorn goods is shown by the fact that these orders came from
various roads all the way from Chicago to Japan.

THE PITTSBURG REDUCTION CO. has changed its New
York office from the Havemeyer Building to the Phelps-Dodge
Building, corner Cliff and John Sts., where it will carry a small
stock of standard sizes and grades of aluminum ingots, sheets
and wire. Mr. Chas. W. Hall has left the employ of the company

and Mr. S. K. Colby, the Eastern sales agent, will assume charge
of the New York local business.

THE J. G. BRILL CO., of Philadelphia, is sending out the
seventh of its series of circulars relating to its truck No. 27, which
it calls the "Perfect" passenger truck. The chief claim made for
this type is that it is built with the characteristic properties of a
three-legged stool, that is there is always an equal weight on each
one of the supports, which in this case are the four wheels.

THE INTERNATIONAL CORRESPONDENCE SCHOOL
at Scranton, Pa., has opened a new course known as "Railway
Motor Engineering," which is intended for operators and those
who wish to become operators of electrical machinery, as dynamos,
motors, etc. It has been prepared by Eugene C. Parham, superin-
tendent of the Nassau division of the Brooklyn Rapid Transit Co.

THE STAR BRASS WORKS, Kalamazoo, Mich., maker of the
Kalamazoo trolley wheel, has appointed Mr. Geo. E. Pratt as its
expert and general contracting agent, with headquarters at Phila-
delphia. The rapidly growdng popularity of the Star company's
product has made an eastern oflice a necessity, and with this and
Mr. Pratt's wide acquaintance it will be in better position than ever
to vigorously push its specialties.

MR. MAJOR, of the Major Cement Co., of New York, writes
us that he considers the enviable reputation enjoyed by his cement
to be due to the fact that in its making nothing but the very best
materials are used. He states that one of the ingredients costs $3.75
per lb., and another costs $2.65 a gal., while a large share of the so-
called cements and liquid glues on the market are nothing more than
i6-cent glue, dissolved in water or citric acid.

HOHENADEL BROS., of 211-213 Madison St., Chicago, make
uniform caps for the Chicago Union Traction Co., the Chicago City
Railway Co., the Metropolitan Street Railway Co., of Kansas City,
Mo., the Milwaukee Electric Railway & Light Co., the Twin City
Rapid Transit Co., of Minneapolis, and several other street railway
companies. The firm has recently published a new catalog describ-
ing its goods. This will be sent on application.

THE PAIGE IRON WORKS, of Chicago, has sent us its 1900
catalog describing the various types of switches, frogs, crossings,
switch stands, rail braces, guard rails, track tools and special work
which it makes. At the back of the book are a number of valuable
tables. These include weights of flat rolled bars per lineal foot,
weights of square and round bars, data for determining dimensions
of frogs and turnouts, and a table of middle ordinates.

THE CREAGHEAD ENGINEERING CO., of Cincinnati, is
making the second shipment of overhead material for the electrical
works of the Boston & Maine R. R. at Portsmouth, N. H. The
Creaghead flexible bracket system has also recently been ordered
for the Spartansburg (S. C.) Railway, Gas & Electric Co., the
Milford, Attleboro & Woonsocket Street Railway Co., and also
for a line running from Northampton through East Hampton, Mass.

THE BERLIN IRON BRIDGE CO., of East Berlin, Conn., is
erecting at Pittsburg, Pa., an additional manufacturing plant that
will have a capacity of from 3,000 to 4,000 tons of completed ma-
terial per month, and will be one of the best equipped establish-
ments of its kind in the world. Electricity will be the motive power
throughout. Over 20 Chisholm & Moore traveling cranes of vari-
ous sizes and designs are among the labor saving devices that will
be installed.

THE COMPRESSED AIR CO., with a capital of $8,000,000,
was incorporated in New York April 9th and will take over the
property of the American Air Power Co., of New York, and the
Compressed Air Motor Co., of Chicago. The new company will
have $750,000 of 7-per cent, non-cumulative preferred stock and
$7,250,000 of common. President Cooke states that the company
has orders for 128 cars from the Metropolitan Street Ry., of New-
York, for use on the cross-town lines. The directors are: William
L. Elkins and Thomas Dolan, of Philadelphia; G. E. P. Howard,
Henry D. Cooke, Francis R. Foraker, William C. Duxbury, Charles

str1':et railway review.

303

PUULl.HED ON THE IStm OF EACH MONTH.

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MONON BUILDING, CHICAGO.

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Address all Commutiications and Remitlauces to Wiudsor it Ketifield Publishing Co..
ifoniin lUiilditig^ Chicago.

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Bditor.

F. S. KENFIELD.

Business Manager.

EASTERN OFFICE. 123 LIBERTY STREET, NEW YORK.

C. B. FAIRCHILD. EASTERN REPRESENTATIVE.

CORRESPONDENCE-.

We cordially invito corrt'spiMuli'iico tni all subjects of interest to those
onpajjed in any branch nf street railway \vurk, and will gratefully appreciate
any marked copies of papers or news items our street railway friends may send
us, pcrtainini,' either to companies or officers.

DOES THE MANAGER WANT ANYTHING?

If you Contemplate the purchase of any supplies or material, we can save
you much time and trouble. Drop a line to The Review, statinp what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charg-e for publishinp such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.

VOL. X.

JUNE 15, 1900.

NO. 6

"The point of a comprehensive set of accounts to be kept so that
the condition of business can at all times be understood is a great
deal more important than we imagine until we go into it, and the
more you get into it the mare information you will get." — E. H.
Jenkins, in <liscussing a paper before the Southwestern Gas, Elec-
tric & Street Railway .-Vssociatiun.

The "Big Four" railroad is having considerable trouble from the
competition of the many electric lines running between stations
which it serves, but the management announces that no eflfort will
be made to inaugurate a rate war. The general superintendent is
quoted as saying, "We might put on trains every hour, make the
electric line lose money and lose money ourselves, but when it is
all over the electric lines will still be there." This is one of the dis-
tinguishing features of electric lines. They are always there.

.■\ new kind of trouble for street railways has appeared, and it is a
good deal larger than a man's hand: in fact it is about the size of a
fat man. Brooklyn is responsible for the discovery of this strange
type of damage claim. A woman in that city has secured a ver-
dict for $2.^00, as a recompense lor the great bodily discomfort
occasioned by the unceremonious manner in which a certain fat
man passenger sat down upon said plaintiff while both passengers
were upon a street car.

If the higher courts sustain the award the fat man will become
an object of susi)icion, to be classed with the grab-handle man and
other fiends.

Electricity has undoubtedly worked wonders in the last decade
but it is not wise to claim too much as was inadvertently done by
Sir \V. H. Preece (according to the report of his address as pub-

iisheil in EnRineering of London) in lll^c ii~mii(4 \\k ■|<elallllll^ be-
Iween ICngineering and l-lleclricity." Sir William is quoted as
follows: "The waste forces nf nature are thus within onr Krasp.
The waterfalls of the Highlands may work ihc tramways of Glas-
gow; Niagara Kails already works those of Baltimore." The fol-
lowing issue of Engineering contained a letter asking for Ihc pub-
lication of complete details of the Niagara l-'alls-Hallimorc installa-
lion. The .American reader will at once recogiii/.e liallimorv as a
slip of the lien for IJufTalo.

( )n another page of this issue is a very inlerestiiig paper on
station economies, read before the Natii>nal Electric Light Asso-
cialir)n by Mr. 'W. L. .Abbott, of the Chicago Edison Co. The
sub-heads of this paper are "Oil and Waste," "Cylinder Lubrica-
tion," "Hours of Work" an<l "The Euel Question" anri under each
of these the station engineer will find valuable pointers. Mr. Abbott
has what might be called a "dispatching" system for assigning the
boiler and engine room forces by means of which the number of
men on duly is made to correspond almost exactly to the load curve
of the station and the maximum economy secured. Stress is laid
on the fact a fireman will burn fuel costing from lo to 15 times as
nnich as his wages, and therefore the iin|)ortance of cutting down
expenses by educating the fireman. The econometcr diagrams very
forcibly illustrate the value of station records of performance, es-
pecially those whereby the quality of the indiviibi.-il man's work can
be examined.

In our last issue was published an extract from an address by
Professor Rowe of the University of Pennsylvania, wherein he made
the point that cities were not the proper political units to control
street railways for the reason that the territory ser\'cd by these
transportation lines was even now in many instances far greater
in extent than the municipality itself. In the future this condition
will become even more marked. In England since the advent of
electric traction a great many municipalities, and other local au-
thorities, have embarked in the transportation business and even the
comparatively short experience had up to the present shows that
local jealousies existing between contiguous towns and boroughs
has greatly hampered the legitimate development of the electric
railway enterprises along lines that would make them of the greatest
benefit to the patrons of the system. The municipalities appreciate
the advantages of extending their tramway sy.stems into adjoining
towns and villages, what we would call the suburbs, but find that it
is next to impossible to make arrangements with these other muni-
cipal boards for the joint operation of the lines.

It is interesting to note how the non-technical press of England
is following the lead of our own daily papers in printing under
scare head lines, exaggerated and distorted accounts of accidents
due to the presence of electric tram cars in city streets — a practice,
however, that is fortunately not so much the fashion in this country
as it was a year or two ago, when the imagined "Juggernaut" qual-
ities of the electric motor car furnished so much material for
the enthusiastic but harebrained reporter. .As one example of this
pernicious habit a leading English newspaper after an accident in
which a boy was injured by a motor car. published a long account
of the mishap under the headline. "Child Electrocuted" when as a
matter of fact from the paper's own account, it is evident that elec-
tricity had nothing to do with the accident, which undoubtedly
would have occurred had horses been the motive power.

These misguided attempts to block the progress of electric trac-
tion will have no more lasting eflfect than did the effort to prevent
the introduction into English cities of the overhead trolley, on the
ground of its unsightliness, concerning which scarcely a wnrd is
now heard.

.•\ writer in one of our electrical exchanges in discussing the pro-
jiosed operation at the rate of 60 miles an hour on an interurban road
now building is inclined to question the practicability of the plan in
some respects. He admits the ability of the motors to drive cars at
that speed, but fears there will be little left of the overhead construc-
tion after a few trips with the trolley jumping the wire. In our opin-
ion his fears are not well grounded. We agree with him that a trol-
ley off the wire at a mile a minute might work havoc, although de-
vices are in successful service for preventing such catastrophies.
With the overhead work in first class condition, as it would necessar-

304

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

ily have to be for operation at over 30 miles an hour, and with a
smooth track there should be little trouble from this source. Indeed,
the speed in question would in itself demand a roadbed of the first
order, well graded, surfaced and ballasted. Our observation has
been that soft track and inequalities of track surface have quite as
much to do with trolleys jumping as any one thing. Curves have
always been a favorite place for the trolley to jump, but electric cars
would hardly try to enter any but very slight curves at 60 miles an
hour, and indeed they have no occasion to do so, as the car is so
readily controlled both in reducing speed and taking it up again that
the loss of time at such points would be immaterial.

The prime requisite for high speed electric service is substantial
and smooth track, and with this and the double trucks which are now
built with a special view to fast and safe travel the mile a minute
becomes less of an electrical and mechanical problem than was a
speed of 25 miles an hour not so very many years ago.

The advertisement in a trade journal doe.s a vast amount of good
work, for which the paper in which it appears gets absolutely no
credit whatever. In these days the busy manager in a hurry to get
information or prices, seldom stops to include in his letter a few
words which would have informed the party addressed where the
inquiry originated. We have just experienced a case of this
identical thing, which leads to these few lines on the subject. The
writer was in need of some certain material and hunted up a trade
paper devoted to the business in question. From advertisements
he selected three names, all of which he saw for the first time,
and opened correspondence. The result was an order for over
five hundred dollars worth of material from one of these three.
It was not for several days after the transaction had been closed
and the goods delivered, that the purchaser happened to think
he had not thought of telling the seller that the trade was due
entirely to having seen his advertisement in a certain trade paper.
If one directly interested in the actual work of publishing a trade
paper forgets to mention the source of information which was
directly responsible for placing an order with a certain party, it
is no wonder that the average buyer should forget to give that
credit which is so much appreciated by both the publisher and the
advertiser.

Throughout Europe the urban transportation companies most
generally charge a fare proportional to the length of the ride and
the number of passengers is limited to the seating capacity of the
car: in some instances a few passengers may be permitted to stand
on the platforms, but the number of these is also strictly limited.
The effect of these regulations and methods is first to greatly limit
the ability of the companies to serve the public, and second to dis-
courage territorial expansion of cities. The graduated fare is per-
haps too thoroughly established in Europe to be readily altered for
years to come though more and more stress is being laid on the
effect of the .\mcrican system of uniform fares which enables the
workingman to reach his home in the suburbs at no greater cost
for transportation.

As regards standing room on street cars the practice abroad will
probably be more easily and quickly changed. The Tramway &
Railway World says editorially in a recent issue:

"The immoral and unsanitary condition of the slums are almost
entirely due to the unnatural and unnecessary crowding of the popu-
lation into insufficient space. America has found that this can be
remedied by giving rapid transit at cheap rates into the suburban
districts. This rapid movement of the working population is. how-
ever, obtained at the expense of some personal discomfort during
the rush hours of morning and evening. From the moral and sani-
trry points of view the result is infinitely above the cost of obfai"-
ing it. * * * * If tramways are to meet the needs of the peo-
ple as fully as they can do. it is essential that standing room in the
cars should be made use of at certain hours of the day."

The announcement at the National Convention of Railroad Com-
missioners by Mr. Ashley W. Cole, chairman of the New York Rail-
road Commissioners, that on and after July ist of the current year
the street railways of New York would make their reports to the
Commissioners in accordance with the "Standard System" of ac-
counts adopted by Street Railway Accountants' Association is the
second public — we may say official — recognition of the excellent
work done by the .Accountants' Association in the three years since
its organization.

The importance of a uniform system of accounting for public
service corporations was again forcibly presented in a paper by Mr.
J. B. Cahoon, read before the National Electric Light Association
at its meeting in Chicago last month. Mr. Cahoon, who is well-
known in the street railway as well as the electric lighting field,
having been general manager of the street railway, lighting, gas
and water companits of Elmira, N. Y., for several years, took the
position that the primary necessity for a uniform system of account-
ing lies in the fact that public service corporations must unite for
self-defense against the advocates of municipal ownership. The
claims made for municipal plants are improved service, more dif-
fused use, and lower rates, and the greatest of these is lower rates.
The managers and city officials reach their conclusions concerning
lower rates only through self-deception due to improper account-
ing; the private company's strongest answer is to tell the truth.
Without doubt the salvation of the private companies engaged in
operating public utilities lies in convincing the voter that they can
furnish a cheaper and better service. This cannot be done more
effectively than by exhibiting the true cost of the service under
private and under municipal operation. Comparisons imply uni-
formity of method, and hence the necessity of a standard system of
accounts.

Thanks to the work of the Street Railway Accountants' Associa-
tion the principal street railway companies of this country and the
Railroad Commissioners of the various states are in accord as to
the method in which the accounts should be kept.

The strike now in progress on the lines of the St. Louis Transit
Co. is one of the most remarkable labor disputes of which we have
any knowledge; there was no question as to hours of work, rate
of wages, or the ordinary details over which friction often, unfor-
tunately, arises between employer and employe. The issue in this
case was clear cut: Should the company which is responsible in
law for the diligence and competence of its servants, have juris-
diction over the selection and retention of its employes, or must
the matter be left to an association of the employes which both
individually and collectively are irresponsible? The demands of
the men left no room for compromise, and the result is that for
more than 30 days the city of St. Louis has been the scene of
lawlessness. Bloodshed has been an almost daily occurrence and
fatalities not infrequent.

The governor of Missouri spoke thus of the strike: "I am sat-
isfied that the trouble along the street car lines and the whole spirit
of anarchy which I find prevails so largely in the city of St. Louis
at present is being fomented and extended by the machinations
of a certain coterie of politicians, who hope by their course to in
some manner make gains in the approaching primaries. This ele-
ment is sending speakers to meetings held to express sympathy
for the strikers all over the city, and if not counseling disorder, it
is at least materially encouraging it." If this be the case, the
intelligent foreigner need not. marvel at some of the other things
which the exigencies of politics force our leaders to do.

The management is maintaining a firm and resolute position.
It is operating a considerable portion of the system during day-
light hours, and has sufficient competent help to restore the usual
full service. Nothing but lack of protection prevents this being
done.

In the meantime business of all kinds suffers. No merchant
could hope to conduct his business under the plan demanded by
the strikers, hence the strike has little sympathy from this source.
There has never, in our opinion, been so senseless and unjustifi-
able a street railway strike as this. The men have been well
treated. They fail to offer in evidence cases of unjust treatment
or discharge, and the very unreasonableness of their demands is
sufficient to convince any level headed person of their unfitness
to be allowed to do what they ask. As usual the former employes
disclaim any part in the attacks upon persons and property; it is
noticeable, however, they do not offer to assist the authorities in pre-
serving order, and not a few have been apprehended in acts of vio-
lence. It is one of those cases where unprincipled leaders from other
cities have worked the men up to a belief in evils which have no
actual existence, and where the men otherwise would have taken
no part in acts they are engaging in. When the trouble is all
over and these same ex-employes have had time to quietly review
the part they have taken, they will do so with regret and astonish-
ment that they could have been so misguided.

Junk 15, iqoo.]

STRI'.KT RAILWAY RF.VIEW.

30.=

Interurban Between Bucyrus and Gallon, O,

A franchise for buiUliiiK an electric railway from Bucyrus, the
county scat of Crawford County, in the northcentral part of Ohio,
to Galion, O., was taken out five years ago, and some preliminary
work was done, Iml owiuR to the stringency of the money market
the schi'iiir li.ici !(■ lie ]ic.siii(iii('il. and two years later the franchise
was surrendered. In the aiUuinn of 1898, however, the Ohio Cen-
tral Traction Co., incorporated under the laws of Ohio, with
$225,000 capital stock, secured a franchise, and though there have
been unavoidable delays, the enterprise has been carried to suc-
cessful completion.

The active work of construction was comniciued in May, iKi/),
but by reason of difficulty in securing iron and steel, the line was
not fully completed until last August. From the opening of the
road for trallic I he p.ilrouage has been entirely satisfactory, giving

utes, Ihongh it can be made in much less time, as there arc no
grades and few curves.

Hoth the power house and the barns, arc located on the eastern
end of the line. The buildings, which are of modern style and
handsome appearance, are substantially constructed of brick and
steel, and well adapted to their purposes. The power house is
divided into boiler room and engine room, each 60 x 40 ft., giving
plenty of space. A coal track runs to the rear of the furnaces,
anil beyond this there is a fine campus of two acres, with a boun-
tiful supply of water. To provide against delay from possible
breakdowns, boilers, engines and dynamos are in duplicate, each
set having sufficient capacity tti furnish all the power, and light
which may be needed under ordinary conditions. Each boiler and
engine is rated at 250 h. p. The boilers are the water tube type

-l^illlMl

I'OWEK HOUSE .\ND C.\R B.\KN OF THE OHIO CENTR-M, TRACTION CO., G.\LION, O.

promise of a good, permanent investment, and the convenience
to the people is thoroughly appreciated, for the trip between the
two cities by steam road, although the distance is not great, for-
merly required transfer and delay with considerable annoyance.

The length of the road is a trifle less than 12 miles, but with
side tracks it is somewhat more. As the system was built for
permanent operation by its present owners, nothing but the latest
and best material and equipment have been used. The roadbed
is laid with 6o-lb. T-rails; in the cities they are in 6o-ft. lengths, and
in the country in 30-ft. lengths. Crown bonds, made by the Ameri-
can Steel & Wire Co., were used. The rails are laid on oak ties.
2 ft. c. to c, and ballasted with gravel. All overhead work was
supplied by the Ohio Brass Co., of Mansfield: all special work
was furnished by VVm. Wharton, jr., & Co., of Philadelphia.

Four motor cars and four trailers made up the original equip-
ment, but three more cars have been added. These are 36 ft. long
mounted on Brill double trucks, and heated with Consolidated
electric heaters. Cars leave every half hour from each terminal.
the distance between the cities being covered in about 45 min-

made by the Turner Engineering Co., of Bucyrus, and are giving
excellent satisfaction. The engines were made by the Slater En-
gine Co., of Warren, Mass. The dynamos and switchboard, which
is of black marble, are from the General Electric Co., of Schenec-
tady. N. Y. The line voltage is kept at about 600 volts at the
power station.

The car barns are 35 x 150 ft., with pressed steel fronts, and
contain three tracks, with room sufficient for a dozen or more
cars. Provision is also made for a repair shop. In the power
house building, though separate from the power room, is the gen-
eral manager's oflfice, consisting of two rooms, one for public
business and one for private. Both are comfortable, and neatly,
though not extra\'agantly furnished.

Midway between the two cities, each of which has 8,000 inhab-
itants, is located Seccaium Park, owned and operated by the com-
pany. In addition to being a gem of nature, it is rich in historic
traditions; the location makes it one of the handsomest
parks in Ohio. It has fine old trees for shade, has an unfailing
supply of excellent water, presents fine landscapes, and a general

30b

STREET RAILWAY REVIEW.

(Vol. X, No. 6.

topography of bcaiily. A coninuHlious 1
pavilions, dining hall, waiting rooms,
lake, bowling alleys, nnisenni, etc.. anil

healer has been built, with
band stands, an artificial
in the short time that the
road has been in opera-
tion the park has been
thronged day after day
by picnic and pleasure
parties. During the
summer season theatric-
al entertainments are
>iiven every night, the
park being on the regu-
lar amusement circuit
with Columbus, Toledo
and other cities. The
attractions are changed
weekly. ^Within the
boundary of the park
once stood the village of
Seccaiuni, celebrated in
legends as one of the
famous places of Indian
history, for it was here
that the tribes of the
North and South often
met and exchanged their
furs and wares, and held
their conclaves and pow-wows. On a prominent rise in the park
stands a monument erected by the Historical Society, to com-
memorate and mark the battle ground where Colonel Crawford's
men in 1782 fought their last battle with the Indians in Craw-
ford's campaign against the Sandusky tribe. It was in this cam-
paign that Colonel Crawford, after whom the county is named,
was captured and burned at the stake.

The management of the railway company is well pleased witli
the success of the line, and has completed arrangements to extend
the eastern end to Crestline and Shelby. Work on this extension

ELECTRIC POWER FOR MONTREAL.

W. E. H.WCOX.

The State Department is advised that it is the intention of the
Shawinigan Water & Power Co., of Shawinigan, Quebec, to make
available at Montreal by means of an 80-mile transmission line, the
power which is being developed at Shawinigan Falls. The neces-
sary works and line construction w'ill be installed with the idea of
ultimately transmitting "5,000 h. p. though but 30,000 h. p. will be
utilized at present. If the plans are carried out Montreal will soon
become the chief Canadian center for cheap power for manu-
facturing purposes.

NEW INTERURBAN IN MICHIGAN.

.•\ company has been formed at Grand Rapids, Mich., un-
der the name of the Grand Rapids Spring Lake & Grand
Haven Rapid Transit Co., with $500,000 capital stock, to
connect the cities named in title by a high speed electric line
which will cater to both freight and passenger traffic. A central
power station located !2 miles west of Grand Rapids will deliver
alternating current to the line at 10,000 volts, which will be reduced
at sub-stations and the current converted for direct current motors.
The directors are: Justin R. Whiting, St. Clair, Mich.; Geo. W.
Carman, Marine City, Mich.; S. L. Merriam, Detroit; I. J. Cilley
and E. C. Cilley, of Grand Rapids.

SPARROWS IN CAR HOUSES.

The large car houses of street railways, especially the buildings
having truss roofs and high gables, offer particularly inviting
quarters for English sparrows, and managers are greatly annoyed
by these ubiquitous birds. A few years ago one of our correspond-
ents recommended shooting into the building with fine bird shot
whenever necessary and stated that a few shots would suffice to
scare the birds away for a considerable time.

Mr. Thomas Farmer, mechanical engineer of the Detroit street

SCENES .^LONG THE LINE OF THE OHIO CENTH.^I, THACTION CO.

will begin within the ne.xt month or two, and it is expected the
line will be in operation by September. The company also con-
templates building another extension from Bucyrus to Upper
Sandusky, a distance of 18 miles, passing through Nevada, and
has secured the right of way in Indiana for a 16-mile line from
Wabash to Peru, two growing cities of 12,000 inhabitants each.
The cars of this line arc all equipped with New Haven fare registers.
The officers of the Ohio Central Traction Co. are: President.
I. A. Kelsey, West Haven, Conn.; treasurer, Samuel Morehcad,
New Haven, Conn.; secretary, R. W. Johnston, Gallon, O.; gen-
eral manager, W. E. Haycox, Gabon. O;; Messrs. Blakesly &
Son of New Haven, Conn., were the contractors.

railways advises us that he recently drove the sparrows from one of
the car houses of that system by turning an owl loose in the build-
ing. As soon as the owl had caught one or two sparrows the
others took to flight. To keep the owl inside the windows should
of course be covered with netting.

The United Traction Co., of Pittsburg, reports for the month
of .^pril, 1900, gross receipts, $153,382; net receipts, $79,293; fi-^^ed
charges, including taxes, $58,150; surplus, $21,142.

ThcCalumet road, Chicago, will expend S33,500 in improvements

A verdict for $100 was last month given in a suit against the
Superior Rapid Transit Railway Co., of West Superior, Wis., for
ejecting a passenger who presented a transfer that had been in-
correctly punched.

Junk 15, i<xio-]

STREET RAILWAY REVIEW.

.•^07

CONSOLIDATION IN PITTSBURG.

JOHN M. ROACH HONORED.

June -'iilli a meeting of the stncldioldcTS of tlie Cuiisolidalcil
'I'racliun Cn., (jf PittsblirK. will lie lu-lil and a vulc taken on a
new proposition to lease the ro.ail to the Lhiion Traelion Cn. for
a term of yoo years. As mentioneil in oin- i^Mie for April, pane
igS, the majority of the stockholders voted in favor of a lease to
llio Union Traction Co., nnder which the preferred stock of the
Consolidated wonld receive 7 per cent :ind the common stock 4
l)er cent. A snit was at once institnted in behalf of the minority
holders of common stock and this action led to the new [)roi)osal
in which the gii.iranteed dividend on preferred stock is cnt to 6 per
cent. The snit mentioned has been withdrawn and it is believed
there will be no serions opposition to the new lease.

FINED FOR DEFECTIVE SERVICE.

The Montreal Street Ky. by its contract with the city agrees to
fmiiish ,1 5-minnte service on certain rontes and the city magistrates
evinced a disposition to exact a strict performance. Six actions
bronglit against the company for neglecting to give the 5-minnte
service were decided Jast month. Two cases were dismissed on
it being shown tliat the delays were canscd by repairs in the streets
undertaken by the city; in two cases where the causes of irregu-
larity were acci<lents to the brakes or the motors, fines of $<S were
assessed; in the fifth action a fine of $25 was imposed, and judg-
ment suspended in the remaining case, as it was in fact for the
same offence as the fifth one.

TRAMWAYS IN VALENCIA, SPAIN.

;\s ,111 evidence of the progress being made in electrical matters
in Spain, Horace Lee Washington, U. S. Consul at Valencia,
makes the following statement to the Department:

"I have to report that the business of the General Tramway
Co.. of Valencia, embracing some 25 miles of rails, has been taken
over by a French company, which is substituting electric power
for the steam and horse traction hitherto employed.

"Electric cars are now running between Valencia and the port, a
distance of 3 miles. The system employed is the overhead cable
and trolley. The cars arc of Spanish construction, and the elec-
tric machinery and rails are from Belgium.

"The dimensions of cars are 7 m. (nearly 23 ft.) long and 6] 2 ft.
wide. The other lines, wdiich the same company will shortly
inaugurate, to connect Valencia with other places, are: Catarroja,
5 miles: Torrente. 4'^ miles; Masamagrell, 7;/ miles."

POSTAL SERVICE IN MINNEAPOLIS.

The PostotTice Department has been carefully investigating the
conditions in Minneapolis and St. Paul preparatory to introducing a
railway postoffice on the Twin City Rapid Transit lines, .\bout
the first move towards the service proposed will be the abandon-
ment of the three sub-stations on the west side; in lieu of these about
thirty drug store stations will be established, at which carriers will
be located in groups of from three to six. The government will
then place on all lines in the district covered by the new system,
specially constructed cars to be used as mail cars exclusively.
These will be run on schedule time and will collect and distribute
mails to the sub-offices. The mail boxes will be retained as they
are now. but carriers will make regular collections and turn their
mail into receptacles on the car lines. The greater portion of the
mail will therefore have to be handled at the centra! oflice in place
of the sub-stations: this means that some carriers will be removed,
Inil employment will be given tliem in other capacities.

Employes of the Spokane (Wash.") Street Railway Co. are pro-
hibited by a rule of the company from smoking on a street car
while in unifortu. even when off dutv.

About a dozen street car conductors at .Vkron, O., had their
pockets picked one day last month by a gang of thieves. The cars
were unusually crowded owing to the presence of a traveling show
at the Fair Grounds.

On May 17th, Mr. John .M. Roach was electcrl president of the
('hicago Consolidated Traction Co., succeeding .VIr. C. T. Yerkes,
the change occurrliig as a result of the recent purchase by the
Union company of the Consolidated Traction properly, and on
May 29lh, Mr. Roach was made president of the Chicago Union
Traction Co. to fill the vacancy caused by the resignation o( Mr.
Jesse Spalding. Mr. Roach will continue as general manaKer of
tlie combitied systems, comprising nearly 540 miles of track.

JOII-S M. ROACH.

' Mr. Spalding's retirement was made necessary through the de-
mands on his time of his extensive private business and in his letter
of resignation he urged in the strongest terms the selection of
Mr. Roach as his successor. A portion of his letter is as follow?:

"The organization of your company has been fully completed
and I have become thoroughly satisfied that Mr. John M. Roach.
your present general manager and one of your vice-presidents, is
in every way fitted and competent to successfully operate your
railroads. I feel the time for my retirement, as originally contem-
plated, has come.

"Upon suggesting this course to my friends it was requested that
I remain in the office at least for the current year, but upon re-
flection I have concluded that my resignation should be tendered
now, and that I should insist upon its acceptance. My principal
reason for this conclusion is that I believe the interests of your
company would be best served by the election in my stead of Mr.
Roach, and that if now elected he would have the opportunity of
demonstrating to the stockholders of your company before their
next annual meeting his entire fitness for the position.

"In the next place, many questions affecting the interests of
your company are arriving which cannot be disposed of before the
annual meeting and which ought to be taken up and concluded by
the same person as the head of your company. In view of these
facts, and expressing to each and all of you. as members of the
board of directors, my sincere thanks for the cordial, constant and
united support I have always received at your hands. I hereby
tender my resignation as president of your company and request
your immediate action thereon, respectfully requesting and urging
that Mr. Roach be elected by your board to fill the vacancy occa-
sioned by my resignation."

The appointment of Mr. Roach to these high offices is a well
deserved recognition of his services in the past and is proof of the
confidence and esteem with which he is regarded by the stock-
holders and directors of the Union Traction Co.. now in point of
mileage the largest street railway property in the world.

The total gross earnings of all the Detroit street railways from
January ist to May tst. were $714,270, against $589,056 during the
same period last year.

308

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

The Street Railway System of Ithaca, N, Y,

BY H. S. COOPER, GENHRAL MANAGER.

The slrtct luilway -.ysUiii of llliaca is unique in several particu-
lars. Lying almost entirely within the corporate limits of a city
of 16,000 resident population, it has a 10 minute schedule all the
year round on nearly 6 miles of track, often handles crowds of
5,000 to 7,000 people at a time, and has a record of 25,000 farts
collected on its cars in one day. On its main line it overcomes
an elevation of 400 ft. in a mile, and of over 450 ft. in less than
a mile and a half; does this regularly winter and summer with
crowded cars, using only standard size electric motors, and although
it has been doing this since 1893-4, there has never been a fatal
accident, nor one that could be called bad or costly. Its power
house is situated at the bottom of a gorge 200 ft. deep, and over
200 ft. above the lowest part of its line.

When it is added that the company's relations with the munici-
pality are, and always have been, of the most cordial nature, that
its patrons are its best friends, that the public regards it and
treats it as one of the best adjuncts of the city, that Cornell Uni-
versity, notwithstanding the known conservatism of such institu-
tions in regard to their properties, has in a very liberal manner
allowed the road to be run through its campus, that many of the
employes of the company have been with it since its start in 1888,
that no trouble has ever arisen between them and it, and that as a
body they work wholly and faithfully for its interests, when all
this is said, its claim for uniqueness is pretty fully proved.

Ithaca, the site of Cornell University, is built partly on the so-
called "tlats" at the head of Lake Cayuga and partly on the sur-
rounding hills. The university is beautifully situated some 500 ft.
above the lake on the brow of an abrupt hill, and up this hill,
across it, around it and down it the street railway climbs. Starting
from its level track in the business portion of the city, it strikes
into 400 ft. of 8 per cent grade, then into 700 ft. of 10 per cent,
then 400 ft. of 7 per cent, then 700 ft. of 9 per cent, then a curve
of 130 degrees, 60 ft. radius and ioJ4 per cent grade, and then a
continuous succession of grades, and curves on grades, until it
reaches an elevation of over 450 ft. when it descends by another
route, skirting steep hill-sides and crossing deep gorges; the
route gives some of the most romantic views to be had from a
trolley car anywhere, and especially within the corporate limits of
a city. At one point the car runs on a side hill close to the edge
of a gorge nearly 400 ft. deep, and at this point a lake view of
twenty miles in one direction, and a valley view of ten miles in
the other may be had, while the little "Forest City" nestles at the
foot of the hill.

An addition to the line has just been completed by which it re-
turns on itself, making a complete loop or belt line around through
the best residential portion of the city, the University campus
and a new and beautiful residence section, lying on the edge of
the main gorge and commanding a magnificent view of the lake
and the valley at its head. In addition to this, the company oper-
ates a spur, which rises still another 50 ft. to a station on one of
the branches of the Lehigh Valley R. R. It also operates a branch
about two miles long in the level valley, which reaches Percy
Field, the ahtletic grounds of the University, and has as its ter-
minus, Renwick Park, on the shore of the lake. This has been
developed by the railway company, and is now one of the most
complete and beautiful pleasure parks in the country. It has a
large and elegant amusement pavilion, one of equal size for refresh-
ments, covered waiting station, a high observation tower con-
taining the water tank, a splendid artesian well of clear, cold, pure
water, a band stand, a large steamboat dock, fifty private boat-
houses, a public boat-house, bath-house, and the usual refreshment
booths, swings, merry-go-rounds, etc. Owing to its proximity to
the lake it is an ideally cool and refreshing spot, and having abund-
ant shade, plenty of fine green swards and nice gravel drives and
walks, it has become quite a popular resort, not only for the stu-
dents and townspeople, but for excursionists from the surrounding
country, and even distant cities. The Ithaca band, a musical or-
ganization having an almost national reputation, gives tri-weekly
concerts in the park, and with vaudeville of clean character and
in reasonable amount, with picture-machines, amusing specialties
and its collection of animals, the park constitutes a daily attraction

that profitably increases the receipts of the company. The park is
run clean in every respect, no liquor or beer is sold or allowed to
be sold or drunk on the premises, and intoxicated or disorderly
characters are not permitted to come or stay on the grounds. Ev-
erything is kept as clean and neat as possible, the writer having
found through long experience that this course not only pays
as an attraction, but that the public as a rule is prone to recipro-
cate; that if a place of public resort is kept in a slovenly and
shiftless manner the public will resent it by a slovenly and shift-
less behavior, but if it is kept comfortable, convenient and
"spick and span," that the public will insensibly aid in maintain-
ing it so.

No charge is made to patrons of the cars for entrance to the
park or to any concerts or attractions, but during attractions or
concerts a charge of 5 cents is made for every person entering the
park otherwise than by the cars. No charge is made for entrance
to the amusement pavilion but 5 cents each is charged for reserved
seats during the performances.

The cars regularly used on the hill line are i8-ft. closed and
7-bench open cars driven by G. E. 800 motors with Form B 4-turn
armatures, and W. P. 50 motors with Form D armatures wound
for standard speed; the gear ratio is 14 to 67, the wheels are 30
in. in diameter. The ordinary hand brake with a single shoe to
each wheel is used, but all the brake rigging is made extra heavy,
and double brake-chains, made of tested chain, are used on both
ends of every car. The Phelps form of brake mechanism is used,
but so arranged that the heavy or unequal loading of the car does
not materially alter the position of the brake shoes relative to the
wheel, nor does the breaking of the chains or levers on one end
of a car afifect the efficiency of its use on the other end. These
points of duplication of parts liable to break under stress, perma-
nence of relation between shoe and wheel, and independence of
braking on each end, have been found to be vital ones and close
attention is paid to them. The brake shoes found most econom-
ical as regards both shoes and wheels, and all things considered
most efficient in braking eflfect are made of a medium soft gray iron,
have a large surface and cover the liange and entire width of the
tread of the wheel. Care is taken in putting on new shoes that the
surface is in full contact with the wearing surface of the wheel
and a thorough nightly inspection is made of all shoes to see that
they continue in this position and that the brake pressure is
equalized as much as possible on all four wheels. In conjunction
with the hand brake there was used at one time an emergency
brake which, upon the tripping of a lever on the platform threw
down a "skidding shoe" under both wheels at that end. The
lower face of this shoe was filled with carborundum and when it
was let down the wheel was supposed to run up on it forcing the
carborundum face against the rail and making it act the same as
a drag-shoe on a country wagon. The mechanism was, however,
so complicated that it was impossible to keep it in order for a
single trip in snowy or slushy weather. It was also absolutely
useless on sharp curves or at very high speeds, was uncertain at all
times and the carborundum filling was only good for one stop, so
its use was discontinued this spring. A modified form of this same
brake without the carborundum effect and with much simpler and
more effective mechanism will be placed on the cars this summer.

Four sand boxes are used on each car and on days when the
track is slippery all grades over 7 per cent are sanded by hand.
This is done with a long-spouted watering pot, the spout made out
of a straight piece of i-in. heavy brass tubing made perfectly
smooth inside. To the end of this spout is attached a small wheel
of about 3 in. diameter and iH in. face, having a single flange on
one side like a car wheel. This wheel is run on the rail and
after a little practice the rail can be sanded as fast as a man
can run, placing the sand quickly on top of the rail and regu-
lating the quantity as desired by simply elevating the pot or
lowering it. The very best of clean, sharp sand is used, as nearly
pure silica as can be obtained, it having been found that a very
little of such sand goes farther and gives better frictional results
than a much larger quantity of ordinary sand containing loam or
clay. The silica sand also keeps the rail clean while the common

June is, 1900.]

STREET RAILWAY REVIEW.

309

saiul niakiis it muddy and often causes the very trouble it is
intended to obviate. The sand is thoroughly dried and well
screened and kept so.

Where steam or hot air is available a very simiili; an<l auto-
matic drying and screening arrangement may be used which re-
quires but little labor or attention. The one in use here was
made as follows: A heater coil was made with two pieces of 2-in.
pipe as headers and the ends capped. Into the sides of these
pieces holes were drilled and tapped tor l-in. pipe, right hand in
one piece, left hand in the other, the holes spaced so that when
the I -in. pipe is screwed into both headers the result is a gridiron
heater coil having i-in. spaces between the pipes. The cap on
one end of one header and the opposite end of the oilier is tapped
for steam supply and exhaust connection and in the case of
steam, a trap is placed in the e.xhaust. This coil is inclined at
an angle and resting on it is placed a tray about 12-in. deep with
the bottom of 'A-'n\. wire netting; the netting rests on the l-in.
pipes. Under the coil is placed a screen of proper size for the
sand used; this screen is sloped at the same angle as the pipe coil
and under the screen is the receptacle for the cleaned and screened
sand. In practice, the top tray is filled with the wet sand and as
it dries, it falls through the meshes of the screen and between
the pipes on to the screen below, where the fine sand falls through
into the receptacle for it, while all stones, sticks, straws, etc.,
either remain on the screen or roll oflf into a box placed at the
end to catch them. We have found no labor necessary except
to fill up the top tray with the wet sand and occasionally shake
the under screen. Such a drying apparatus, with pipe, coil and
screens 2x4 ft. will cost less than $15 complete, and will auto-
matically dry and screen from one to one and one-half cubic yards
of sand every 24 hours. The only nice point about it is to set
the coil and screens at the right angle for the kind of sand used;
this can be arranged only by actual experiment.

Every car is inspected on every trip before being allowed to
go up the hill. A trained inspector is stationed at a point on
the level near the foot of the hill, and is furnished with a box
containing a few simple tools, such as hammer, wrenches, screw-
driver, pliers and oil can; he also has a supply of such bolts,
nuts, cotter pins, etc., as are found liable to be lost, broken or
defective. He sounds the wheels, tests both brakes, examines
all brake-chains and shoes and feels all bearings. This is done
effectually inside of three minutes, the delay being allowed for
in the schedule. Any car which is thought by him to be not safe to
run up the hill and which has a defect that he cannot remedy is
either run over a pit in the car house adjacent and the repair
made or another car run out in its place. This inspection is not
allowed to become perfunctory, but is made a bona fide inspec-
tion; no exigencies of traffic or schedule are permitted to inter-
fere with it and the decision of this inspector as to the propriety
of a car going up the hill is final. This inspection has proved
of immense benefit from an operating standpoint as it has greatly
lessened the number of small delays and break-downs in actual
running; it has been the means of discovering defects that might
have caused accidents; it has a strong moral effect on patrons
of the road in that it enhances their feeling of safety; it tends
to care and attention on the part of the operating employes, and,
in the event of an accident, would be a strong point in favor
of the company.

Notwithstanding the severity of the grades and the multiplicity
of curves on them, the expense of actual repairs and renewals
due to operating, will compare favorably with that of level roads,
the mileage made by car wheels, gears and bearings is remarkably
good and the absence of any abnormal number of flatted wheels,
such as might be expected on a road of this character, especially
during the winter season, is a feature of which the operatives feel
proud. These points are due to a careful selection of the materials
best adapted to the conditions, to careful employes trained to
operate to the best advantage of the company and to a constant
comparison, supervision and itispection of every detail of the sys-
tem, no matter how small.

In an accompanying article by Mr. E. L. West, the technical
details of our use of power are given and the curves show very
plainly the conditions under which the road is operated.
» « »

.\n addition to the Cedar .\ve. power station ot the Cleveland
Electric Ry. is under construction: the maximum capacity of the
plant will be doubled.

CAR TESTS AT ITHACA, N. Y.

BV I'.. I,. WK8T.

A scries of tests, extending from Oct. 14 to Nov. 12, 1899,
were made on the line and cars of the Ithaca Street Railway Co.
for the purpose o( obtaining a general knowledge of the condition
ot the line and the behavior ot the cars when in regular service.
This road has such a variety ot grades and combinations of curves
and grades, that the motors arc often put to the severest use, so
it was of special interest to know the maximum stresses to which
ihey were subjected as well as the average. The variety ot con-
ditions under which the feeder system was operated made it also
a special subject lor investigation.

Six cars were tested on several trips each, over the main line
from the Lehigh Valley railroad station up the State St. hill to
Cornell Heights, while they were running on schedule time and
making stops tor passengers.

Two cars were tested over the same portion of the road, while
in regular service but running at diflferent speeds, tor the purpose
of comparing the power required to propel the car at a moderate
speed and that necessary to drive it as fast as possible up grade.

During the slow speed trials the controller was operated very
carefully in starting, especially on the grade, and the car allowed
to accelerate uniformly, the running position ot the controller
being such as to give maximum field strength to the motors.
Then the cars were operated as is occasionally done when they
are behind their schedule, every effort being made to gain time.
The controllers were handled quite roughly, allowing often three
times the normal current to be drawn upon starting. Cars Nos.
5 and 9 were selected for this comparative trial because they were
ot the same weight and construction, each being equipped with two
25-h. p. W. P.-50 motors, but the armatures in the motors ot No.
5 were wound to give 25 per cent higher speed than those on
No. 9. The second object of this comparison was to determine
the difference in economy ot the two when operated under the
same conditions.

The cars tested over the main line were l6-ft. closed body cars,
built by the Gilbert Manufacturing Co., ot Troy, N. Y., and were
mounted on Bemis trucks. Cars Nos. 5, 8 and 9 were equipped
with two 25-h. p. W^ P.-50 motors with G. E. K-2 controllers.
No. 3 was driven by two 25-h. p. Wightman motors with Short
controllers and car No. 19 had two 25-h. p. G. E. 800 motors and
K-2 controllers. The motors were all single reduction geared and
the total weight ot each car was eight tons.

A tew trials ot a somewhat heavier car. No. 23, were made
over a level portion of the road, known as the Renwick line, to
determine the power required to haul trailers. Measurements were
made of the electrical horse-power necessary to drive the car
alone and when it hauled three trailers, first with them all loaded
with passengers and second when they were empty. The results
will be discussed presently.

In order to be out ot the way ot passengers the instruments were
put in circuit and observations taken on the roots ot the cars.
The electrical energy delivered to the car was measured by means
of a recording wattmeter, especially constructed tor this class ot
work, and by a voltmeter and an ammeter. Observations were
taken as the trolley poles wete passed and the readings recorded
by separate observers.

A profile ot the main line is shown in the graphical diagrams;
the distances along the track are given at the bottom ot the figure
and the elevation in feet is indicated at the right. The road is
nearly level for the first 3.000 it from the Lehigh Valley station
and rises gradually tor the next 3,000 it. to the foot ot State St.
hill, which is quite long and steep. Its maximum grade, 11 per
cent, occurs near the toot and is about 700 ft. in length, for the
next 500 ft. it is a 6 per cent grade and then a 9 per cent grade
and so on as indicated by the figures along the curve. The total
length ot the hill is nearly 7,000 ft. and the average grade 7.8 per
cent.

The turnouts and curves have been shown diagrammatically at
the bottom of Figs, i and 3, and the curvature in degrees and
the radius of curvature in feet, indicated.

The road was divided into tour sections and the line poles on
the hill were numbered before the tests were commenced. Section
No. I extended from the Lehigh Valley station to the foot of the
hill, (see Fig. i) sections Nos. 2 and 3 included the grade. No.

510

STREET RAILWAY REVIEW.

I Vol.. X, >}o. 6.

2 covering the steepest part of it and section No. 4 extended from
the summit to the end of the line on the Heights.

The average results of all the trials arc shown in Table I
for the separate sections of the road going from the Lehigh Valley
station to the Heights, or from left to right as shown in the
diagram, and are for cars operated in regular service.

On line 6 in the table is given the electrical horse-power as
calculated from the volts and ampere readings and on line 7 is
shown the electrical horse-power as calculated from the readings
of the recording Thompson wattmeter, the latter having a value
about 18 per cent lower than the former. This is no doubt due to
the fact that the greatest amount of power is used on starting and
the current increases more rapidly than it dies out. The inertia of
the rotating parts of the wattineter prevents it from recording as
much power as is used, hence, all results have been computed on
a basis of the ammeter and voltmeter readings.

T.\BLK I.

Average Results— Lehigh Vai,i,ey Station to Heights.

1. Number of trials

2. Total time less stops, min. & sees.

3. Speed, mites per hour

4. Volts

5. Amiieros

0. E. Ii. P.. from anipcrrs and volts..

7. E. H. I*., from wall meter

S. KW. H., per car-mile

*>, Number of stops

Section No.

7
7:49
8.9
399

24
12.6
J 1.6
I.O

10
6:30
7.3
427

X4
47.2
44.1
S.O

7
3:43
9.5
451

S3
iZ.l
24.9

2.1

7
6:31
11.6
461
31

18.7
10."
0.7

At. 1-4

8
24:33
9.3
435
48

27.8
23.8
2.2

From the kilowatt-hours per car-mile it is seen that five times
as much energy as was retpiircd to ascend the steepest portion of
the grade, as was used on the level, and the speed on the hill
decreased 18 per cent. The average tor the entire route was 9.3
miles per hour and the average kilowatt-hours per car-mile 2.2.

Table II gives the average results of the trials of each car over
section No. 2, the total distance being 4,000 ft., the maximum grade
between line poles 1 1.6 per cent and the minimum 5.3 per cent,
the average 7.8 per cent.

Table II.
Average Results on Section 2.

Car.

No. of
Trials.

Speed
M.P.H.

Volts.

Amp.

U.P.

KW. H.
per Car-
Mile.

KW. H.
at 10

Miles per
Hour.

No. of
Stops.

No. of
Pass-
engers.

19
3

2
2
2

1
1

8.0
7.2
64
7.0
5.4

447
447
400
3-K)
409

78
76
74
103
83

47
49
39
54
43

3.79
4.51
4.90
5.88
7.23

4.74
6.26
7.6S
8.40
13.40

2
3
2
2
2

10
17
IS
IS
25

6.8

419

5.26

8.09

The best figures for comparison in this table are the kilowatt-
hours per car-mile, but as the cars ran at different average speeds
the figures have been reduced to a basis of 10 miles per hour, by
dividing 10 by the speed and multiplying by the kilowatt-hours per
car-mile for each car.

By referring to the table it will be seen that car No. s required
about 25 per cent of the power taken by No. 3 to ascend the grade,
but allowance must be made for the lighter load of car No. 5, its
passengers being only 6 per cent of the weight of the car, while
in the cass of No. 3 the weight of passengers amounted to 22
per cent. Car No. 5 was equipped with W. P. 50 motors having
armatures wound for a higher speed than any of the others. Car
3 was driven by Wightman motors and the controllers were in
very poor condition.

Cars Nos. 8 and 9 were similarly equipped and in fair working
condition. Car No. ig had G. E. 800 motors and its being longer
and somewhat heavier than the others, accounts for its higher
figures.

The results all show that No. 5 was the mo.st economical under
the conditions existing during the tests, but its motors were wound
for too high a speed for the hill when the rails were wet or slip-
pery, the wheels spinning around without driving the car, while the
slower speed motors of the other cars seldom failed to drive them.

The increased loss by friction when the cars were ascending the
grade has been calculated as follows:

The average power per car, at a speed ot 10 miles per hour on
the level was found to be 14.15 e. h. p. and on the 7.8 per cent
grade 64.5 c. h. p. The horse power required to simply lift the
car, while on the grade, is approximately equal to the weight of
car in pounds tiines the per cent of grade times the speed in feet
per second divided by 550, which in this case amounts to 38.6 lift
horse-power and by deducting this from the total it leaves 25.9 e. h.
p. to propel the car on the grade as compared with 14.15 e. h. p.
necessary to drive it on the level. The diflerence, 11.75 c. h. p.,
is due mainly to the increased friction caused by the heavier stresses
on the gears. I^educing this to a unit basis by dividing by the
weight of car and per cent grade, we get 0.16 e. h. p. as the friction
loss for each ton for each one per cent grade.

TESTS OF CARS RUN AT DIFFERENT SPEEDS.

Cars Nos. 5 and 9 were run at three dififerent speeds, slow, reg-
ular service and high speed. The first trips were made in the
morning when the cars were on their way to the Heights, and
there being no cars to meet it was not necessary to make schedule
time, so they were started very gradually each time and handled
as carefully as possible. The second trips were made on schedule
time and during the third, the cars were handled very roughly and
every effort made to gain time; the time thus gained was lost by
waiting on the turnouts.

In Table III are given the average results for Ihe round trips
between the Leliigli Valley stalii>n and the Heights.

Table III.

Speed

Car No

Total time, less stops

Average speed, M P. H..
E. H. P. from Wattmeter

Total, KW. H

Total stops

46:33
9.0

1S.5
8.2
17

55:39
8.4
14.4
9.6
21

42:15
10. J
15.6
8.2
18

52:14
8.5
15.5
9.4
22

30:10
12.0
17.0
8.7
25

43:52
10.4
21.1
11.9
32

The figures show that there was not much difference between
the slow speed and schedule time. In the latter case the time was
shortened by about four minutes, the horse-power slightly in-
creased and the total kilowatt-hours remained nearly the same.
For high speed as compared with slow speed, the total time was
decreased about 35 per cent for car No. 5 and 22 per cent for car
No. 9, while the total kilowatt-hours increased 6 per cent for car
No. 5 and 19 per cent for No. 9.

In order to show plainly the difference between careful and rough
manipulation of the controller, the data taken from car No. 9 have
been plotted to a distance base in Fig. I. The short vertical lines
at the base of the diagram indicate the points at which readings
were taken and the current, electrical horse-power and speed in
miles per hour, for the trials at high and slow speeds were plotted,
and the scale for each has been shown at the left. To distinguish
between the two sets of curves those for the high speed trial are
marked "X" at various points. By referring to the diagram it
will be seen that there was a great difference in current and horse-
power, especially on the hill, between moderate and forced speed.

Some comparative tests were made over the Renwick line which
extends from the main line to Renwick Park, a distance of nearly
two miles, and has practically no grades.

An open car (No. 8) equipped with two 25-h. p. W. P. 50 motors
and weighing 8 tons, was run over the line while carrying a load
of 40 passengers from State St. to Renwick, at a speed of 12
miles per hour, using an average of 11 h. p. On the return trip
there were no passengers, the speed was 15 miles per hour and an
average of 15 h. p. was used.

A closed car (No. 23) equipped with two 30-I1. p. Westinghouse
motors and weighing 10 tons was tested over this line while hauling
three long trailers, carrying a total, load of 258 passengers at a
speed of 8.5 miles per hour. It used an average of 56.2 h. p. Then
the trailers were pushed empty back over the same route at a
speed of 12 mil^s per hour which required an average of 9.7 h. p.
When the motor car alone was tested over the road in the same
direction in which the three loaded trailers had been hauled, it
consumed 19.7 h. p. at a speed of 15.4 miles per hour and when run
in the opposite direction 9.9 h, p. were used at a speed of 14.2
miles per hour.

JuNF, 15, IQOn.

STREET RAILWAY REVIEW.

.^11

81 '9}'' Bi'-aJ 'io3 ■ xs •
TKSTS AT DIFFERENT SPEEDS.

JOOO'

•\ \ ■[^i'Vo- I ' 'I 'I ■ 9^

,i0OCC

FIG. 2 — RESULTS OF LINE TESTS.

FIG. 3 — I. H. p., n. H. p. AND LINE LOSS.

/ere^ -tb'-sj'

312

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

By reducing the kilowatt-hours per car-mile to a speed of lO
miles per hour the following figures were obtained and will serve
as a fair basis for comparison. Car No. 23 drawing three loaded
trailers required 3.2S kw. h. per car-mile and when run without
load 0.94 kw. h. per car-mile. No. 8 when run empty over the
same route used 0.70 kw. h. per car-mile. These figures show that
2.5 times as much power was required to draw the three trailers
as was required to run the car alone and that No. 8 ran somewhat
easier than No. 23, the figures being in the ratio of 7 to 9.

LINE TEST.

In order to obtain the resistance of the feeder system from dif-
ferent points to the station, two line tests were made during the
night when there was none but the test car on the road. First the
total resistance of track and trolley was measured and from the
results of the second set of measurements, we were able to separate
the resistance of the trolley from that of the track.

The tests were conducted in the following manner: A water
rheostat was placed on the platform of the test car and connected
through an ammeter, to the trolley pole and truck of the car.
The car was then run from point to point on the road and all
circuits between track and trolley opened except the one through
the water rheostat. Before each set of observations a signal was
given by making and breaking the circuit in such a manner that
it would be plainly indicated by the ammeter at the station, then
simultaneous readings were taken of the pressure and current at
the car, and the voltage at the station.

The resistance of the trolley was separated from that of the track
by opening the section insulators and drawing current from the
station from one side of the insulator, at the same time measuring
the pressure of the station from the other side. This gave the
drop over that portion of the feeder system through which current
was drawn. To obtain the trolley resistance at points between sec-
tion insulators an arc circuit that was not in use was connected
to the railway circuit at the station and used as a pressure wire.

The results are shown graphically in Fig. 2. The resistances of
track, trolley and total resistance in ohms have each been plotted
to a distance base for the entire route. The drop in pressure,
calculated from the total resistance and current taken by one car.

tnerg^ Ut/7/zec/ — 2.B % 0/ rota/

is shown and the scale of volts for the latter curve is given at the
right.

The feeder system is shown diagrammatically at the base of the
figure, the solid lines representing No. 00 B. & S. feeders and the
broken lines No. 00 return wires.' For the first 5,000 ft. from the
Lehigh Valley station the trolley wire alone is used as a feeder
and the same is true for the last 2,000 ft. on the Heights.

By combining the results of these tests with those of previous
ones made on the cars and power house it was possible to trace the
losses of energy from the coal pile to the car wheels.

In Fig. 3 is shown the loss of power in the line, as calculated
from the resistance and current, for a car operating under normal
conditions in regular service. By making use of the combined
efficiencies of the line and generating machinery, curves have been
plotted on the same diagram which show the relation between the
indicated horse-power at the station and the electrical horse-power
delivered to one car. Fig. 4 shows the distribution of energy
for the entire system. The energy in the coal is taken as 100 per
cent and the sectioned portions of the diagram represent the
various losses. At the right of each sectioned block are given

the loss in per cent of the total energy and the efficiency of that
part of the system. The energy utilized in propelling the car
under average working conditions is 2.8 per cent of the total energy
in the coal.

These tests were made under the direction of Prof. R. C. Car-
penter, and General Manager Cooper, by Messrs. Gordon, R. B.
Blakeslec, C. D. Gray, C. S. West and the writer, E. L. West,
fellow in Sibley College.

ELECTRIC RAILWAY IN HAVANA.

Mr. William Doull, who is interested in the Cuban Electric Ry.
syndicate having franchises in Havana, has recently returned from
Cuba and has unbounded faith in the future of the island. In the
course of an interview he said:

"The wonderful manner in which the country has recovered from
the effects of the war shows that the possibilities of the country un-
der a stable government are great. The Cuban Electric Ry., an
enterprise in which Boston, New York and Montreal men are in-
terested, was formally opened on April 20. The road owns the ferry
between Havana and Regla. The latter has about 11,000 population,
and is destined to be to Havana what Jersey City is to New York.
From Regla the company has constructed an electric railway three
miles to the city of Guanabacoa, which has a population of about

25,000.

"A large number of Havana people have residences at Guanaba-
coa, and the company is laying out a pleasure park there. This
park will be electrically lighted, and will contain all possible attrac-
tions, the purpose being to make it a popular pleasure resort for the
evenings.

"Midway between Regla and Guanabacoa baseball grounds and a
cinder path are under construction. This will be the first well
equipped athletic ground in Cuba."

MR. VREELAND ON MUNICIPAL OWNERSHIP.

A man may ride eight rniles in Glasgow for 2 pence; here he may
ride for the same price 50 miles by means of our system of trans-
fers. In Glasgow there are no transfers; here last year we gave
away 148,000,000 of them. Therefore, when a man changes cars in
Glasgow he pays a new fare, and travel there is quite likely to be
dearer than here. It is true that one may ride half a mile for a
half penny, but I don't see that that is any advantage, for if one
only wants to go half a mile it is healthier to walk — and in Glas-
gow quicker.

There is small trackage in Glasgow, only a few miles on the most
densely crowded streets. They knovv nothing there of that enter-
prise which is so familiar among railroad men here, and which
causes them to push their lines out into new districts to build them
up, operating those lines for years at a loss to themselves and
building up sections of the city where there were formerly no
houses — thus benefiting the home seeker and the city as well, giving
the former cheaper rents and the latter a new area for taxation.

There is another point about this Glasgow comparison which
must be taken into consideration if we would be fully cognizant
of our own advantages — that is the relative value of money here
and there. The purchasing power of 2 pence is more in Glasgow
than that of s cents in New York, and yet 5 cents will carry one
50 miles here and only eight miles in Glasgow. Wages paid to
the employes of the Glasgow road are only two-thirds of what
we pay. In England, where they have had much experience with
municipal ownership, there is now a decided reaction.

It is the increase of local indebtedness and taxation since the
inauguration of municipal trading that has caused the alarm and
dissatisfaction now noted in Great Britain. Between 1878 and 1897
the local debt of England and Wales more than doubled, and now
represents the enormous sum of $1,260,000,000, over half of which
represents various trading plants, which may or may not be worth
the original capital invested therein.

To return to matters nearer home, I notice that last month Mayor
Hart, of Boston, discontinued several municipal undertakings, par-
ticularly the electrical construction division and the repair division,
for the reason, as he states, that in his opinion, "it is cheaper for
Boston to buy repairs and electrical construction in the open mar-
ket than in the offices the members of which owe their appoint-
ments to politics." — H. H. Vreeland, in the Independent.

June is, iooo.]

STREET RAILWAY REVIEW.

.-^13

COMBINED CONCRETE MIXER AND TRANS-
PORTER.

EFFICIENCY OF A RAILWAY POWER SYSTEM.

The accoinpaiiyiiig illustrations show a concrete mixer that
lias been in successful use since last summer on street railway con-
struction work in Washington, U. C. From 6 to 15 of the ma-
chines have l)ien in use making so far more than 20,000 cu. yd. of
concrete.

The mixer is known locally as the "Dromedary." It consists
of a one-horse two-wheeled vehicle having a split drum or cylinder
mounted to turn on the axle and provided with a pawl and ratchet
device so that when in gear the drum is rotated in the same dircc-
ticnn as the wheel and at the same speed. The wheels are mounted
loose on the axle arms so that they can revolve independently in
turning from a straiglit course. The drum is made of oak which
has been treated with "Woodiline" and certain pieces of the lag-
ging are made of steel channels filled with oak, to strengthen the
drum. For loading a hinged trap door is provided; this is shown
open in Fig. I, in which position brackets on the door rest on a tail
bar and the drum is steadied in the position shown. As the
drum is automatically thrown out of gear when the loading door
is open the mixer can be moved about at will while loading.

On the way to the dumping place the drum revolves with the
wheels and a very moderate haul suffices for mixing the cement

Mr. Edward P. Burch, of Minneapolis, formerly electrical engi-
neer for the Twin City Rapid Transit Co., in a paper recently
read before the North-West Railway Club on the "Utilization of
Water Power for the Electric Railway System of Minneapolis and
St. I'aul," gave the following data concerning the efficiency of the
power system. (This installation was described at length in the
"Review" for February, 1899.)

Efficiency of

Maximum. Ordinary.

f-'alls (s per cent loss due to friction in booms,

racks, eddies in water, etc.) 95 .95

Turbines 80 .78

Generators 95 .94

Station 92 .90

Conversion to direct current 94 .91

Local distribution 92 .90

Railway motors 80 .70

Total (exclusive of loss in falls) 48 .jfi

Of 10,000 h. p. developed by the turbines the motors could not

receive over 6,000 h. p. at highest efficiency, and about 5.400 h. p.

ordinarily.

THE "DKOMED.^RY"
2— Loaded 1— Ready

3— Dumping'.

thoroughly. In the operation of mixing the charge is not pitched
about but the materials are simply carried up a little way by the
climbing side of the cylinder to curl over and slide down in thin
sheets toward the front, with the effect that the stones appear to
have been rubbed into a perfectly mixed mortar. Each load is
about Yz cu. yd. On reaching the dumping place the driver moves
a small lever that can be operated from either side and an un-
latching bar thereby released dumps the mixer as shown in Figs.
3 and 4. In the process of dumping, the drum is automatically
thrown out of gear at the very end of the movement so that the
mixer delivers the load and moves on out of the way without
stopping. It should be noted that the dumping is not done through
the trap door but that the cylinder splits open, the door remaining
closed as in Fig. 3. After dumping the drum is easily closed by
a pull backwards on cleats or grab-handles conveniently located
as seen in Fig. 5. In closing, the drum automatically locks itself
out of gear.

The mixer is adapted for mixing concrete for conduit railways,
duct lines, curb and pole setting, paving base, and especially where
a thin ribbon of concrete is required with much incidental moving
about. Its use dispenses with mixing platforms, wheel barrows,
planks, and many of the accessories commonly employed and savt-s
the labor of hand mixing. The device is the invention of I. H.
Fisher, of Washington, and Is being used on the contract work
of E. Saxton. in that city.

COXCKETE MIXER.
to Load.

4 — Dumped.
5 — Closing.

NO PASSES, NO POLICEMAN.

Because the Consolidated Tniction Co., of Pittsburg, has cut off
a number of city employes' passes, the Department of Public Safety,
it is alleged, has notified the various traction companies entering
Pittsburg, that hereafter no policemen will be supplied at street
crossings to regulate the vehicular traffic and in other ways facili-
tate the movement of cars. President Magee, of the Consolidated
company, has issued a statement declaring that police officers here-
tofore stationed at crossings were not located there as a matter of
favor to the traction company, as they are to be found in the con-
gested districts of nearly every city in the civilized world, for the
protection of the traveling public. He adds that his company has
issued no free transportation, nor does its management intend to
issue any such transportation to secure any favor from any public
oflicials which would reduce in the slightest degree the operating
expenses of the company.

♦» »

Mr. William B. Parsons in Scribner's Magazine states the total
number of paying passengers carried on all the surface and elevated
railroads in New York City in 1871 was 138.867.000; in 1882. 252.-
Soo.ooo; in 1892, 453.200,000; in 1899, 528.228.437. The total number
of passengers carried on all steam roads in the United States for
1898 was 501.066,681, or 5 per cent less than were carried in New
York City alone.

314

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

This departn:ent is devoted to the construction and operation of electric railway
power houses. Correspondence from practical men is specially invited. Both the
users and makers of power house appliances are expected to give their views and
experiences on subjects within the range of the department.

OPERATING ECONOMIES IN CENTRAL STA-
TION PRACTICE.

Read tiefore the National Electric LiplU Association by W. L. Abbott, chief
operating en^rineer of the Chicago Edison Co.

In every central station there grows up a characteristic system of
practices, good, bad or indifferent, due partially to peculiar en-
vironments and partially to the ability of the operating force.
Through natural selection the best of these practices are gradually
crystallized and become the unwritten code of rules for the direction
of the internal affairs of the station.

Some of these practices, while the very best for that station in
which they originate, may prove very unsatisfactory when trans-
planted into other stations, yet it is largely due to the cordiality
with which central-station managers impart to, and adopt on trial
from, each other new methods, that the present rapiil imiirovcmcnts
in operating details are being made.

It is in the hope that some of the methods hereinafter outlined
may be new and feasible in other places that these suggestions are
offered.

OIL .\ND WASTE.

The saving and renovating of waste and oil is an ever-present
and variously handled question in all stations. Some simply use
the waste until it is oil-soaked and then burn it under the boilers;
others go to the other extreme and use wiping towels, which are
carefully saved, washed and used over again. We favor a middle
course, using a good quality of waste, first on the finer parts of the
machinery, and then tor coarser work, after which it is put through
a washer consisting of a train of rolls, over which hot water is run-
ning. This extracts nearly all of the oil and much of the dirt. Tlie

FIG. 1.

oil and water are caught in a receptacle, the oil separated and passed
to the oil purifier, and the waste is put into the drier. This drier
consists of a sheetiron box 30 in. square and 6 ft. high, filled with
shelves, one above another, made of wire netting and spaced about
10 in. apart, for the reception of waste to be dried. The case stands
a few inches from the floor, and in the bottom, which is open, is
a steam coil. A door occupies one full side, and to the top is con-
nected an 8-in. galvanized iron pipe leading to the boiler breeching,
for the purpose of inducing a draft. The whole thing is quite
simple and inexpensive, yet it will thoroughly dry a charge of 200
lb. of damp waste in a few hours. This dry waste is somewhat
harsh and knotty, but has better absorbing qualities than new
waste, and we use and wash it over and over again.

In practice the oilers are allowed but three-quarters of a pound
of new waste on a shift, to keep a l,20O-h. p. engine clean, but they
are allowed all of the washed waste they want.

In separating oil from waste it is difficult to say which is the
by-product and which the direct product, as from 100 lb. of oily
waste we get 40 lb. each of oil and waste, and one product is about
as valuable as the other.

The amount of engine oil used at our Harrison St. station has
been reduced to the lowest possible minimum, I think, as it amounts
to only about 50 gallons of new oil each month. This is obtained
by catching and re-refining all the lubricating oil used on our ma-
chinery, which is quite readily possible on vertical engines. The
drains from our crank-pits are carried down into the oil refiners,
and the oil from the waste is all saved and put through a process
which makes it better than new oil. This may sound like an ex-
aggerated statement, luil 1 will explain later on why it is better
than new oil. I have spoken oi oil refiners and of refining the oil,
instead of filters and filtering the oil, for the reason that we have no
filters and do no filtering, but purify the oil by settling and boiling,
Our filters consist, essentially, of three tanks, as shown in Fig. I,
the first of which receives the oil from the engines mi.xed with
cj'linder drips and water from journals, etc. When this enters
the first tank, which is, say, half-full of water and half-full of oil,
the water and oil separate; the water goes to the bottom, where it
is drawn off through a trap; the oil goes to the top and is drawn
off through an overflow. From the first tank the oil flows to a
second tank, in which is a steam coil under a pressure of, approxi-
mately, too lb. This is for the purpose of heating the oil up to
about 250° F., at which temperature the water is driven off in the
form of steam. Owing to the surface tension of the oil around the
small globules of water which is held in suspension with it, the
water will not vaporize at a lower temperature. This tank is of such
a capacity that the oil is about two days in passing through it.
From the second tank, the oil goes into the third tank, where it is
allowed to stand about the same length of time, and where any
sediment it may contain will be deposited. From the third tank the
oil overflows into a large storage tank, where it is kept until it is
dr.-nvn off to be used. Few of those who have not looked into the
matter would realize how much water will be absorbed and held
in suspension by oil which contains a small trace of animal matter,
and how difiicult it is to break up the combination, once.it is
formed. Those of you who operate oil filters may have sometimes
wondered at the accumulation of grease in them; this grease being
a soft, jelly-like substance of the consistency of warm lard, or per-
haps even thicker. This grease is no more than a combination of
mineral oil, a small trace of animal oil and about 40 per cent water,
and if it were placed in a vessel and heated up to about 250°, the
water would be driven off, perhaps with explosive force if heated
too rapidly, but if the work is carefully done the water can be sepa-
rated, and what is left would be the best kind of lubricating oil,
containing a small trace of animal oil, and in our case all the cylin-
der oil from which the animal oil is derived; and it is this mixture
of the cylinder oil with the engine oil which gives it its heavier body
and better lubricating qualities. The oil which is expressed or
washed out from the waste apparently contains more cylinder oil
than that which comes from the engine drains, and on this account,
those who throw away their waste not only lose the waste, but the
richest part of the oil, which is contained in it.

CYLINDER LUBRICATION.

The question of cylinder lubrication was once a very perplexing
one for us, but after studying and experimenting, we settled the
question in such a way that it has not been open for several years.
We had great trouble with cylinder oil, and had difficulty in finding
an oil which would lubricate all of the cylinders of our triple-ex-
pansion engines from one lubricator. We have not found such an
oil and do not expect to. We could find an oil which
would lubricate the high-pressure cylinder, and we could
find an oil that would lubricate the low-pressure, but we could not
find a combination which would lubricate all of the cylinders, per-
fectly. We have, therefore, adopted an oil which will lubricate the
high-pressure cylinder excellently, the intermediate moderately well.

JuNii IS, lyoo. I

STREET RAILWAY REVIEW.

315

wliilc llic liiw liru.s.siirc .shows iiiily ;i .slight tnicc of oil, bill as there
is no c■lIllln^; nv scralcliiiig in llic low-pressure while il runs dry,
and as the hJKli-pressure cylinder makes a prompt and vigorous pro-
test it allowed to run dry for a few moments only, we have adopte<l
the oil which will give the best results in the high and let the low
be content vvitli what it gels.

The results of our experiments have convinced us that the only
oil to use iti a non-jacUeted cylinder, where it w(ndd come in con-
tact with very wet steam, is one which is very highly compounded.
It must also be an oil of a high lire lest, and the reason why it does
not lubricate the low-pressure cylinder as well as the high, in our
opinion, is that the temperature of the steam in the low-pressure
cylinder is so low that the oil will not remain atomized in the
steam, but washes down and combines with the water of condensa-
tion which has formed in the other two cylinders,and passes through
the low in an emidsion with the water. To prove this theory I
have tried the plan of mi.\ing a cylinder oil of a high grade and high
Hash test witli a light oil oTlow Hash test, and feeding it through
one lubricator through all three of the cylinders. The result shows
a fair trace of oil on the walls of the low-pressure cylinder, and we
ran our engine with this kind of cylinder lubrication for several
nu>nths. but finally decided tliat the best results for the entire en-
gine were obtained with that oil which gave the best lubrication
in the first cylinder. We now use a heavily compounded high fire-
test oil, fed into the steam pipe near the throttle. Wc find that a
gallon of oil so fed "will give good lubrication for a i,200-h. p.
engine (or 12 hours. I have seen a compound engine of this capac-
ity fed at the rale of nearly a gallon an hour without obtaining satis-
factory lubrication, the whole trouble lying in the fact that the oil
was not adapted to the particular conditions under which the en-
gine tvas working, and I think this may account for the unmeasured
prai*; or unstinted abuse which different brands of good oil receive
from different engineers, and I think, furthermore, that the differ-
ence between a good oil and a poor oil made from high fire-test
slock lies almost wholly in the amount and kind of compounding.

HOUKS OI-' WORK.

In arranging an operating force and the payroll of the central
station the suiierintendent should aim. as in all other matters, to
get the maximum of results, and still keep everything harmonious,
with the least expenditure of money. To do this he should care-
fully arrange his force so that he will al all times have men enough
to take care of the work on hand, and at no time have a surplus
of help over what is required to take care of the work to be done.
.*\lso his scale of wages should be carefully graded so that the opera-
tives doing the same class of work should receive the same pay,
and that the rate of pay to the different classes of workmen should
be in proportion to the skill, responsibility or manual labor re-
ipiired. Further than this, a considerable saving in money can be
made by paying the operatives partially in hopes and promises. By
this 1 mean to have a well-defined and well-known line of promo-
tion, and e.ich one know his position in that line, and that his
chances for promotion depend upon his ability, fidelity and length
of time in the service. Any really good, ambitious young man is
ready to begin work at the bottom of the ladder, and will work
along contentedly on small wages if he is assured that the promo-
tions to come will be awarded upon the above terms, and not by
favoritism. The most demoralizing and disorganizing practice that
can be introduced into a central station is to put a new man, the
relative of some official, or the friend of some politician, into a
desirable position over the heads of equally good men who have
borne the drudgery and hard work of inferior positions, hoping
and expecting that when there was a vacancy in a better position
they would have the preference.

In many stations the force is divided into a night gang and a day
gang, the day gang going off as the night gan.g comes on, and vice
versa. I do not know that this practice is as general now as it was
formerly, but I never thought it was well adapted in central-station
work. In the first place, the hours are too long, and in the next
place, it does not give the best distribution of labor. The number
of men in the station does not vary according to the load. The
practice which we instituted several vtars ago, of bringing the men
on one or more at a time an hour or so apart, and letting them
off in the same way, we find can be made to exactly meet the re-
quirements of an uneven load, and enables us to rotate the different
men of the same class through all the different shifts during the
course of one or two months, thus making the work and the hours

of all exactly alike in the cycle. At the end ol each week the
schedule is made up for the week to come, for each of the different
cla.sscs of operatives interested, and this is posted on Saturday night,
so that as the men go off work on the following Sunday it is known
what shift each will have during the coming week. These schedules
are altered from week to week, increased or diminished as regards
the number of men, anrl changed in form to conform to the varying
conditions of the load curve.

To illustrate by a set of December schedules: The problem to
be solved is to arrange the schedule so that there will be al any
liinc enough men for the work, without having too many men
around at other times, and, furthermore, to arrange the shifts so
that none will be obliged to go home between the hours of one and
six in the morning.

As we arc not sure what the load will be from day to day, or a
week ahead, wc are oblige<l to provide men enough to take care of
what wc assume will be the reasonable maximum. It is, of course,
impossible to meet the requirements exactly without breaking a
man in two and using the pieces in non-consccutivc times of the
day, but with a little care and study, it is possible to arrange the
schedule to very nearly meet the exact requirements. Take, for
example, the firemen's schedule for the week commencing Decem-
ber 18, 1899, as shown in Fig. 2. Wc start at midnight with five
firemen; two of these are relieved at one o'clock by two other men
who come on at that time. As the load from midnight until six
o'clock is quite irregular, owing to the variable amount of charge
required by the battery from day to day, we have rather more fire-
men on during this period for the amount of work done than we
have during other times of the day. At six o'clock in the morning

i— t" -I — I — r I I ['~T^

I ' I I '

~_ ' ^ _^_

I_ I

~ " '1 •

!• IS S 4

FIG. 2.

the load begins to pick up. and has nearly reached its morning
maximum by nine o'clock. To take care of this, our force of fire-
men is increased by one man each, al si.x and seven and another at
ten o'clock, there being by that time eight men on. and the force is
held al that number until one o'clock in the afternoon. During this
lime several men come on and others leave, but the number at work
remains the same. The slight drop of the load at noon is not fol-
lowed by a corresponding change in the number of men, but it is
taken advantage of as a slight breathing spell, and gives the men
an opportunity to clean fires and eat their dinners. Alter the mid-
day drop in the load there follows a gradual rise until four o'clock,
which we anticipate by bringing a man on al one and another on
al two; al four o'clock the load rises abruptly to the maximum
shortly before five. We provide lor this by bringing three men
out at three o'clock to gel their fires in good shape ready tor this
hard pull. and. finally, at lour o'clock the last man comes, which
brings the total number of firemen on at this lime of the day up to
14 men. After five o'clock the load gradually declines, until mid-
night, when it is only about one-fourth as high as il was at five.
Owing to the way in which the men have been brought out. their
shifts are finished so that the force is automatically decreased in
proportion as the load decreases, and we have during the day
worked 21 firemen, who have altogether burned about 210 tons of
coal, and have been so distributed that wc have al all times had an
excess of one or more men for the work, and none have been over-
worked. Fig. 3 shows the load curve for December 21st and also
what we may term the firemen curve for the same day. which shows
al a glance how nearly the size of the firing crew was adapted to
the requirements.

316

STREEl' RAILWAY REVIEW.

[Vol. X, No. 6.

Fig. 4 shows the oilers' schedule for the same week, and Fig. 5
shows how nearly the number of oilers were proportioned to the
amount of work to be done on December 21st.

THE FUEL QUESTION.

The greatest possibilities for saving or wasting about a steam
plant are undoubtedly in the coal pile, but as it is a dirty proposi-
tion and many of its features not well understood, the subject docs
not receive the consideration to which it is entitled.

The average ambitious engineer will spend much time and care
on his engine to be sure that the indicator cards arc perfectly sym-
metrical, that the points of cut-ofT are equal, that the release is in
time and that the compression rises to meet the admission in a
smooth, rounded curve. This is proper and commendable, yet the
same time spent in studying the conditions of combustion in his
furnace might show him a way to make a saving in fuel fourfold

qualities the cheapest screenings cost about half as much as the
liigh-grade coal.

Having selected the coal, the ne.xt problem is how to burn it
properly. It is commonly understood that 12 lb. of air are needed
to properly burn one pound of coal. It is also commonly supposed
that in practice about twice this amount of air passes through the
fire, but just how much actually passes and under what conditions
are the best results obtained are impossible to determine without
making analyses of the flue gases. Fortunately, this has now be-
come a very simple operation and one which can be performed
and understood by anyone competent to take charge of a large
boiler room. These tests often show the most surprising and dis-
appointing results. The analyses are made to determine the per-
centage of carbon dioxide in the flue gases. Under perfect condi-
tions it can run as high as 20 per cent, but it is not unusual to find
samples running as low as 2 per cent of dioxide. This brings down

> i

r 1

1 /

Fig-. 3.

•« ■

,..,

'*■■»

.riiKK

■'„..„

Fig. 4.

•

" "1/

^\J ^

^J^

. /

1- M

Fig.' 6.

• "v^ 7 15/ '*' '

;=» ""

S in l.t ::i( :n Mu na 4u 41 su *1 u u
tIMt: 111 Mixirri^

Figr. V.

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M ^ '^ ^

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Fig. 9.

li-

Ml *u «3 an

Fig. 10.

Fig. 5.

Fig. 8.

Fig. 11.

greater than is possible in the final refinements of the indicator
cards.

A fireman whose wages amount to, say, 20 cents an hour will
burn during that time fuel costing 10 or 15 times as much as his
wages. It would not be possible by any sort of driving to save half
of the wages, but it is readily possible, by properly watching and
instructing the fireman, to save double his wages in coal. In the
first place, great care should be exercised in the selection of the coal
to be used. I believe that the cheapest coal is that kind which has
the greatest amount of combustible for the least amount of money,
provided the furnaces are of the proper kind and ample in capacity
to make the required amount of steam from them. The very
cheapest kind of Illinois screenings, costing less than $1.50 a ton,
will not have less than 10,000 B. t. u. per pound, and the very best
of eastern lump, costing $4 a ton, will not have more than 14,000
B. t. u. per pound. This means, then, that for equivalent heating

the economy, for two reasons: First, the gas in the firebox is
diluted with an excess of cold air and cooled down, and, secondly,
the amount of gas, being increased in volume, passes through the
boiler more rapidly and does not give up so much of its heat. It
is almost a parado-x that within reasonable limits the more the
gases are cooled down in the furnace by the admission of excess
of air the hotter they will pass away from the boiler. The two
causes of excess of air in the flue gases are, first, running boilers
on too light loads, and, secondly, careless firing.

In a station where the load is much higher for a few hours than
during the rest of the day, the tendency is to have too many boilers
in service during the period of light load. The natural result is
that the fires are run thin; the grates get bare in places and a
great volume of air is drawn in, and only a small portion of it comes
in contact with the fuel.

Careless firing is always a flagrant waste of fuel. An engineer

Junk is, lyoo.]

STREET RAILWAY REVIEW.

317

may be aware that he is not ^etliiig the resuUs which his tests lead
him lo believe he should have, and yet, in a boiler room where sev-
eral men are working, it is exceedingly difficult to fasten the blame
on any one of them unless one can examine the chips the men
make, or, in other words, the flue gases.

To follow intelligently the work of the inilividiial fireman, we
have installed in our boiler room a device c;illed the econonieter,
through which is induced a small current of gas from a boiler
breeching. The weight of this gas, changing with its composition,
moves a pointer across a dial, thereby indicating continuously the
varying percentage of carbon dioxide in the Hue gas. From this
device are run individual pipes to the breeching of each boiler, and
all is so arranged that samples inay be drawn from several boilers
and tested in a few minutes, or a continuous test may be made of
the performance of any one boiler.

Readings taken from this instrument at regidar ami short inter-
vals, when plotted, form a curve which is a very comprehensive
record of the conditions of combustion during the time of observa-
tion. A few of such curves I submit herewith: Fig. 6 shows the
results of a test made to determine the relation between boiler eflli-
ciency and percentage of carbon dioxide. The results show that
within the limits tested the two are almost directly proportional.
Fig. 7 shows the results of skillful and even firing. Fig. 8 shows
the result of careless and uneven firing. Fig. 9 shows, first, what
occurs when a fire is cleaned in a leisurely manner, the dioxide
dropping to one per cent; then followed a charge of coal, which
got the furnace in good working condition; but as the fire was not
replenished during the next 15 minutes, it burned so thin that it is
dnul)lful if the boiler was making steam at all. The latter part of
the curve shows the automatic improvement in the fireman as soon
as he observed that he was under surveillance. Figs. ID and 11
show how the work of a fireman may be improved by giving hiin
intelligent instruction.

The above are a few of the mcthiuls we have adopted for rcdiic-
ing operating costs.

Some of them may appear trivial, but when we consider that $100
saved is $100 added to the surplus, which is as good as a $500 in-
crease in the gross earnings, and that to add $500 monthly to the
gross earnings would require an investment of, say $25,000 — when
we consider this we may realize what a valuable asset is an engineer
who is prolific in methods for keeping costs down or is ready to
adopt such methods from others.

"i may conveniently finish this paper with a sentence from Ben-
jamin's paper: 'The more the subject is agitated, the less shall wc
have occasion to mourn the destruction of life and property on
account of faults in the 4.»;slgn of this most necessary clement of the
steam engine.' "

FLY-WHEELS.

Fly-wdieel accidents and fly-wheel design were discussed in a
paper before the Civil and Mechanical Engineers' Society (England)
in April last, and after giving a resume of the various articles pre-
sented before similar societies in recent years the author. Pro-
fessor Sharp, reaches the following conclusions;

"From Mr. I.ongridge's statistics, as given in the annual report of
the Engine Boiler & Employers' Liability Insurance Co., it appears
that of the engine break-downs coming to his notice I in 50 was
a fly-wheel accident. This proportion may not seem greater than
might be expected. But if it be remembered that a fly-wheel is
merely a rigid body, none of its parts possessing relative motion,
while the other engine details, such as valve gear, governor gear,
pump gear, etc., are much more complex, the proportion of fly-
wheel accidents must be regarded as a large one. My opinions
on the subject may be briefly summarized thus; When a fly-wheel
is small enough to be made in one piece, and when its normal rim
speed is not above 40 or 50 ft. per second, cast iron is a suitable
material if ordinary precautions are taken in cooling. But when the
wheel is so large that for convenience of erection it has to be made
in two or more pieces, an element of insecurity is introduced. Built-
up fly-wheels of mild steel plate arc too costly. Cast iron may be
safely employed for the rim and nave. But for the arms of the fly-
wheel I consider cast iron a totally unsuitable material. The arms
are subjected to bending stresses in opposite directions, and owing
to the want of ductility of cast iron the margin of safety may be
dangerously small when the normal speed is exceeded from anj-
accidental cause. I submit that a fly-wheel built ivith cast-iron rim.
and tangent spokes of mild steel, offers a perfectly satisfactory me-
chanical solution of the problem of the design of a safe fly-wheel,
and at a price that is little if anything greater than the prevalent
design of fly-wheel with cast iron arms fitted to the nave and rim
segments.

REHEATERS IN MULTIPLE-CYLINDER
ENGINES.

Dr. K. II. Thurston discussed the results obtained with rehcatcrs
in multiple-cylinrler engines in a paper presented at Cincinnati meet-
ing of the American Society of Mechanical Engineers, and in clos-
ing, says:

Conclusions, probably definite, and sufficiently accurate for prac-
tical application, may be drawn from what is already known of this
subject, although we arc obliged to admit that direct experiment
has done little to aid us in their deduction. It is tolerably certain
that a reheater, wherever and however employed, can be of little
if any value in improving the thermodynamic action of the engine
if it has not sufficient power to produce some superheating, and it
is no less certain that a properly proportioned and placed reheater
will be of comparatively small importance if supplied with wet
steam, and its value will be less as the amount of the moisture in the
steam entering it is the greater, up to the point at which it ceases
lo produce superheating of the steam entering the succeeding cyl-
inder,

1. A reheater should be given such area of heating surface as
will insure, under the circumstances of its operation, at least moder-
ate superheating.

2. The reheater must, to insure proper action, be supplied with
perfectly dry steam, and must usually be accompanied by a sep-
arator out of which it may take such steam, or it must itself act
as a separator.

3. To be thoroughly effective, the reheater should take steam
immediately from a separator, and should deliver its own charge
directly into the succeeding cylinder, thus permitting no opportunity
for loss of heat and production of saturation before the charge is
fairly introduced into the next steam cylinder. The separator may
probably often be constructed in one piece with the reheater. with
advantage in this respect.

4. Those conditions which control in the application of the super-
heater apply equally well to the case of the reheater. The latter is
properly a superheater placed between cylinders in series; otherwise
it becomes simply a separator.

5. With properly proportioned and adjusted superheating and
reheating apparatus, multiple-cylinder engines should gain quite
considerable economy, and even enough, where high efficiency is
demanded, lo make their employment financially desirable.

SETTLING BASINS AT NEWPORT.

The Cincinnati, Newport & Covington Railway Co. draws its
water supply from the flicking River, a very turbid stream, which
made it necessary to build settling basins where a portion of the
suspended matter could be deposited before the water was taken
to the condensers and heaters. The settling basins are two in
number, placed side by side; they are 75 x 60 ft. on top and II ft
deep, the sides having a slope of 5 vertical to 4 horizontal. The
bottom of each basin is of concrete 8 in. thick and the sides are
of well tamped clay 4 ft. thick backed up by earth filling; the side
walls are lined with two layers of i-in. planks. These basins have
given no trouble because of leaks.

The pumping station is on the bluff near the settling basins and
not far from the power house. A well 20 ft. in diameter and SO ft.
deep with brick and cement walls was sunk and connected with
a second or intake well 20 ft. deep near the water's edge. In this
station are three Stilwell & Bierce duplex pumps with an aggregate
capacity of 1,750.000 gallons per day. Water is drawn from the
settling basins through intakes 18 in. from the bottom and delivered
either to the power house or to an elevated tank just outside the
station.

The total cost of the pumping station, basins, etc.. was about
$17,000. but the settling basins and the portion of the pumps and
plant neces.sary to permit the river water to be used for feeding the
boilers instead of city water is estimated at S3.000. The use of river
water in the boiler has reduced the water bills from $200 per month
to 60 cents.

318

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

TROLLEY WIRES OVER MOVABLE BRIDGES.

Wlicn an ikclric railway lays its tracks over a movable bridge,
one of the problems the engineer has to ^olve is that of designing
a suitable arrangement for the trolley wires. In our issue of Janu-
ary, 1897, page II, we illustrated the trolley connection devised
by Mr. J. R. Chapman, for the rolling lift bridge over the Chicago
River at Van Buren St.. which was occupied by the West Chi-
cago Street R. R., now the Chicago Union Traction.

Another interesting trolley construction is that designed for a
movable bridge crossed by the electric tramway at Hull. Eng-
land, and illustrated in the Electrical Engineer, of London. This
bridge is carried on wheels and is opened by rolling it back over
the west approach.

The trolley wires are suspended from brackets attached to side
poles. The line east of the draw span terminates in a pole set at

WIRE OVER BRIDGH, HULI., ENG.

the curb near the opening; two poles fastened to the main girders
of the bridge carry the wires on the movable portion, and the
last pole for the wires on the west approach is set on top of a pile
and braced to a neighboring building.

At the east end of the draw span the stationary and movable sec-
tions of the trolley wires are electrically connected by switches con-
sisting of tapered tongues sliding into spring jaws. At the west
end the bridge wires arc at a slightly higher level than are those
on the west approach and there is no electrical connection between
them; inclined bars are attached to the terminal bracket to guide
the trolley from one wire to the other.

As the bridge when moved back is raised to a slight extent, the
bridge wires occupy a position just above the trolley lines on the
approach and there is no interference.

CONVENTION OF RAILROAD COMMISSIONERS.

The annual meeting of the National Convention of Railroad Com-
missioners was held at Milwaukee the last week of May; the busi-
ness sessions occupied the 28th and 29th and were followed by an
excursion to various points in Wisconsin.

The secretary of the Convention had very courteously extended
an official invitation to the Street Railway Accountants' Associa-
tion, and three members of the committee on the standard system
of accounts, together with Mr. F. E. Smith, auditor of the Chicago
Union Traction Co. had made arrangements to attend. Mr. J. F.
Calderwood was unable to be present because called to Columbus,
C, by the death of a friend, and the .Accountants' Association was
represented by Messrs. C. N. Duflfy, F. E. Smith and H. C. Mackay.
It should be stated that the roll of the .Accountants' Association was
called as part of the routine business.

In his annual address the president. Cicero J. Lindly, strongly
recommended that electric railways be brought under the jurisdic-
tion of the state commissioners. He said in part:

"Electric railroads are becoming an important factor in every
state in the Union. Within a few years these railroads will cross
and recross almost every state and territory in the United States.
There can be no good reason assigned why a railroad carrying
passengers, traversing the country and in many instances carrying
mail and freight, should not be amenable to the law the same as
steam railways, no matter by what power they are propelled, and I
believe it to be the duty of every commissioner here to make an
effort in his state to see that the railroads propelled by electricity
and the street railways in his state should be placed under the
jurisdiction of his commission or under the jurisdiction of a com-
mission that will force them to make the same character of reports
to the people of the state that steam railways do, so that those in-
vesting their money in the stocks, bonds and mortgages of the
various street railways in the state may know what those roads

earn, what their capital stock is, the gross earnings of the road,
the net income, and for what other purposes his money invested in
these enterprises is being expended. There is naught but justice
in this, and it appeals to every fair-minded man in the state in which
we live."

The Railroad Commissioners have a standing committee to con-
sider the "Classification of Expenses for Electric Railways" and in
its behalf Mr. A. W. Cole, chairman of the New York Railroad
Commission, said that the committee had little to report since the
adoption of the "Standard System", at the Denver meeting in
August last. The New York Commissioners, however, had prepared
their blanks and the reports of the New York street railways be-
ginning July I. 1900, would be made in accordance with the re-
quirements of the "Standard System." It will be remembered that
Mr. W. O. Seymour, of the Connecticut Railroad Commissioners,
last fall made a similar announcement for his state.

The recognition and courtesy extended the street railway account-
ants by so important a body as this association of Railroad Com-
missioners, is naturally gratifying in the extreme to those who have
worked so hard to make the Accountants' Association what it is.
Very few associations have come into as important a position and
so readily settled down to earnest work in so short a time, as it.
•And fewer still have accomplished as good results in 10 years as
the .Accountants have in three. The excellent work already done
will be better realized and appreciated each year, in proportion as
it is understood.

« ■ »

AN ENDLESS CHAIN SWINDLE.

.An "endless chain" scheme whereby the public may secure street
railway tickets at greatly reduced rates has been worked during the
past two months at Atlanta, Ga.; Baltimore, Washington, Pitts-
burg, Kansas City, Mo., and Chicago with the result, as with all
something-for-nothing projects, the would-be gainers have suffered
considerable loss. .At several of these places the promoters of the
chain were arrested and forced to leave town.

The plan is not a new one although we do not remember of its
having been used in connection with street railway tickets before.
In fact the tickets only serve as a blind; people would be more
suspicious were $3.00 cash oflfered.

The promoters rent a small office for a short term and commence
the sale of books of coupons. As the scheme was worked in Chica-
go the books contained four coupons each and were sold for $2.
The purchaser was to sell three of these four coupons to three
difTerent people for 50 cents each, the purchaser of a coupon taking
it to the promoters and on turning it in with $1.50 in cash receiving
in exchange a book of four coupons, three of which were to be in
turn sold to other parties. When the three persons to whom the
original purchaser of a book had sold his extra coupons, had each
paid $1.50 and taken out a new book, the original purchaser re-
ceived $3 worth of street car tickets from the promoters; these
tickets would cost the recipient but 50 cents, since he retained the
$1.50 for which his three coupons sold. The promoters on the other
hand would also have a good thing since they did not issue any
tickets to the purchaser of a book of coupons until $4.50 had been
received and three new books of coupons issued. Thus the pro-
moters would make $1.50 and the purchaser $2.50 on each $3.00
worth of street car tickets. On original sales the promoters receive
$2 more per book. The details of the schemes as tried in otlu r
cities varied only as to the number of coupons and the price.

The chain is supposed to go on indefinitely, the last set of pur-
chasers of coupons supplying the money to pay the street railway
for the tickets and also to pay the 133 1-3 per cent profit divided
between the promoters and the preceding purchasers. Unfortu-
nately, however, the progression is a geometrical one and the time
very quickly comes when the last purchasers must lose the money
invested because of the impossibility of finding new sets of pur-
chasers for the coupons. Estimates of the total wealth of the world
place it at less than $300,000,000,000. yet starting with a single book
of coupons and assuming each set of purchasers to dispose of the
three coupons as required, the 24th set of purchasers would have to
invest even more than this sum.

The element of fraud in the transaction is that since the commo-
dity dealt in has a fixed value and the promoters and early pur-
chasers make a profit, the loss is certain to be borne by the later
purchasers.

Junk 15, i ijoo.

STRFJCT RAILWAY RliVlEW.

M')

The Indianapolis, Greenwood & Franklin Interurban,

IIV CUIVI) MAKSHAI.I,.

Till liniiiMM- 111 I llili,nwi|iip|i', Iii-IIIK lllr crlllcl' nf ;i milllljlT of ex-
tiiisivr intiTiiilian systems scrms lUMr fiilfillmriil. K(ir several
years li viiiKlmi. llu- seat of litUler Cullene and a fme residence dis-
trict, has been connected to the city by one of the lines of the In-
dianapolis Street Railway Co. The Indianapolis & Broad Ripple
line has been a favorite route for pleasure seekers dnriuK the sum-
mer and fall seasons. On Jan. i, K^io, the Indianapolis, Green-
wood & rranklin lUectric Railway Co, ran the first interurban car
over its tracks. The lines of the Indianapolis & Greenfield Rapi<l
Transit Co. are practically completed ,ind will be npetied (nr tr.illlc

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1NTEKUKB.\NS ABOUT INDlANAI'OI.l.s. INH.

in the immediate future. Interurbans have been projected, fran-
chises and rights of way secured for roads connecting the capital
city with Kokomo, Martinsville and other cities in central Indiana,
and the electric railway work of greatest magnitude now developing
in Indiana is the extension of the lines of the Union Traction Co.,
which will soon connect with Indianapolis.

During the past decade the Indiana gas belt, comprising Grant,
Madison and Delaware Counties, has been the scene of great in-
dustrial activity; .Anderson, Muncic. Marion and EKvood have
grown from country towns to manufacturing centers. The lines of
the Union Traction Co. connect these cities with over too miles
of track and the mileage will be almost doubled with the exten-
sion to Indianapolis and elsewhere. A power station to cost $750,000
is in the process of erection at Anderson to furnish current for this
great system. This, together with the dearth of materials, has oc-
casioned some delay in the construction of the Indianapolis branch.
It will thus be seen that the electric interurbans. already past the
paper period, will make the capital of Indiana the hub, with many
of the secondary cities of the state directly contributory to it.

The experience of the Indianapolis. Greenwood & Franklin Elec-
tric Railway Co. is indicative of success for the other roads, as
the traffic this spring has taxed the capacity of the equipment to
the utmost. After some six years of fruitless litigation, last July
the company came into the control of Charles F. Coflin, a prom-
inent lawyer of Indianapolis, and W. G. Irwin, a banker r' Frank-
lin, and it was reorganized on a working basis and the construction
of the road pushed with vigor.

The line was surveyed from Garfield Park at the city limits of

Indianapolis in a southeasterly direction throuKh Soulhport and
Greenwood to Franklin. Franchises (or 50 years permitting the
company to carry passengers, baggage and freight were secured
through the tf)wns, but the line for the rest of the route is- over
a private right-of-way, paralleling the Jeflferson, Madison & In-
dianapolis K. K. At one point about five milts south of the city it
was necessary to make a deep cut to avoid a heavy grade. A farm
of ,30 acres was purchased by the company and a pit of fine gravel
opened. An excellent roadbed has been constructed at little ex-
pense and the company still has a valuable and almost inexhausti-
ble gravel pit. There arc no grades or curves of any consequence
on the entire line. The route is through a good farming district
for which Indianapolis furnishes a splendid market.

There will be a large amount of pleasure riding over the line this
summer. When the road is extended to Franklin, the county scat
of Johnson County, the contributory population outside of Indian-
apolis will be large and a regular business traffic of good propor-
tions will result. The map shows the towns and cities connected
and the part yet to be constructed. This map also indicates the
electric lines running out of Indianapolis, and by the dotted lines,
tlicpse projected.

TKAtK AND OVERHEAD CONSTKUCTION.

.\n agreement has been made between the Indianapolis Street
Ky. and the Indianapolis, Greenwood & Franklin company whereby
the cars of the latter company can run over the tracks of the Shelby
St. line from the city limits to the business center, with a tcr-
miiuis on Meridian, near Washington Sl

Last October the first rail was laid and in less than three

2S0-H. p. BUCKEYE EKGISE.
STATION BCII,DINGS.

months a single track extended from Indianapolis nine miles south
to Greenwood, with turn-outs at lour dilTerent points equidistant
along the line. A 6o-lb. rail is laid on oak and cedar ties. 6 in. x 7
in. X 8 ft., spaced from 15 in. to 2 ft. apart. The rails are elec-
trically connected by No. 0000 Washburn & Moen bonds. The
line crosses a number of streams which are substantially bridged.

Two No. 00 trolley wires are strung over the track, these acting
as feeders and avoiding frogs and switches. Aluminum wire of
300.000 c. m. section has been supplied by the Pittsburg Reduction
Co. and will serve as a feeder from the power station six miles
towards Indiai apolis.

320

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

Span wire construction, suspended from 30-k. cedar poles with
7-in. tops, is used along the public highway, but along the private
right-of-way Creaghead brackets hold the trolley wire. The Ohio
Brass Co. furnished the rest of the overhead material except the wire
which came from Washburn & Moen."

A private telephone line parallels the track, with instruments in
the superintendent's office and in telephone stations located at each
of the turn-outs. If a car is off schedule time the conductor un-
locks the box and calls up the office to receive running orders, or
should any accident or break-down occur, the superintendent is
notified.

Outside the towns points at which the cars can be hailed are in-
dicated by stop signals, of which there arc 30 along the line.

As may be seen from the illustrations, the cars of this company
are large, handsome and well equipped for fast interurban opera-
tion. They were made by the Laclede Car Co., of St. Louis, and are
of the open type with tightly fitting windows so that they can

style of ticket is shown herewith, the fare, direction and destination
being indicated by punches. Commutation tickets of 50 rides, good
for one family for one month, are sold for $6.25. Account of the
local fares collected in Indianapolis is kept on a fare register.

The large freight car shown in one of the illustrations is home
made, and is used for construction work and hauling gravel. In
ballasting the roadbed the gravel was costing 50 cents per cu. yd.
for transportation by teams. This car was designed and con-
structed for this purpose, and the cost of transportation has been
reduced to one-sixth. It has a capacity of 15 cu. yd. of gravel and
averages 10 trips a day. The car body is 8 ft. 4 in. wide and 36 ft.
long, with side beams 10 x 10 in. and a center beam 6 x 8 in. In the
middle of the platform there is a trap door for dumping the gravel
between the rails. The car is mounted on Peckham trucks with
two Steel motors, each of 50 h. p.

POWER PL.\NT.

A general view is given in the illustration of the office, power
station and car barn located at Greenwood, midway between In-

GKAVBI, C.\R.

PASSENGER CAR.

be comfortably heated in winter, but the window space is so large
that with the window down the effect is the same as a summer
car. Electric heaters made by the Consolidated Car Heating Co.
are placed under the seats. On either side of the center aisle are
double, reversible, rattan-covered seats and above are package
racks. The interior is handsomely finished in cherry.

Three of the cars are mounted on Brill double trucks and three
on Peckham 14 A trucks with a 6-ft. wheel case. Each truck car-
ries a 50-h. p. steel motor made by the Johnson Co. The Chris-
tensen air brake system is used with a small motor-compressor in
the front vestibule. An air whistle is on the car roof above the
vestibule and a warning is sounded by the motorman just before
each cross road is reached.

As will be seen from the illustration, the cars are equipped with
"Providence" fenders, made by the Consolidated Car Fender Co.

Each car is equipped with a Wagenhals arc headlight. This
throws a remarkably brilliant light along the track for several
hundred feet, and in Indianapolis the contrast is very marked be-
tween the Greenwood and the city cars with their little incandescent
headlights. The carbons are fed by hand and will burn in one posi-
tion for about one and a half hours. At the end of each trip at
night the motorman releases the clutch, which allows the upper
carbon to drop down to the lower one.

Two of the cars have baggage compartments for carrying parcels
and light freight. At present the freight traffic consists chiefly of
dairy products, and each morning on the early run 300 gallons of
milk are delivered into the city. The freight business is as yet unde-
veloped, but will receive attention as soon as the passenger traffic
can be taken care of.

On week days an hourly schedule is maintained from s a. m. to
12:15 3t night, and on Sundays the cars run every 35 minutes.
Tickets are on sale at Greenwood, Southport and several stores in
Indianapolis, as well as on the cars. The fare one way from ter-
minus to terminus is 20 cents, and for the round trip 30 cents. The

dianapolis and Franklin. The power house is a brick building 47
x 94 ft., of which the engine room occupies 56 and the boiler room
38 ft. of its length. A 2So-h. p. simple Buckeye engine is belted
to a 6oo-volt, 333-ampere Westinghouse generator. The fact that
there has not been a shut-down of sufficient duration to throw the
cars off schedule time speaks well for the engine and generator as
well as for the careful attention given them. The Buckeye Engine
Co. has built a 350-h. p. engine for this station which will be belted
to a 300-kw. Siemens & Halske generator. The Siemens & Halske
Electric Co. made the white marble switchboard upon which the
mounted Weston ammeters and voltmeters.

There are three loo-h. p. horizontal tubular boilers, made by

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Chandler & Taylor, carrying steam at 95 lb. pressure. A Hoppes
exhaust feed water heater is mounted on top of the boiler setting.
One hot water pump and one cold water pump, each 6x4x6 in.,
made by Dean Bros., of Indianapolis, keep the boilers supplied
from a deep well and maintain the pressure on a system of water
works. The boiler room equipment is to be duplicated in the im-

JUNIi IS, 1900.]

s'rRi':i';i' railway review.

321

nifdiatc fiiliirc. Imli.iii.i sl.uk (n.il is used .iiiil the d.iily cuiisump-
tion is about u.Hoo lb.

Three tracks entt'r llic car Ij.ini, vvliicli is a lirick Iniilding 50 x
100 ft., with a repair ami iiispectioii pit umler one (jf the tracks.
With the arrival of the cars now ordc'red the IniildiiiK will be of
inadc'(|nalc size, and plans are ready for an extension of 75 ft. in
leriKlh. Water pluKS with about 100 ft. of 3-in. hose are located
at convenient points about the plant for lire protection.

Mr. A. It. lIoHuo, superintendent of the company, is a man
of long and varied experience in electric railway work. Previous
to his cnnaKenient in Indianapolis he was superintendent of con-
slrnclion on the Cleveland Si Chagrin Kails Klectric R. k., and
had charge of its operation for 15 months. He superintended the

C. !•■. COl-l-IN.

A. B. HOGUE.

electrical construction of the Niagara Falls & Suspension Bridge
Ry., when it was rebuilt to use current from the water power.
Later he was superintendent of construction of the London (Ont.)
Street Railway Co., until called to a similar position with the Can-
ton-Massillon Electric Railway Co. For a year he was superin-
tendent of the Worthington, Clintonville & Columbus Street Rail-
way Co. The results of his experience are apparent in the operation
of the present line; everything is in first-class working order, and
not a stop of 15 minutes has been occasioned since the cars began
running.

The company is capitalized at $150,000 and has no indebtedness.
Charles F. Coffin is president and secretary; \V. G. Irwin, general
manager, and A. B. Hogue, superintendent. The office of the presi-
dent and counsel is at 525 Lemcke Building, Indianapolis.

STREET RAILWAYS AND THEATRICAL AT-
TRACTIONS.

In our May issue, page 259, was published Mr. H. F. MacGregor's
paper on the "Operation and Maintenance of Street Railways," read
before the Southwestern Gas, Electric & Street Railway Associa-
tion, and we give here a portion of the discussion which this paper
elicited:

Mr. Jenkins: I am interested in the tpiestion of summer theat-
ricals, and I am inclined to think that Mr. MacGregor has set the
proper pace, 10 cents admission and 10 cents for reserved seats. I
have had numerous applications every week from big aggregations
who want to come and show us how much money they can make,
but as a rule the making of money is on the other side. I have
found so far that the money it takes to run a thing of that kind has
more than taken up the gross receipts.

Mr. MacGregor: As to the amusement business, if there are
those who would like to get into the circuit there is no reason
why they shoidd not do so, if they are willing to guarantee what
the railway towns are willing to guarantee. The trouble I see
about these associations there is no agreement of sentiment on any
proposition.

Mr. Boyd: I don't know a thing about the entertainment busi-
ness, but I have my office in the store of the manager of the local
theatre, and I have asked him leading questions, and what I find
is that they never get a guarantee from any street railway men
who are not entirely novices in the line of entertainments; they
get a percentage of the receipts, to 50, 60 or 70 per cent.

Mr. MacGregor: Here in Waco they prefer to hire troupes out-
right and take all the nioncyand pay them 50 much for their ser-
vices. At San Antonio they haven't any building where they could
make a charge. What they did there was to run
free on a concert basis. At Laredo there was a
charge for entertainments and a charge for reserved seats, and a
percentage, and a guarantee only of board and transportation. That
is all the guarantee we propose to make; to allow $s for each per-
son and their transportation around the circuit. Whatever loss
there was on that wmdd have to come out of the Scent fares if they
failed, and sometimes we would have a profit on our percentage of
10 ami 10. For instance, in railroad towns we would be willing to
give them as much as 80 per cent; we would have our profit, but
then we might lose it on the next show. One wants it one way
because he has educated his people to have something for nothing.
What I would like to do is to agree on some plan. If we could
:ill adopt it I think we could do something in the way of summer
amusements.

Mr. Veager: I started in this business last year. I engaged a
troupe on the lines that we talked of last year at Austin. After two
weeks I found that we were getting it in the neck. They were
asking everything; just simply laid themselves down, and I had to
get everything, so I went through the season with other troupes
and wound up with a big opera troupe in which I charged 50 cents
admission and 15 cents reserved seats and had my house full; played
two weeks. I corresponded with theatrical agencies throughout the
country and managers. an<l in that way got a good deal of informa-
tion which changed my ideas in regard to running summer enter-
tainments so as to make it profitable to the comjiany. After play-
ing the troupes two weeks on the admission plan, I noticed that
there were certain nights people went out and I had larger crowds
than other nights, and it was always the same way. After play-
ing these people two weeks the third week I gave three nights free;
in fact gave a better show than I had before. I didn't have half as
many people as I did the nights I charged 25 cents to get in to
see the same thing, including car fare, because the society people
which make up the big crowd w-ould not go. They had the idea
that as it was free everybody would be there. In Houston that
would be the negroes and others. With us it is the Mexicans and
negroes. And I didn't make enough to pay the musicians and ex-
penses. I guarantee nothing. I say to them that I have a place on
which I have spent $4,000 to make it first-class, that I will do every-
thing to bring crowds and can do it better even than they can if they
came on their own responsibility. I give them the place. They
have no license to pay. I do the advertising and pay the expenses.
I will give you all the gate receipts and all the reserved scats except-
ing 10 or IS per cent, according to your attraction. I reserve that
much to pay the expenses of the door-keeper, stage hands and to
clean up after the performances. They take the risk. They give a
good show, because they are on their metal, and if they do not give
a good show people will not patronize them.

Mr. Strickland: Mr. Veager bears out my position that the peo-
ple of Texas, at least those who patronize the street railway and
lighting plants, do not want something tor nothing. I would like to
ask Mr. MacGregor as to the legality of street railways conducting
those summer entertainments.

Mr. MacGregor: We have a right to do anything that promotes
our business.

Mr. Veager: I had this matter investigated by some attorneys at
.\ustin. and I found there was a way of getting around it so not to
have any risk, so I didn't charge admission. I have nothing in my
franchise to say whether I should charge 5 cents or any other sum,
so I have no entertainment at which I sell tickets at the gate.
Whatever we have there is included in the car fare. You buy car
tickets which entitles you to a coupon to go and see what you can.
After you get in if you want a good, comfortable seat you can pay
additional for it. We take out a license, pay $10.50 a year. I don't
think there are any legal objections, but I took this course in order
t be on the safe side.

The United States District Court at Galveston. Tex., has allowed
the claim for $30,000 brought by the city of Galveston against the
Galveston City Street Railroad Co.. for the value of the company's
stock held by the city and has decreed this to be a prior lien to that
of the bondholders, and it must be paid out of the proceeds of the
sale of the road.

STREET RAILWAY REVIEW.

{Vol. X, No. 6.

SOME EARLY ELECTRIC RAILWAY INSTAL-
LATIONS.

When and where ihe first successful electric railway was built m
this country is a matter ot considerable dispute, several cities
claiming the honor of having been the first to prove the mechanical
and commercial feasibility of applying electric traction to street
railway transportation problems. Prior to 1880 there is no record
of an electric railway embodying the essential features as we know
them today, that is an electric motor on a moving car taking cur-
rent from a central station through electric conductors by means
of a sliding or rolling contact, although models had been built
and experiments carried on along this line by Thomas Davenport
at Springfield, Mass., in 1835-37, Thomas Hall at Boston in i860.
Van Depoele at Detroit in 1874, Stephen D. Field at San Fran-
cisco in 1877, and others. Experiments had also been made with
battery cars propelled by current taken from Grove battery cells
carried under the seats, and in Europe several models of electric
railways had been built, employing a third rail or an overhead
wire, but in this country no practical demonstration of electric
traction principles as now generally applied had been attempted.

Thomas A Edison can probably claim on good grounds to have
constructed the first mechanically successful road in America, al-
though his was purely an experimental line. This was built in i88o
near his laboratory in Menlo Park, N. J., and on it cars were
run, drawn by a locomotive taking and returning the current
through the rails.

In 1882 Joseph R. Finney exhibited in Allegheny, Pa., an electric
car for which current was supplied by an overhead copper wire. A
small trolley fitted with grooved wheels running on the wire as
on a track and connected with the car by a flexible conducting cord
served to convey the current to the motor. It was not, however,
until 1887-88 that a road was actually built on Finney's plan.

In 1883 Leo Daft equipped and operated successfully an electric
system on the Saratoga & Mt. McGregor R. R. at Saratoga, N. Y.
This line was about 15 miles long with several severe grades. A
locomotive receiving current from a third rail between the track
rails drew several trail cars, often attaining, it is said, a speed of
eight miles an hour. In the same year Clias. J. Van Depoele placed
in operation in Chicago an experimental track about 400 ft. long
having a 5 per cent grade. The rails were used for one side of the
circuit, while the other consisted of a copper wire supported in a
wooden trough in the center of the track and passing over two
brass wheels suspended from the bottom of the car. As the car
passed it lifted the cable and then allowed it to again drop into the
trough. The car was fitted up with a 3-h. p. motor and could ac

^F^^^;^ ^>V#"'

ONE OF THE B.^RLY INSTAHATIONS.

commodate about 25 people. During this year Field also exhibited
at Chicago an electric locomotive that successfully drew one car
and took its current from a conductor laid on the ground.

On July 27. 1884, an electric car made scheduled trips over a mile
track in Cleveland, and this is probably the first electric car in
regular operation on a street railway track in the United States.
The motor was placed between the wheels and supported from the
car body, and geared to the axles by belts or spring wire cables.

The current was conveyed to the car by conductors supported on
insulators in a small wooden conduit, and connections made with
the conductors by means of a plow extending through the slot in
the conduit. This was the initial installation of the Bentley &
Knight system. The road was abandoned in 1885.

In the same month, July, 1884, Van Depoele made arrange-
ments to run an electric railway at the Toronto (Out.) Annual
Exhibition, using an underground conduit. This road was a com-
plete success mechanically and financially. The conduit was built
as follows: A woaden box was fixed in the center of the track
and kept in place by means of iron brackets screwed fast to the
cross ties. A narrow opening ran the entire length ot the box,
both sides of this opening or slot being protected by iron strips
to prevent the wood from wearing. The inside and outside of the

VAN DEPOKI.K .SVSTli.M .\ 1' »L K.\NTl).N, I'A.

box was painted with asphaltum. Two copper strips placed on
opposite sides of the box were used as conductors, one positive and
the other negative, and from the under side of the car extended two
insulated conducting brushes lor collecting the current. An electric
locomotive equipped with a 30 h. p. motor was used, and drew three
heavy cars carrying about 200 people each trip. The speed attained
ranged from 20 to 30 miles an hour — a noteworthy achievement.

All of these lines had used a conductor either under or on the
ground. The years 1885 and 1886 marked the beginning of instal-
lations employing an overhead conductor, and in these years roads
were built on this system at Minneapolis, Minn., Montgomery, Ala.,
Detrpit, Mich., Windsor, Out., Appleton, Wis., Scranton, Pa.,
and other cities by Van Depoele; and at Kansas City, Mo., by John
C. Henry. The following description of these early Van Depoele
systems is taken from an old catalog, of which there are probably
only two or three in existence, published by the Van Depoele Elec-
tric Co.. in 1887, and loaned us through the courtesy of Mr. Chas.
Flynn, general manager of the Easton (Pa.) Consolidated Elec-
tric Co.

.\t Minneapolis a portion of the Minneapolis, Lyndale & Min-
netonka R. R. was equipped electrically. A 3-10 in. copper wire
was used lor the overhead conductor and the return current was
made through the rails. .A 6-ton motor car equipped with a 50-h. p.
motor weighing 3,500 lb., was used and drew at regular intervals
three loaded cars, up a 6 per cent grade 1,500 ft. long. For several
months it made 47 trips per day, working 18 hours, the coal con-
simiption for this period averaging 3.500 lb. per day of 18 hours.
.•\ slide valve engine belted to a 60-h. p. generator, and a boiler
without heater or economical arrangement for fuel supplied the
power.

The Montgomery, Ala., installation included an overhead wire
from which current was taken by means of a flexible cable sus-
pended from a traveler. The return circuit was made through the
rails. The weight of the cars was 3,500 lb. and of the motors about
700 lb. The grade for a long distance was over 7 per cent.

The Detroit road was l^ miles long and owned one motor and
one generator. The motor car pulled a train of three trailers, and
it is said attained a speed of 27 miles per hour.

At the .Appleton installation current was generated by water

Junk 15, kjoo.]

STREET RAILWAY REVIEW.

323

|Hi\v<r, :i fio-li, p. gi'iuT.'iliir l)(iii({ (Irivrii by a tiirljinc water wlici'l.
Dciiilili- <ivcrlu-a(l coiidiR-lors wi'iu used ami 110 ciirrenl was carricil
cjii llic lails. The riilliiiK slock consisted cjf five 12-ft. motor cars
Inilll liy tile I'ldlinaii Co., e(Hiil>|>e<l with 6-I1. \). motors, and these
iiiaile regular trips over a 4Vi mile line, on which all curves were
45 to so tt. radius, with grades running as high as (j i)er cent.

The line ;it Scranton was two miles long, laid with Johnson steel
rails and three Pullman cars, each eipiipped with a 15 h, p. motcjr,
were operated. Steam power was (urnislRcl by a lighting station
for drivinK llir do li, p. gc-iuTiilur lliiit ^U|lplil■d llic street railway
line.

In I he early Van Depoele system the motor was carried on the
(rnni plalform, and horse cars were otteti re-ei|Mii)ped (or this
service by running two strong beams through the whole length
of the car below the lloor, and in addition e.xtra cross beams were
put into the lloor framing to sustain the added weight. The motor
was connected with the front axle by a chain and sprocket wheel
gear.

The following table of costs, with the explanation is taken from
the early Van Depoele catalog meiuinned above, and will be of
interest in this connection.

Approximate cost of running 50 street car motors ui 6 h. p. each
for a period of i() Imurs per day:

400-h. p. steam engine at $.oj per hour per li. p $128 00

Two engineers at $,V<X) each per day 6 00

Two firemen at $1.50 |)er day .^ 00

Oil and waste per day j 00

Interest on capital invested 8 00

Depreciation and sundry items 3 00

Total cost of 50 cars running 16 hours per day. . . .$150 00

Cost per car per day of 16 hours $ 3 00

The above gives cost of running up to full power at all times, but
it can safely be estimated that never more than two-thirds of the
power is used on an average through the day, which will reduce
the cost of steam power by one-third, making $85.34, instead of
$128.00, as figured above, or $2.06, instead of $3.00 per car per day.
With horses it is estimated the cost per car per day of 16 hours
would be $5.60.

These figures are for a road having 14-ft. cars and grades of 3
per cent.

In order to show that electricity is economical, even with a small
plant the following figures are given for a four-car plant, each
car eipiipped with a 5-h. p. electric motor, running 14 hours per
.lay:

3a-h. p. steam engine at $.03 per hour per h. p $12 60

Engineer and fireman 3 00

Oil and waste 25

Interest on capital 80

Depreciation 25

Total cost of running four cars per day of 14 hours. $ifi 90

Or $4.22 per day per car if full power is used all the time. Tak-
ing two-thirds of the power as the average requirement the ex-
penses for steam would be reduced to $8.40, instead of $12.60,
making $3.17 per day per car. '

The Kansas City road designed by Mr. Henry had double over-
head conductors and current was supplied by compound wound
dynamos. The motor fields were wound with a multiplicity of
parallel wires, and the resistance was varied by connecting more
or less of these in parallel by a switch. The armatures ran con-
stantly and the connecti<in to the car axle was made by a combined
differential gear and clutch running in oil. The trolley wheels
which were 3 in. in diameter, engaged the sides and bottom of the
trolley wire, running in a horizontal position, and were held to the
wire by strong springs. Connection was made to the car by flexible
wires, enabling a traveling contact to be kept up at all times with
the wire, which in some places was 15 ft. to the side of the track.

The years 1887-88 saw the real awakening of promoters and capi-
talists to the possibilities of the new inethod of traction and electric
railways were built within twelve months in many sections of the
coimtry, notalily at Richmond by Sprague, at .-Mlegheny City by

lienlley and Knight, and at Washington, D. C, by the Thonuson-
ifouston Co. In 18K8 the officials of the West ICnil roafi at Boston
decide<l in favor of electricity to the exclusion of cable and horses.
On Jan. i, 1888, as nearly as can be ascertained, there were in the
United States and Canada 13 electric roads, with 48.25 miles of

^SEi^,^|C

EARLY VAN DKI'OKI.R INSUt.ATOR ANI> TKOM.KV IIBAI>.S.

track and 95 cars. It seems hard to realize that in 12 years this
number has increased to nearly a thousand roads, operating about
79,000 miles, and more than 50,000 cars, and whose capital liabilities
aggregate $1,500,000,000.

AIR AS A LUBRICANT.

An interesting experiuient to show the practicability of air for lu-
bricating journal bearings has been made by Professor .'\lbcrt
Kingsbury, of the Worcester Polytechnic Institute. A steel shaft
6^ in. long and 6 in. diameter, weighing 50^^ lb. was placed in a
cast iron bearing about 1-2000 in. larger than the shaft; the shaft was
provided with a handle at one end for turning it.

It is said that at starting the shaft can be turned with difficulty at
first, and the harsh grating sound of metal rubbing on metal will be
heard. With an increase of speed, however, this grating ceases, and
the force required to turn the shaft is materially decreased until, af-
ter a few revolutions, the shaft becomes entirely free from the cylin-
der, and rotates on the film of air between. Set rotating at, say. 500
r. p. m., it will continue to rotate four or five minutes. If allowed to
run, the speed gradually decreases from the start until suddenly
the piston breaks through the intervening layer of air. and a few
more revolutions suffice to bring it to a sudden stop.

The center of the skaft when in motion is below, and in advance
of the center of the bearing, and the inclination of plane passing
through the center lines of shaft and bearing will vary slightly with
the speed of rotation.

The pressure existing in the film of air between the shaft and bear-
ing varies. For the upper half of the bearing it is below atmospheric
pressure, the minimum being at a point about 20° above the left
end of a horizontal diameter when looking at the shaft revolving
in a clockwise direction; the point of maximum pressure (in one
case as much as 3 lb. above the atmosphere) is about 50° below the
left end of a horizontal diameter, the rotation being clockwise. .At
the ends of the bearing the pressure is of course atmospheric and
varies as the middle of the bearing is approached. If both ends are
left open, it is found practically impossible to level the cylinder with
sufficient precision to prevent the piston traveling axially when ro-
tating on its air lubricant — another proof of the small amount of
friction. .V few drops of oil allowed to run into the bearing will
cause sufficient friction to stop the shaft in a very few revolutions,
likewise a little rust or slight abrasion on one of the surfaces will
cause the experiment to fail.

The three street railway companies at Youngstown, O.. of which
Mr. A. A. Anderson is manager offer to give better schedules on
certain of their lines, and issue interchangeable transfers at a num-
ber of points if the authorities will repeal the slow speed ordinance
and grant the extension of franchises for the three roads for 25
years.

324

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

PRESERVATIVE TREATMENT OF TIMBER.

Abslract of a paper read befori- the Western Society of Eii^riiieers by Octave

Ctiatiute.

A report presented to the American Society o( Civil Engineers
in 1885 gave data concerning 147 experiments in the preservative
treatment of timber; of these 16 were in kyanizing (corrosive sub-
limate); 30 in burnettizing (chloride of zinc); 39 in creosoting
(dead oil of tar); 18 in the Boucherie process (sulphate of copper);
44 miscellaneous.

The great timber users are the railroads, the principal con-
sumption being for cross ties; it is generally estimated that about
100,000,000 tics are required annually. A number of railroads
began experimenting with processes for preserving cheap woods
in 1885 and 1886, and all of them (save one whose plant was burned)
are continuing the process. The Atchison, Topcka & Santa Fe
has two plants using the zinc-tannin process. The Southern Pacific
has two burnettizing plants, and the Chicago, Burlington & Quincy
recently built a tie treating plant at Edgemont, S. D., using the
burnettizing process. The Chicago, Rock Island & Pacific in 1886
contracted with Card & Chanute, now the Chicago Tie Preserving
Co., to erect works at Chicago and treat 100,000 to 200,000 ties
annually; this contract was in 1891 extended for three years and
the number of ties increased to 300,000 and in 1894 contracted for
ID years more for an output of from 400,ckx3 to 500,000 ties annually.
The Chicago Tie Preserving Co. is also operating a movable plant
at Mt. Vernon, III., treating ties for the Chicago & Eastern
Illinois R. R.

Mr. \V. W. Curtis, in a paper on the use of zinc chloride for tie
preserving, read before the American Society of Civil Engineers
in 1899, stated that the Santa Fe road was getting 11 to 12 years'
service from mountain pine, which had a natural life of about 4
years, while getting but 6 years from natural white oak in heavy
main line service and 10 years from cedar under light service. The
Southern Pacific, with ties having a natural life of only 3 years, had
93 per cent of ties treated in 1889 in service after 8 years; of ties
treated in 1888, '63 per cent were in use after 9 years, and those
treated in 1887 gave 10 years' service. Other roads had satisfactory
results from the treated ties.

The writer acknowledges that the average life in the track of ties
treated at his own works prior to 1895 has not been satisfactory
to himself. He expected these ties to last 12 to 15 years, and they
have averaged but 9 to 11 years. In 1896, after a great many experi-
ments, he modified the mode of treatment by using three solu-
tions instead of two, and he now injects 2}^ times as much chloride
of zinc as was done in 1886, so that he anticipates that his original
expectations will be realized. He has found, however, a great
many anomalies in the injection of various woods. Some of the ties
take two or three times as much solution as others; various kinds of
wood behave differently; ties cut in summer average far less ab-
sorption than those winter cut; modifications in the period of
steaming, in the time and amount of vacuum, as well as in the
strength of the solution and the duration of the pressure, produce
different results, some of which were puzzling; so that after 14
years of experience the writer felt the need of going to Europe,
where the preservation of wood has been carried on since 1835, in
order to study "the state of the art," and to avail himself of the
best methods of carrying on a work which did not prove to be as
simple as was at first imagined.

The countries visited were England, France and Germany, these
being the regions where wood preserving is done upon the largest
scale, and the following account of the information obtained will
be confined to the preservation of cross ties, as this is the principal
application of processes abroad.

The Europeans are obtaining much more service out of their
wooden ties than we do in this country. In England the average
life is at least 15 years under very intense traffic. For instance, the
London & Northwestern Railway Co. reports an average service of
16 to 20 years for its sleepers, all of which are creosoted at a cost
of about 25 cents each. The London, Tilbury & Southend Railway
Co. says that its sleepers last 25 to 30 years, but this is a road with
very light traffic. Other lines report the life at 12 to 15 years, one
road alone, the Southeastern, reporting the service at 8 to 9 years,
and the cause of failure to be "wear." AH ties laid in England, or
practically all, are creosoted with varying quantities of tar-oil, but

generally with 28 to 30 lb. per tie. The sleepers are of imported
Baltic red-wood, procured in Russia, Sweden and Norway, are
generally 8 ft. 11 in. long, 5 in. thick and 10 in. face, and cost from
90 cents to $1.12 apiece delivered at the dock, so that it is good
economy to treat them with creosote to lengtlien their life.

In France, speaking generally, still better work is done than in
England, and better results are obtained. Formerly chloride of
zinc and sulphate of copper were injected, but now practically all the
ties are creosoted (except by one road) and they last from 15 to 20
years. One road, the "Ligne de I'Est," obtains 25 to 30 years
service out of beech ties, and there is no question as to the fact,
for accurate records for 27 years prove it, but then this road injects
60 lb. of tar-oil per tie, after long seasoning and further drying in
ovens, at a total cost of 64 cents each. Other roads inject lesser
quantities and obtain inferior results. The increased life of the
wood seems to be nearly in direct ratio to the amounts of creosote
injected. The French ties are of oak, beech and pine, about three-
quarters of them being produced in the country, and about one-
quarter imported. The average renewal upon the French railways
is now about 4^2 per cent annually of all the ties in the tracks, so
that the yearly depreciation in the United States is about twice and
a half as much as in France. In the latter country one railway
system, that owned by the State itself, employs the "zinc-creosote"
process, which will be further mentioned when giving the data
for Germany; all the other roads have practically gone over to
creosoting, with some modifications as to the mode of injection.

In Germany three processes have been in vogue until recently.
These consisted, first, in straight burnettizing, or the injection of
chloride of zinc alone, such as is now practiced at some of the works
in the United States, which have been mentioned; second, in the
"zinc-creosote" process in which both substances are simultaneously
injected in an emulsion; and, third, in straight creosoting, in which
tar-oil alone is injected by one of several methods. In 1897 straight
burnettizing was abandoned, it having been abundantly recog-
nized that the chloride of zinc leaked out of the wood in time, and
at present only the other two processes remain in practical appli-
cation upon an extended scale. There are other methods still
lingering of very limited application, and there are some new pro-
cesses now coming forward which will be noticed further on.

The reason why burnettizing continued so much longer in Ger-
many than in England or in France appears to be mainly climatic.
Not only is the rainfall less in Germany, but its character is differ-
ent, consisting, as the writer was informed, mainly of long drizzling
rains, which do not wash the ground and the ties like the heavy
downpours in the other countries, which are so often followed by
fierce evaporating suns. Be this as it may, the service hitherto
obtained from burnettized ties in Gerttftny has been from 9 to 12
years in the track; the timber injected has chiefly been pine and
beech, and the cost of injection for first class ties, 8 ft. 10 in. long,
10.2 in. wide and 6.3 in. thick, has been 15.6 cents each for pine
and 18.8 cents for beech, which latter wood absorbs more solution.
These woods are obtained locally, as the State owns some 31 per
cent of the forest area of Germany, makes this a source of profit,
and discourages importation.

The price paid for the injection with "zinc-creosote" of first class
ties is 19.2 cents for pine, 20.4 cents for beech, and 15.6 cents each
for oak, inasmuch as this last wood is very refractory and absorbs
much less of the solution. The service obtained has been from 12
to 18 years in the track, but the most convincing evidence of the
value of the process consists in the guarantee which the contractor,
Mr. Julius Rutgers (who first introduced this method), has given
in some cases. He first excludes 5 per cent of all the ties treated,
as damaged by hidden defects and rotten spots which cannot be
detected in inspection, and guarantees that of the remainder 95
per cent shall still be fit for service in 10 years, 80 per cent in 11
years, and 70 per cent in 12 years. If less than the above remain,
and are proved to have been properly taken out for decay, he makes
the deficit good by refunding the price paid for treatment or treating
another tie gratis, at his option. In point of fact, inasmuch as a
premium of 2.4 cents a tie is charged for this guarantee, the Prus-
sian State Railways prefer to pay the regular price above mentioned
for treatment, and to protect themselves by the issue of elaborate
specifications, which have been revised several times, making them
more and more stringent, and by placing inspectors at the works.

In Germany, as elsewhere, straight creosoting gives the best re-
sults, but it is expensive. The price paid for the impregnation of

JUNF. 15, 1900.]

STREET RAILWAY REVIEW.

325

first class tics is 53.76 cents each for pine, 56.64 cents for beech amJ
26.88 cents for oak, tlic latter being in consequence of tile smaller
absorption, if the creosoting is done after drying in special ovens
The price is 56.64 cents each for pine, 59.28 cents for beech, and
28.80 cents for oak, if boiled and impregnated in heated tar oil.
The service obtained is 20 to 23 years for pine, 30 to 34 years for
beech, and 24 to 28 years for oak; these figures as to life being taken
from the report of the Union of German Kailways for 1896, pub-
lished in organ of railroad progress, Weisbaden, 1897. The results
must seem astonishing to our American railroad managers, but
then, very great care is taken of the lies after they get into the
track, the mode of fastening to the rail is superior to our own, and
all the inspections are rigid.

Nothing impressed the writer more forcibly than the extreme
care, and the particular precautions enforced, in Europe in order
to do the best kind of work. The ties arc minutely inspected when
first received, and the German specification would appal an Ameri-
can tie contractor; the amount of waney is elaborately specified,
and a single rotten spot, or red heart, in beech, condemns a stick.
If there are incipient cracks at the ends, sharpened straps of heavy
tajHTing hoop iron, bent into the shape of an S, arc driven in, or
a hole is bored with an auger, and an iron bolt is inserted and
screwed up against washers. The ties are then seasoned from 6 to
12 months before they are impregnated. They are cribbed up in
isolated square piles of about 100 ties, with some 4 in. air spaces
between the sticks, so that they may dry thoroughly in the yards
adjacent to the treating works. Some of these yards can contain
600,000 ties, and the writer saw one in which 250,000 ties were
piled up for this year's treatment. The piles are examined from
time to time to determine when the wood reaches the best condi-
tion; if more cracks are developed, more S-straps are driven in.
This careful seasoning, the result of long experience, constitutes
one of the principal dilTerences from American practice, in which
the ties are treated within three or four months from the time of
their cutting, and it accounts in a great degree for the inferior
results which we have hitherto obtained. After the ties are treated
they are again piled up and allowed to dry before being put into
the track, although this precaution is less strenuously insisted upon,
and emergencies are met by laying freshly treated ties.

It is the work of impregnation which is subjected to the greatest
care. It is carried on by experts, and to elaborate specifications.
While carrying on the work inspectors are in attendance to test the
strength and purity of the substances injected, and for this purpose
a chemical laboratory is attached to each treating plant; the ties
are weighed by buggy loads before and after treatment, and the
amounts absorbed are thus checked. If a buggy load proves defi-
cient it is treated over again. To ensure uniform work, automatic
gages with clock-work attachment register the amounts of vacuum
and pressure obtained in the treating cylinder, as well as their
duration, and a record diagram is taken and preserved of each
treatment. Thus is obtained a uniform absorption of the chemicals
in the prescribed quantities, and thus are produced the satisfactory
results in service which have already been mentioned.

Much of the credit for the careful work done in Germany is due
to Mr. Julius Rutgers, a contractor, who has been in the business
for just 50 years. He is a man 70 years of age, and now controls
some 20 plants which do most of the tie treating for Germany. The
Royal Prussian State Railways, which comprise practically all in
Prussia, have four tie treating plants of their own, but several
of the state officials told the writer that Mr. Rutgers was so thor-
oughly equipped and through his long experience enabled
to do so much better work than the state itself, that the latter pre-
ferred to contract with him rather than to enlarge the present
railway plants. He is in no wise protected by patents, but simply
by his known skill and honest work.

Further care is exercised in laying the ties in the track, and the
mode of fastening to the rail is decidedly superior to our own. In
Europe ties are generally adzed and bored for spikes by machinery
before being treated. The adzing provides a smooth seat for the
chair, tie plate or rail, which latter is generally laid on a "cant," and
the boring not only obviates the crushing of the fibres of the wood
by a spike, were such a primitive mode of fastening still generally
used, but it also assures thorough chemical treatment at this dan-
gerous spot. In point of fact it may be said that the spike has now
been abandoned in the three countries which have been above
named. In England, the standard is the "bull-head" rail, a rail

with two heads, and it is laid in cast iron chairs, which arc fastened
to the tie by round iron dowel pins and wooden tree-nails, driven
into bored holes. In France and in Germany the foot rail is gen
orally used, together with tic plates, and the latter arc fastened to
the tic by lag screws of various designs. In some cases spikes are
used on the outside, and tlie spike is used on both sides in side
tracks, but the lag screw, which the French call "tircfond," is
considered the standard. In France holes for these arc bored by
machinery, but the Germans now generally bore for these by hand
when laying in the track. They admit that it would be cheaper
and better to bore before treatment, so as to impregnate thoroughly
ar(jund the hole, but they are now experimenting with so many
patterns of tie plates and rails that they cannot tell before treat-
ment to which pattern the tie is to be fitted. The French have been
using not only iron tie plates, but also some of felt, and claim
that the latter last 6 to 10 years, at a cost of 1.6 cents each, but
these are now being superseded by creosotcd poplar tie plates, cut
from the lower gnarly portion of the tree, to about the thickness
of a shingle, which are said to be more economical than cither
iron or felt tic plates. The argument made is that the iron tie
plate wears both the rail and the tic, while the poplar tie plate
takes all the wear to itself, and, as it costs but about .8 cent, proves
most economical.

But the great, the radical improvement in tie fastening consists
in the discarding of the barbaric spike, which when driven, crushes
the wood into a spongy mass, collects moisture to rot the tie, gets
loose and allows the rail to fiap up and down so as to cut the tie at
each stroke. The sooner wc set about to supersede this with some
form of lag screw appropriate to our rails, the better it will be (or
track economy. In Europe the lag screw is conceded to be as much
of an improvement upon the spike, as the fish plate proved to be
upon the old fashioned chair.

It will be realized from the foregoing that great care is exercised
in the preservative treatment of timber in Europe. The timber is
closely inspected, it is thoroughly seasoned, it is impregnated upon
scientific principles, and it is laid in well drained ballast with track
fastenings superior to our own. It is, therefore, not surprising that
much better results as to service are obtained than in this country.

The question which now occurs is how much of the European
practice can profitably be adopted in the United States? It has
been abundantly proved by over fifty years of experience that cre-
osoting is the best preservative of timber, but also that it is the
most expensive, and it is now yearly growing more expensive, as
the price of tar-oil is advancing year by year with the recognition
of its merits. In consequence of the high price paid for stumpage
the Europeans start with a much more expensive tie than we do.
In England, for instance, a pine tie untreated cost 90 cents to
$1.12, in France it cost about $i'oo and in Germany from 82 to 90
cents; hence more money can be spent upon it profitably to prolong
its service. It would cost, at the present price of creosote, about
45 cents each to impregnate ties according to the English practice,
and about 85 cents to inject it with the quantity prescribed by the
"Chemin de Fer de I'Est" in France, where the process involves
the baking of the tie for 72 hours in a drying oven before injection.
It is hardly to be expected that our railroad managers will feel
justified in incurring this expense to preserve a tie which costs
but 20 to 40 cents in the first place. We must, therefore, resort
to cheaper processes, recognizing them as inferior, and yet more
appropriate to the cheaper timber which we are still so fortunate
as to possess.

Now- what shall that process be? Opportunely for us European
experience has made the choice of the substance to be used more
limited than it was a few years ago. Sulphate of copper and bi-
chloride of mercury, although excellent antiseptics, have proved to
be, on the whole, less available for timber preserving than chloride
of zinc, and although the latter when injected alone, has now been
abandoned in all the three countries mentioned, some modifications
of burnettizing may profitably be employed in this counto'- Indeed.
in the more arid regions of the United States chloride of zinc alone
will probably give satisfactory results, but there must be plenty of
it injected, certainly more than is the practice at present at some of
the works; for it has been well established that it leaches out during
the alternate soaking and drj'ing which the ties undergo.

The German specifications require that a pine tie, for instance,
which contains 3.96 cu. ft. absorbs 35 kilograms, or 77 lb. of the
solution; as this solution is specified to be at 3.5 degrees Beaume,

}2b

STREET RAILWAY REVIEW.

[Vol. Ji. No. 6.

which cuiitaiiis J.()J per cent of dry zinc-chloride, it follows that the
amount of the latter snbstance carried in by the aqueous solution is
1.92 lb. per tie, or at the rate of .49 lb. to the cubic foot of wood.
This corresponds to the present practice of the writer, who has
been injecting, as closely as possible, .50 lb. to the cubic foot for
the last three or four years, with what practical results we shall
not know to an absolute certainty for 8 or 10 years to conic. As
the ties reach him much worse seasoned than is the practice in
Germany, and as he cannot inject as many pounds of solution, he
is making the latter 5 degrees Beaunie strong, containing 3.9 per
cent of zinc chloride, and he thus puts in as much dry chloride as
the Germans. This refers to the first solution employed, which is
followed by two others. The second consists of gelatine or glue,
and the third of tannin, the peculiarity being that these two latter
substances, which arc both soluble, form, when brought into con-
tact with each other, an insoluble compound, an artificial leather in
fact, the pellicles of which lodge in the sap cells of the wood and
obstruct the ingress and egress of moisture, but not of vapor. The
wood being alreaily nearly fille<l by the first solution, the last two
do not penetrate very far, say about three-quarters of an inch, but
this is sullicient to act as a rough plug, and it has been proved
to retard materially the leaching out of the zinc. It has, moreover,
been found important to allow the ties so treated to dry some-
what before being put into the track, in order to allow the pellicles
of artificial leather to harden. It has also been found that the ties
last better in some soils than in others; limestone ballast and coal
mine refuse, or culm, l)eing seemingly the most injurious. For
regions of considerable rainfall, the writer entertains no doubt that
this "zinc-tannin" process is superior to straight burnetlizing when
equal amounts are injected.

The German method of retarding the leaching out of the chloride
of zinc (for they say that it washes out even then), has been to mi.x
therewith a certain quantity of tar-oil, which by lining the sap
cells of the wood and hardening therein shall prevent the intrusion
and the exit of moisture. The measure of success which they have
accomplished has already been given, and this success seemed, by
report, to be so much greater than that with ti«s treated by the
"zinc-tannin" process, from 1886 to 1896, at the works of the writer,
that he devoted great scrutiny while abroad to the "zinc creosote"
process, with a view to adopting it should it clearly be superior. As
a result of that scrutiny he believes it to be very good, but he is not
now certain that the results will warrant the increased expense,
which will be 3 or 4 cents a tie, inasmuch as a part of the increased
service in Germany, as compared with the United States, is attrib-
utable to other causes, such as the more thorough seasoning of the
wood, the better track fastenings, the character of the rainfalls, etc.
It is a significant fact that the Germans report a life for untreated
white oak of 10 to 16 years, with an average of 13.6 years, while we
can only obtain a life of 8 to 10 years for that wood in this country.
Moreover, while for straight creosoting only 10 per cent of tar-acids
are required in the tar-oil, for the "zinc-creosote" process a peculiar
quality of tar-oil, containing 20 to 25 per cent of tar-acids is re-
quired, which quality is not now produced in the United States.
The introduction of this process therefore requires material changes
in the distillation of coal tar in this country, or the importation
of foreign tar-oils, which are just now very scarce and high.

Be this as it may, the writer deems it desirable that the "zinc-
creosote" process shall be introduced in the United States, and it
is his intention to do so, but it will require some time to investigate
the best sources of supply, and to make chemical analysis of the
products, and it will i)erhaps be necessary to erect a tar-oil refinery,
as the process has to be carried on with great nicety, and some of
the foreign plants are found to do much better work than others.

The question also occurs whether there are not other cheap pro-
cesses which might be profitably introduced in this country. The
writer learned of three new methods now being promoted in Europe.
One is the "Hasselmann" process, which consists in boiling the
wood in a solution of the sulphates of copper and iron, with alumina
and "kainit," a salt mined at Stassfurt, Germany, consisting chiefly
of sulphate of potassa and magnesia, and the chloride of magnesia.
The process has been experimented with about three years in va-
rious parts of Germany, but of course the time is too short to be
sure as to the results. Another process, now being experimented
upon by a Berlin chemist, may be termed the "water-creosote" pro-
cess. It consists in mixing intimately tar-oil with water in varying
proportions; the rationale of which is that the tar-oil will be thereby

much more uniformly distributed throughout the wood, and hence
a less quantity will sulVice. The writer saw a number of specimens
prepared by this process in Berlin, and they seemed to be quite uni-
formly impregnated. Still another process is being worked up in
Russia, where some skillful chemists say that they have obtained an
antiseptic element from the refinement of petroleum, and are study-
ing its practical application to the preservation of timber.

In the discussion following the paper Mr. Chanute stated that
he had examined side tracks at Titusville, Pa., used for loading
crude petroleum, and found the ties well preserved after 10 or 11
years' service; in tracks laid at the same time, but not used for
some years the ties were badly decayed, indicating that petroleum
is a preservative only as long as it continues liquid. In tropical
countries creosote is the only preservative that has proved eiTective;
in India ties cut in Russia and creosoted in England .ire used
almost exclusively, where any wood is used.

Mr. Chanute would not recommend mineral salts for bridge
timbers subjected to tensile or shearing stresses; Burnetlizing if
overdone makes the ties very brittle. Mr. W. W. Curtis said that
wliile this was the general opinicm, he was very doubtful whether
the chemicals injured the wood, and the heat was no higher than
in the creosoting process; there have been few tests made on the
strength of burilettized liniluT. and the niatler shouUl be investi-
gated.

In further description of the three solution zinc tannin process
Mr. Chanute said: "There is a fact well established fmni hundreds
of experiments with an experimental plant which we have, that the
adilition of gelatine to the chloride of zinc solution made the latter
less fluid, rather viscid, and that the solution therefore did not
enter into the wood in the same quantities, nor penetrate as far;
therefore I changed the process, which was still, however, under
the original patent, as the specification covered fully the change I
made. This was to inject first a solution of chloride of zinc, and
that we make just as limpid as water, so that when held up in a
glass it is as clear as the Chicago water is now. That is injected
as a first solution, after the wood has been prepared first by steam-
ing and then by vacuum in order to clear the pores of the dead air
as far as possible. The injection is done under a pressure of 100 lb.
and a temperature of 150° F. I would say that we find we can
extract more sap from a partially seasoned tie than from one fresh
cut; the one fresK cut has three times as much sap, but we cannot
get it out, and I attribute that to the fact that when the tie is fresh
cut. it is impracticable to heat the interior of it sufficiently to
change the watery portions of the sap into steam. We are there-
fore not placing motive power behind to push the sap out of the
sap duct; while, after it is partially seasoned, air has flown in, and
by heating that air it acts in expansion and pushes the sap out, so
that after a period of steaming (in order to heat the timber and
the air inside of it) we create a vacuum, during which steaniing
and vacuum we find that the sap comes ofif abundantly."

TRADE JOURNALS AND BOOKS.

Tecunisch Swift, writing in the American Machinist, makes the
following comparisons between trade papers and technical books:
The book writer deals mostly with what has been, while the trade
journal has to do much more with what is and what is coming.
The trade journal cannot be made by one writer, as the book can,
but needs the active co-operation of the many, and it must be in
touch with many more. I can understand much better how a live
mechanic can get along without many technical books than I can
his living and thinking he can know what he ought to know without
his trade paper. I have an idea that the trade papers are to become
more important and useful and necessary as the years roll on, and
that no one can keep the run of progressive development and
attainment without them.

« » »

The United Traction Co., of Albany, N. Y., has secured a fine
fire])roof building at Broadway and Columbia St.. Albany, where
it has located all its business offices.

Thirty horses were required to haid a new cable for the Metro-
politan Street Railway Co., of New York, from the depot to the
])ower station. The truck on which it was carried had wheels with
8-in. tires.

Junk 15, looo]

STREET RAILWAY REVIEW.

.•^2;

POINTS FOR THE MANAGER.

In discussinjf Mr. A. V.. Jiid^f's papir before llic .Soiilhwcstirn
Gas, Electric & Street Railway Association, Mr. V.. }I. Jenkins,
president of the San Antonio Traction Co., said in part:

"Mr. Ju<lge says in regard to the manager, 'he should intelli-
gently study the men under him and employ those who are trust-
worthy and capable of performing well the specified duties as-
signed tliem.' 1 have a little fellow in the ollice in San Antonio
only 111 for one thing, and that is to collect bad bills, lie is an
cspcrl oil iIkiI. hi that particular he is almost invaluable to us.
That same thing can be looked after all the way through the
plant. You will tiud somebody just a little bit l>etter suited for
a certain position than anybody else, aiul you can well .ilToiil In pay
him a salary to keep in that particular place.

"I think every laboring man you have that has any intelligence
at all and employed in any particular offce where intelligence is
rei|uired. should understand that he is in the line of promotion, li
is .'in incentive to him that will redound to the company's bcnrfil
ll will ere, lie a kindly feeling belweeu llie m:inagement and llii'
man.

"In regard In the ([uestion of employes. I try to impress upon
llie iniploye-, llial ihe reputation of the company is made by the
mill will I come in contact with the public. The meter reader, the

I have had the cpiestion raised that it look too much time. After
you have once golleii into it it don't take any more lime than it
did a year ago to make out your monthly report, and you can K<-'t
out by the 5lh of the month a detailed statement, and you can
sec any little difTerencc as lo where your expenses arc incrcasInK
or decreasing"

RUSTIC THEATER AT MERRYMEETING PARK.

.Merrymeeting I'ark is situated near Urunswitk, Me., on the
I.ewislon, llrnnswick & Hath Street ky. ll is well etpiipped with
the usual attractions for resorts of this nature, including a casino,
and an open-air theatre. The basement of the casino is devoted
to a kitchen and storeroom, the ground floor to a general waiting
room and a large ball room. On the second story are ladies' par-
lors, a smoking room and private and public dining rooms.

The rustic "theater" consists siinjily of a strong, but cheaply con-
'.irncled stage placed in the center of a natural amphitheater formed
by a ridge of ground, the sides of which were smoothed ofT and scats
and stairways placed in position. This economy in construction
brings up an interesting point. Wc do not believe that, with the
possible exception of a few of the larger systems, conditions justify
the erection at a street railway park of an expensive building ex-
clusively for theatrical purposes, for the money can Ue invested

AFTERNOON AUDIENCE AT MRKKYMEETING P.\RK.

service man. the meter man, the collector, all of these make the
reputalion of the company. If they are courteous and gentle-
manly in their treatment of your customers you will have a repu-
tation of being a gentlemanly manager, and if they are not it will
be the hardest work in the world to prove to your community
that your manager is anything lull llie same class of man that his
representatives arc.

"The manager of a public service industry has a great deal of
prejudice to conteiul with. He has got to be a man that is com-
monly called a mixer. He has got to be a man that can go to
a .Sunday school and be at home. .Vnd on the other hand, if
there happens to be a German picnic on a Sunday afternoon it
won't hurt him to go out and let them know he is living. He
has got to be a man to adapt himself to almost any situation.

"The point of a comprehensive set of accounts to be kept so
that the condition of business can at all times be understood is
a great deal more important than we imagine until we go into
it, and the more you get into it, the more information you will
get. I spent a year in San .'\ntonio in just getting into that work,
or getting the San Antonio people into it, and after six months,
a man who had never attempted to do any detail work before
said that it was the most interesting work he ever got into.
And we are trying to be able to tell the details of the cost of
producing a kilowatt-hour all the way from the time the coal
leaves the car until the consumer pays for it, and in that we have
something like thirty different departments or places that we find
what the cost is. That looks at first as if it was uncalled for, and

with very much better results in raising the standard of the per-
formances than in the building itself. For instance, instead of
putting up a theater costing from fio,ooo to $15,000, as has fre-
quently been done, an outdoor stage surrounded by chairs, the
entire afTair costing from $500 to $800 would have afforded all
the accommodations the public could desire, and the owners could
then have the interest, say $400 lo $600 a season, on what an elab-
orate theater would have cost, to apply toward securing talent of a
higher grade for the performances.

The one objection to this arrangement, that is the danger of
sudden showers, may easily be met by building an inexpensive
pavilion near the stage, where the audience can find shelter in
emergencies. This pavilion should soon pay lor itself by the
renting of a portion of the floor for refreshment privileges. It
has been argued that an enclosed (heater enables performances to
be given on rainy days as well as fair, but experience has shown
that people will not seek pleasure at a park, whatever the attraction,
if it is raining, or even threatening, so it is not probable the fact
that the entertainment was to be given in an enclosed building
would have much influence, and when the weather is pleasant, there
is no question about the outdoor stage proving more agreeable to
the public than an enclosed building, no matter how well venti-
lated.

The accompanying engraving shows a typical afternoon audience
at the open-air theater at Merrjmeeting Park, for which all the
attractions are furnished by the J. \V. Gorman .\musement Co., of
Boston.

328

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

REPORT OF MASSACHUSETTS STREET RAIL-
WAYS.

The Massachusetts Railroad Commissioners' report for the year
ending Sept. 30, 1899, has just been issued and contains the re-
turns from 116 companies, ij more than for the previous years.
Of these 116 reporting companies, 81 were operating their own
railways; the properties of 13 companies were operated by other
companies under lease or contract; 10 companies had organized
and were constructing their lines; 3 had paid in a portion of tlieir
capital stock, but not yet commenced construction work; 9 hail
been consolidated with other companies during the year.

During the year the additions to the street railways aggregated
201.05 miles measured as single track; 162.43 miles of main line,
.15.13 miles of second main track and 3.49 miles of side track.
The total owned by Massachusetts companies is 1,845.71 miles;
1,491.89 of main line, 243.65 miles of second track and 110.17 miles
of side track. All of this, except 21.66 miles (in Rhode Island)
is in the state. Of the 1,73554 miles of main track 4.76 miles
are operated by horse power only, and on 2.69 miles additional
horse power is used as an auxiliary. In 1889 there were 46 com
panies operating 574.17 miles of main track, of which 50,52 miles
were equipped for electricity.

The average cost of the street railways of the state per mile
(including the cost but not the length of side track) was $22,863
tor construction, $8,518 for equipment, $11,598 for lands and build-
ings; total, $42,979. The average capital investment per mile was
$45,040; for the ten largest companies of the state the total cost per
mile averages $64,507 and the capital investment $65,479.

The gross assets were $85,764,845, an increase for the year of
$8,157,519; the gross liabilities were $83,279,891, an increase of
$7..?90.266; the surplus was $2,484,954, an increase of $767,253; the
sinking and other special funds were $942,221, an increase of
$556,572. The percentage of the surplus to capital in 18(19 was 6.01.
as against 4.41 for l8<j8 and 3.69 for the last 10 years.

The gross earnings from operation were $18,151,550; income

Percentage of Operating Expenses to Oross Earnings, 1S90-1899.

TEARS.

Orois Eamlngi
ttom uperNtlon.

Operating
Kxptinsea.

Percenlage

of Expenses to

EarnmKi.

Ntt Earnings.

1890

t8.348,285

t6,-244,208

74.80

t2,101,077

1891

8,861,841

6,746,301

76.13

2,115,537

1892

9,798,060

7,029,479

71.74

2,768,581

1893

10,832,174

7,601,845

69.26

3,330,329

1894

11,119,846

7,729,059

69.61

3,390,787

1895

13,184,342

9,088,086

V^S.93

4,096,256

1896

14,844,262

10,.563,371

71.16

4,280,891

1897

15,815,267

10,904,040

6S.95

4,911,227

1898

16,915,405

11,672,731

69.01

6,242,674

1899

18,151,.550

12,378,488

6S.20

5,773,062

Averages, .

tl2,787,103

$8,985,761

70.27

♦3,801,342

Operating Expenses and Net Earnings (Ten Railways) in 1899.

Percent-
age of
Operating
Expenaes

to Gross
Earnlnga.

NaT Earsi

«C9 PER

RAILWATS

Mile of

Track

Operated.

Round Trip
Run.

Car Mile
Hun.

Paasen-

ger
Carried.

Cents.

Brockton

65.35

$3,630

$0 89

10.87

2.23

Globe (Fall River). .

68.87

4,762

0 67

10.66

1.93

Holyoke,

66.61

2,495

0 60

6.66

1.75

Lowell, Lawrence & Haverhill.

57.83

3,283

1 23

11.64

2.11

Lowell & Suburban, .

56.74

2,899

0 72

9.22

2.18

Lynn & Boston,.

54.93

ifiSt

1 25

11.68

2.33

Springfield

69.24

3,007

0 60

5.77

1.66

Union (New Bedford, etc.),

58.09

4,638

0 67

9.70

2.24

West End (Boston, etc.), .

70.59

9,725

0 90

8.22

1.49

Worcester Consolidated, .

71.98

3,255

0 48

7.26

1.40

Averages

67.16

$5,864

$0 87

8.68

1.66

Capital Stock

Net Income

and Divideirds, 1S90-1S99.

YEAR9.

Capital stock.

Net Divisible
Income.

Ca.h
nuiUends
Declared.

Perci-nlajTC

Oh Toul

Capital Mock.

1890

$14,879,130

$1,430,116

$963,154

6.47

1891,

19,553,952

1,299,153

1,100,015

S.Ui

1892,

23,590,536

1,905,680

1,, 582,097

0.71

1893,

25,883,575

1,993,399

1,716,037

6.63

1894,

26,971,275

1,812,068

1,610,8(<U

6.97

1895,

•

27,906,685

2,257,355

1,606,190

5.76

1896,

•

30,727,818

2,280,776

1,802,817

6.87

1897,

32,070,273

2,593,147

1,965,243

6.02

1898,

38,933,917

2,534,002

2,076,233

5.38

1899,

41,380,143

2,502,942

2,318,398

5.00

Averages,

$28,249,730

$2,060,923

$1,674,231

6.93

from other sources brought the total income up to $19,519,338.
Operating expenses were $12,378,487; interest, $1,622,688; taxes,
$1,188,735; rentals of leased lines and other charges on incomes,
$521,869; dividends, $2,318,398; surplus for the year, $184,544.

The total of cash dividends for the year was $242,165 more than
in the preceding year, and the surplus for the year was $273,225 less
than in 1898. Only 54 of the 116 companies paid dividends; 17 paid
8 per cent; I paid 8 per cent on preferred and 7 per cent on com-
mon stock; I paid 7 per cent; 11 paid 6 per cent; i paid 514 per
cent; 5 paid 5 per cent; 3 paid 4'/2 per cent; 4 paid 4 per cent; 2
paid 3^ per cent; i paid 3 Yi per cent; 3 paid 3 per cent; 3 paid
212 per cent; 1 paid 2 per cent; i paid l^ per cent. These 54
companies paid an average rate of 6.68 per cent on $34,704,100. as
against a corresponding rate of 6.17 per cent the preceding year.

Oross and Net Earnings from Ojieralioji per Mile of Main Track-
Owned and per Round Trip Run, 1S90-1S99.

AVBRAOB

FKR Mile of Track.

AVKKAQI PKB ROOND ThIP.

YEABS.

Oroas

Earnings.

ExpeniM

of
Operation.

Net

Earnings.

Gross
Earnings.

Eipcnscs

of
Operation.

Net

Earnings.

1890, .

$13,632

$10,197

$3,435

$2 22

$1 66

$0 56

1891,

13,178

10,032

3,146

2 24

1 70

0 54

1892, .

12,980

9,312

3,668

2 35

1 69

0 66

1893, .

12,392

8,582

8,810

2 41

1 67

0 74

1894, .

11,972

8,321

3,651

2 39

, 1 06

0 73

1895,

12,127

8,359

3,768

2 55

1 75

0 80

1896,

11,627

8,274

3,.S58

2 47

1 76

0 71

1897,

11,187

7,713

8,474

2 41

1 66

0 76

1898,

10,998

7,589

3,409

2 45

1 69

0 76

1899,

10,459

7,132

3,327

2 55

1 74

0 81

Ave

rages

$11,748

$8,255

$3,493

$2 42

$1 70

$0 72

Oross and Net Earnitigs from Operation per Car Mile Run and per
Passenger Carried, 1890-1899.

AVRRAOB PER CaB

MlLB.

AVBBAOE PBB rABSBHOBR.

YEARS.

Oross
Earnings.

Expenses

Operation.

Net

Earnings.

Oross
Earnings.

Expenses

of
Operation.

Net
Earnings.

Cents.

Cenn.

CenU.

Cents.

1890, .

31.48

23.87

7.61

5.06

3.79

1.27

1891.

32.03

24.38

7.65

5.03

3.83

1.20

1892,

33.01

23.69

9.32

6.05

3.62

1.43

1893,

31.39

21.74

9.65

6.07

3.61

1.66

1894.

30.28

21.05

9.23

6.04

3.50

1.54

1895,

30.20

20.82

9.38

5.07

3.50

1.57

1896,

27.69

19.70

7.99

5.08

3.01

1.47

1897,

25.68

17.71

7.97

5.12

3.53

1.69

1898,

24.80

17.11

7.69

6.11

3.52

I.J9

1899,

24.74

16.87

7.87

5.09

3.47

1.62

Ave

rages

>•

28.07

19.73

8.34

6.08

3.67

1.51

JUNF, 15, IQOO]

STREET RAILWAY REVIEW.

.120

Emfihiiieea (111./ EijuiiimtHl, IS'JD-lSU'.t.

SINGLE TRACK ROADS VS. BELT LINES.

TEARi.

Empioyeei.

Curl.

Olbft
Vthlclei.

llorit*.

KiKlrto
Uoun.

1890

1891

1892,

1893

1894

189fi

189G

1897

1898

1899

6,246
6,449
7,18.0
8,070
7,461
8,048
9,U0
9,716
10,416
11,944

8,247
3,494
3,679
4,040
4,0J8
4,426
4,91?
.5,.')14
5,734
6,042

667

577

552

681

1,790

1,7.55

1,876

1,9.53

1,997

2,076

11,241

10,640

«,734

3,.';31

2,014

1,436

878

683

605

455

3,013
3,906
4,704
5,958
6,908
7,643
8,530

'IIk- liilal miiiibrr of passengers carried was 356,7^4,213, an in-
crease of 25,834,584 over the preceding year; the car-miles run
were 73,.l67,23S, an increase of 5,160,817; (he length of the average
round trip was 9.9 miles in 1898 and 10.3 miles in 1899; the num-
ber of passengers per round trip increased from 48 in 1898 to 50
in 1899.

Ratio of Aceulcnts lo yitmber 0/ Piixxmgerx, Emi>loyeea,elc., in li^f'S,
1S9S, and ISUr).

I'ASSENCKKS CARHIEl), ETC.

Total Xtimhcr of

Paasengcru cnrricil,
ElnpIoyL'i'fl, .
Mill's iif track operaU'il,
Ruund nips rnu.
Car iiillen run.

Passeiifft'rn Kilted,

Ratio to all passengers,
Ratio to miles of tr-^iek,
Ratio to rounil trips.
Ratio to car miles, .

Passengtrs Injured,

Ratio to alt passengers,
Ratio to miles of track.
Ratio lo rouiul trips,
Ratio to car iiiiles, .

Employees Killed,

Ratio to all employees.
Ratio to miles of track,
Ratio to round trips,
Ratio to car miles, .

Employees Injured,

Ratio to all employees.
Ratio to miles of track,
Ratio to round trips.
Ratio to car miles, .

Other Persons Killed,

Ratio to miles of track, .
Ratio to round trips,
Ratio to ear miles, .

Other Persona Injured,
Ratio to miles of track, .
Ratio to round trips,
Ratio to car miles, .

Total Killed,

Ratio to miles of track.
Ratio to round trips.
Ratio to car miles, .

Total Injured,

Ratio to miles of track.
Ratio to round trips,
Ratio to car miles, .

Total Killed ami Injured,

Ratio to miles of track, .
Ratio to round trips,
Ratio to car miles, .

134,478,.119

fi3.'i..59
3,220,.')7S
23,244,7(57

330,889,629

10.416

1.590.(1.1

6.887,976

68,206,418

366,724,213

11,944

1.739.29

7.104,843

73,367,235

4 i 9

1 to33,619,r,s0-! 1 to 36,76.'),514

1 to 1.13.10 1 lo 176.77

1 to S0.-.,H.) t to 765.331

1 to S,811,192 I to 7,578.491

1 to
1 to
1 to
1 to

140

960.5ri9

3.81

23,004

166,034

1 to .1,531

1 to 533.. 19

1 to 3,220..178

1 to 23.241,767

1 to 503

1 to 48.51

1 to 292,780 i

1 to 2,113,161 I

1 to
1 to
1 to
1 to

1,389

238,221

1. 15

4,9.59

49,105

1 to 5,208

1 to 795.47
1 to 3.443,988
I to 34.103,209

1 to 226

1 to 34. .19

1 to 149.739

I to 1,182.748

1 to 32,429.474
1 to 1.1s. 12
I to 61.1.895
1 lo 6,669,749

1 to
t to

1 to
1 to

1,G05

222.258

l.OS

4,427

4.1,712

1 to 2.3.S9

1 to 317.86
1 to 1,420,969
1 to 14,673,447

1 to
1 to
1 to
1 to

178

25.96

106,042

1,095,033

1 10 88.93

1 to 63i;.763

1 to 3,874,128

t to 7.02

1 to 42,376

1 to 305,852

1 to 58.92

1 10 2.15.110
1 to 2,626,164

740

1 lo •2.16
1 to 9,308

1 to 92,171

1 to 54.36

1 to 222.026
1 to 2.292,726

768

2.26
9,-.'51
96,530

1 to
1 to
I to

1 to 48.61

1 to 292,780
1 to 2,113.161

1 to 2.. 35

1 to 14.1.SS
1 to 102,400

1 to
1 lo
1 to

2.24
13..132
97,667

1 to 41.87

I 10 181,263

t t to 1,794,906

."3
3,167

1 to
1 to
1 to 31,359

1 to 36.24

1 to 148.018

1 10 1,528,481

2,440

1 to .71

1 to 2,912

1 to 30,069

1 10 .72

1 to 3.113

1 to 30,821

2,488
1 to .70

1 to 2.856

1 to 29,483

• Operatloo wholly by horae power.

Ten railways of tlic state have 65 per cent of the entire capital,
operate 47 per cent of the total mileage and carry 81 per cent of the
whole number of passengers.

Data as to earnings, expenses, employes, equipment and acci-
dents arc given in the tables.

"How shall wc lay out our system to secure the best results under
the conditions before us?" is one of the first questions that presents
itself to the promoters of a new street railway enterprise, and also
oftentimes to older companies contemplating new extensions to a
neighboring suburb, or into a difTerenl section of the city. The
point is one that should be considered even before attempt is
made to secure franchises, for the entire success or failure of the
project will often turn on the way in which it is decided.

In our opinion there is no doubt about two things, i. c., a tribu-
tary population of less than 30,000 to 45,000 population will not
ordinarily support a double track road, with both tracks in the
same street, and for a population of less than 25,000, a single track
line with turnouts will secure the best results. The relative advan-
tages of the belt system, by which cars go up one street and down
another a short distance away, over the single track line for places
having from 25,(XX) to 45,000 inhabitants, are to be decided by the
dislributitjn of population and the layout of the streets.

We print herewith several opinions on this question, received in
response to a letter of inquiry sent to managers in a few of the
smaller cities, ranging from 10,000 to 25,000 population.

Mr. A. I'. Southworth, president and general manager of the
Adrian Street Railway Co., of Adrian, Mich, (population, 12,000):
"Our line is to be re-constructed this season and re-equipped and
looped on each end, with one turnout between loops. I do not
believe a city of 12,000 inhabitants will justify a belt line unless ex-
ceptional conditions exist. For certain reasons, such as exist here,
it may be policy to loop either one or both ends to bring your road
in touch with certain manufacturing, railway or park districts, but I
do not think the local resident traffic justifies the building of any
line in a city of this size. By looping the east end of our line, it
brings us in touch with two freight houses, two depots, several large
manufacturing plants and car shops. By looping the west end we
pass in front of the Adrian College and gain the advantage of hav-
ing the cars run in the same direction all the time."

Mr. W. M. Roberts, jr., superintendent of the Cumberland Elec-
tric Railway Co., of Cumberland, Md. (population, 16,000): "Our
road is single track with turnouts. The question, in my opinion,
depends upon local surroundings or the layout of streets. In this
town, I think a belt line to the suburbs just half-way to our park,
and single track with turnouts the rest of the way, would have
been to our advantage, as the only two streets running through in
that direction are nearly parallel, and arc not over 300 ft. apart
at beginning, gradually coming together and meeting about half
way out on our line. The line to South Cumberland is all right
with single track and turnouts, although there is a possibility that
another single track road in another direction and connecting at
Cumberland with the one now built would be of advantage."

The Menominee Electric Railway & Power Co., of Menominee,
Mich., (population, 15,000) : "We believe a single track road with
turnouts the best for a small town. The diflfcrence in cost between
a belt line and a single track road is more than would be gained
by the advantages of the former."

Mr. W. A. Foote, receiver of the Jackson Street Ry., of Jackson,
.Mich., (population 25,000): "The cost of a belt line is more than
for a double track road, and in so small a town as ours no one
coidd aflford to put down a double track. If you want and can
afTord a double track, then the belt line is best, if you do not
separate the tracks more than a block."

Mr. J. C. Hubinger, president of the Keokuk Railway & Power
Co., of Keokuk, la., (population :8.ooo): "In reply to your letter
would say, in building a street car line, you cannot always adopt
the same method in one place that you could in another, and I
believe that one plan will work better in one town than it will in
another. In this city, our line is a single track road with turnouts.
On one portion of our line at one time, we found that it would
only require us to extend our line three blocks in order to connect
with another track, which would give us a circuit from our city
park back to Main St., but we only operated that portion of the
track a very short time, as we found that we received no more
revenue than we did on the old plan and therefore we are now
operating our line with turnouts. The manner in which a city is
built would in my judgment have a great deal to do with the laying
of track, and if a city was scattered out a great deal, so that the
distances were such that it was necessary for people to ride, I

330

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

would think that the bcU principle woiiM be the better, but where
a city is compactly built, as is Keokuk, we find the single track with
turnouts serves our purpose better."

Mr. H. F. MacGregor, vice-president and general manager of
the Houston Electric Street Railway Co., of Houston, Tex., (popu-
lation 4S,ooo), in a paper presented at the recent meeting of the
Southwestern Gas, Electric & Street Railway Association, favors,
the belt system for cities in the class with Houston, giving as his
reasons that it covers greater territory for the same operating
expenses and alTords greater protection against accident over a
double track system, and is less liable tn delays and .miioyances
than a single track with switches.

A WESTERN CAR.

ELECTRIC RAILWAYS OF SAXONY.

(From the tT. S. ConsuLir Reports.)

The statistics of the electric railroads of Saxony, compiled by
the royal bureau of electric railroads at Dresden, show a large in-
crease in travel, as well as very considerable growth in tlie mini
ber of electric-power plants in this Kingdom.

Besides the network of city roads, the Lossnitz line, the road to
the "Weissen Hirsch" and Bnhlau. the Meissen street railroad, and
the Niedersedlitz-Lenben-Laubegaster road have been built.

The following table explains itself:

Names o( lines

Length of lines.

Passengers
carried.

Motorcars.

Trailers.

Dresdnrr Sir4ss«nbahn (including

leased L5»sniiz road uf 8 kilometersV.
Deutsche StrassenbuhngcscUschaft in

KilomeUrt.

46.638

53 'Ofi

53.914

4.863
8.3
4 6SS

^3.981

33"5'>
3^.88.

• 4 7*7

30"

s-.sa

Numbrr.
»5.4".758

i6,3S'.78g
4».«8j.S43
17.763.""

8.S74.966

1.7BS.887

1.334.766
114,611
S'.«8

Sumimr.
Jig

')"

IIU

6^.
16
>S

Grot»e Leipiiger Siras^enbahn

Lelpiiger Electrischc Strasscnbahn

Allgcffi-Lf>cal & Slra4senbahnge>ell-

tchaftChemniti.

ZwickauerStras&cnbahn-Actiengesell

schad

SMchsische Slras^^nbahngcseltschafi

Pliucn

Sclwndauer ElectrischeStrassenbahn...

3^9.236
177 457

■42.441

>>3.59'.39o
qo. 576.266

731
59>

289
>38

Total in 1898...

Many new contrivances and equipments have been introduced
upon the roads of Saxony during the past year. Among them are
the triple brake on the cars of the Weissen Hirsch line, as an extra
precaution on heavy grades; the heating of the cars by electricity on
the Weissen Hirsch and the Lossnitz lines, and the introduction of
a device for preventing the strong acid smell in the accumulator
cars. The magnetic brake which operates simultaneously on any
number of cars, which was first introduced in Dresden at the insti-
gation of the commissioner of electric roads, has been generally
adopted throughout Sa.xony and introduced upon some of the roads,
of the neighboring states.

« ' »

AN OPINION ON ELECTROLYSIS.

The members of the city council at Kalamazoo, Mich., are great-
ly agitated over the question of electrolysis. Franchises were some
time ago granted for a new interurban line from Battle Creek to
Kalamazoo and the rails were being laid in the latter city when
someone suddenly discovered that stray currents from the new
road would probably cause the destruction of all the water and gas
pipes in the city within a few months. The question was referred
to a committee, which now has it under discussion. The opininn
expressed in an interview by Mr. H. C. Hoagland, superintendent
of the Kalamazoo Valley Electric Co., which owns the electric
light plant is of interest. He says: "Whenever a city has some old
rusty pipes give out, the city officials immediately begin to talk
electrolysis. Of course there is more or less of electrolysis.
There can be no doubt of that, but it is not responsible for much
that is laid to it. As a matter of fact the soil in Kalamazoo is
strongly impregnated with sulphuric acid, an analysis of water from
a drive well showing that there are about 2Y2 grains of the acid to
a gallon of water, and that is strong enough in itself to do con-
siderable damage to pipes. The injury from electrolysis has been
greatly exaggerated and the Battle Creek line will not affect the
pipes at all."

The Portland Railway Co.. of Portland, CJre., has receiuly built
in its own shops the double-truck vestibulcd car shown in ihr ac-
companying illustrations, for which we arc indebted to Mr. J. F.
Batclulder, secretary of the company. The car was designed by
Mr. J. \'.. Thielsen, general superintendent, and Mr. Hiigo Von <1ct
Werlh. master mechanic.

CAK liUIl.T BV POUTLAND KV.

The car is 34 ft. 4 in. long over all, the body being 25 ft. long, and
is mounted on "Eureka" maximum traction double trucks with G.
E. 800 motors. It is finished in quarter-sawed oak, has acccllerator
doors as shown in the interior view, and is provided with the Gold
street car heaters, electric Iwlls for stopping the car and tlu Meakcr

inTekiok vikw.

stationary register. Curtains are provided for all the windows, in-
cluding the end windows and glass in the door in order to cut the
light of the car off from the motorman's end of the car.

The car is strictly up-to-date, and is very much appreciated by
the patrons of the company.

ONE MORE 100-MILE LINE PROPOSED.

We are informed by Mr. J. T. McNary, of Logansport, Ind., that
the recently organized Logansport, Rochester & Northern Trac-
tion Co. intends to build an electric line, loi miles in length, with
Logansport and Kendallville as terminals, via Rochester, Ind.. War-
saw and Albion, touching at Winona and Wawasee lakes.

The officers are: President, J. T. McNary; vice-president, L.
W. Welker, .Mbion, Ind.; secretary and general counsel, G. W.
Hiilman, Rochester, Ind.; treasurer, B. F. Keesling, Logansport.

Junk is, iy(jo.J

STREET RAILWAY REVIEW.

.531

RECENT STREET RAILWAY DECISIONS.

I'.nl'lKI) IIY J. I,. KOSKNUERUBR, ATTORNEY AT I,AW, CIIICArjO.

CAkI'; KI'ijUIKIUJ OF l'1'.lJlvSTKIAN.S.

Killcii V. Bn.olvlyii lUiglUs Kriilrnrul Co. (N, Y.), 62 N. Y. Supp.

927. Mar. 6, 1900.

Persons walkiiiK upon or across liigliways, the appcllalc divi-
sion, second dcparlnicnl, of the sni)rcine court of New York
holds, are not bound to exercise the highest possible degree o(
care. They meet all of the re(iuirenieiUs if they exercise a reason-
able degree of care, such as persons of ordinary prudence would
exercise inider the same circumstances.

INJURY TO I'KRSON STANDING NICAR TKAIK AND
SUDDENLY ATTEMPTING TO CROSS IT.

Knoker v. Canal it Claiborne Railroad Co. (La.), 27 So. Rep. 271J.

Feb. 5, iQoo.

Where a pedestrian is standing ne.ir a car track at night, upon
a (recpiented thoroughfare, giving no indication of an intention to
cross, and attemjits to cross only when a rapidly moving car is
so near him as to render it practically impossible for the moto-
ncer to prevent its striking him, the supreme court of Louisiana
holds that there can be no recovery of damages for the injuries
sustained.

INCIUI'INTAL SIGNIFICANCE OF OMISSION TO SOUND

GONG.

Kleiiur V. Third .\\enue Railroad Co. (N. Y.), 56 N. 1'^ Rep. 497.

Feb. 27, 1900.

Evidence of omission to somul gong, the court of appeals of
New York holds, is admissible as a part of the history of the
transaction, and as bearing upon the degree of care exercised by
the defendant's employes, and upon the question of the plaintiff's
contributory negligence, in an action brought to recover damages
for injuries caused by an alleged negligent collisioti of a street
car with a coach, and this although the law may not have required
the gong to be soiuided at that place.

SlUHMJ) 11. W I' OPPORTUNITY TO TAKE THE TWO
STl'PS ON TO CAR IN SAFETY.

Baltimore City Passenger Railway Co. v. Baer (Md.), 44 .\ll. Re]),
qgj. Nov. 24, 1899.
The court of appeals of Maryland says that it is desirable, in or-
der to facilitate rapid transit in large cities, that passengers should
be prompt in entering and departing from street cars, but those
operating the cars must take every reasonable precaution for the
protection of the passengers. It is a well-known fact, it goes on to
state, that the footboard running along the side of the ordinary open
trolley .car is narrow, and that both the step from the pavement to
the footboard and the one from the latter to the floor of the car are
high A fair opporunity of taking these two steps in safety, it then
declares, should always be afforded to the passengers before starting
the car.

JUDCMl'NT FOR P.VSSENGER ATTRIBUTING IXU'RIES
TO BELL ROPE BEING IN WAY.

Sweeny v. Uniiui Railway Co. of New York (N. Y.). 62 N. Y.

Sup]). I0J4. Mar. 2, 1900.

In this case, where the plaintilT alone testitied in her own behalf
as to the circumstances of the accident, it being conceded that in
attempting to board an, open car that was stationary she h.ad a
fall, receiving injuries, and her contention was that the bell rope
interfered with her ingress to such an extent as to cause her to
slip and fall backward and off the car. the general term of the city
court of New York affirius a judgment in her favor, notwithstand-
ing that her narrative of how the accident occurred w'as not in
accord with the statements in that behalf of any of the witnesses
produced liy the company, the case having been properly submitted

t') the jury, anil the latter having fouml, apparently without preju-
dice, in her favor.

MUST SHOW PERMISSION OF ALL THE BOROUGHS
TO II AVE RKWIT TO DO ANY WORK.

Wheeler v. Pennsylvania Railroad Co. (Pa.;, 45 All. Rep. jjf^.

Feb. 5, 1900.

Under the Pennsylvania act of iSSfj, which provides that, before
the railroad to be built by any trolley company incorporated
tli'-reunder shall be begim, the permission of all the boroughs and
townships through which the road passes must be obtainefl, the
supreme court of Pennsylvania holds that authority to build the
road must be shown by showing compliance with this condition
in order to give the company or contractors under it the right
to so much as dig a trench, and that the latter could not maintain
an action of trespass for the filling up of a trench by an abutting
owner on the mere showing of having the permission of the
borough within wdiich the trench was dug, as on that showing
alone they woidd simply make themselves out trespassers in dig-
ging the trench.

INJUNCTION TO PREVENT CONSTRUCTION UNDER
ALLEGED INVALID ORDINANCE.

(jcneral Electric Railway Co. v. Chicago, Indianapolis & Louis-
ville Railway Co. (C. C. A.), 98 Fed. Rep. 907. Jan. 2, 1900.
The doctrine of the supreme court of Illinois to the effect that
a court of equity will not enjoin the construction of a railroad
at the suit of an abutting property owner alleging that the ordi-
nance claimed to authorize it is illegal, the United States circuit
court of appeals, seventh circuit, holds applies only when the reme-
dy at law is clearly a<lcquate, and that when full protection of
all property rights is not possible in an action at law, and irre-
parable injury will otherwise result, an injunction may be had to
prevent the construction of the road under an ordinance void, for
example, because passed without the requisite petition of the
owners of one-half of the abutting properties.

WHEN DRIVER OF VEHICLE HAS RIGHT TO CROSS
TRACK, THOUGH CAR IS APPROACHING.

Picrcy v. Metropolitan Street Railway Co. (N. Y.), 62 N. Y. Supp.

867. Feb. 23, 1900.

From the authorities, the appellate term of the supreme court
of New York deduces this rule, which it applies here, that, at the
intersection of two streets the driver of a vehicle has a right to
cross the tracks of a street surface railroad, notwithstanding a car
is in sight, provided there is a reasonable opportunity so to do; and
if, for that purpose, it is necessary for the person having charge
of the motive power of the car to check its speed, or even to en-
tirely stop such car for a short period, it is his duty to do so, and
the person crossing the track has the right, without being neces-
sarily chargeable with contributory negligence, to assume that
that duty will be performed; that the rights of the driver of the
vehicle and of the person in charge of the motive power of such
car. under these circumstances, are reciprocal: and that the ques-
tion whether it is negligence on the part of the driver of a vehicle
to cross the track wdien a car is approaching is dependent upon the
circumstances of each case.

EXCESSIVE SPEED CANNOT BE PROVED FROM PRIOR
INSTANCES OF IT.

Wade v. City & Suburban Railway Co. (Ore.), 59 Pac. Rep. 875,

Feb. 5. 1900.

Without stating its view on the admissibility of evidence of the
customary or habitual rate of speed that cars were operated at a
certain place prior to the occurrence of an accident there made
the basis of an action for damages, a question upon which the
autln)rities are in conflict, the supreme court of Oregon holds that.

332

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

whatever the rule with regard to that may be. there can be no
doubt that proof of particular instances in which the cars were
operated at a given speed is not admissible to prove speed in an
action charging negligence in the operation of a car at a dangerous
and reckless rate of speed at a certain time, for from such de-
tached cases it declares no inference whatever could be drawn as to
the speed of the car at the time of the accident.

GETTING CH.XKTHR LIMIT OF F.\RE REMOVED .\FTER
SECURING CONTR.ACTS FOR BONUS.

Jasper Countj' Electric Railway Co. v. Curtis (Mo.), 55 S. W. Rep.

222. Feb. 5, 1900.

Where the original charter of an electric railway company lim-
ited the fare which might be charged, and the city council was
afterwards prevailed upon to change it by striking out the limita-
tion in the franchise, leaving it optional with the company, how
much it would charge, the supreme court of Missouri, division No.
I, holds that, if the change in the franchise was made after the
execution of contracts for right of way and bonus, it would have
no effect upon the rights of the persons making such contracts,
even if the latter as drawn up were silent on the fare to be
charged, where that was a material and essential element in the
benefit the people were to get in return for their gifts to further
the enterprise. For, says the court, it could not be tolerated that
a company could procure rights of way and bonus from the people
for its road upon the faith of a charter which limited the rate
of fare which the company could charge, and then procure a repeal
of the limitation on the fare, and hold on to the benefits it had
received from the people, and at the same time charge whatever
fare it saw fit.

TRANSFERS CAN BE USED ONLY ON CARS OF LINES
DESIGN.VTED.

Keen v. Detroit Electric Railway Co. (Mich.), 81 N. W. Rep. 1084.

Mar. 6, 1900.

Where it would appear that a street railway company had cars
running on a certain street, some of which turned off at a certain
cross street, and some did not, and the company changed its
regulations so as not to give transfers from the cars that did not
turn off to those which did, but to give transfers from the cars
that did not turn ofT only to cars running on said cross street only,
or to cross town cars, as they were called, the supreme court of
Michigan holds that a passenger could not maintain any action
for damages for being ejected from the car when he got from the
conductor of a car that did not turn on the cross street a transfer
punched for a cross town car only, and, instead of taking the
latter, boarded one of the cars that turned on the cross street
and tried to ride on same on the transfer. It appearing from the
evidence that his transfer, on its face, did not entitle him to ride
on the car which he entered, but was good only on a cross town
car, the court quotes from Frederick v. Railroad Co., y; Mich.
347: "There is but one rule that can safely be tolerated with any
decent regard to the rights of railway companies and passengers
generally. As between the conductor and passenger and the right
of the latter to travel, the ticket produced must be conclusive evi-
dence."

EXPENSE OF REBUILDING POWER HOUSE DOES NOT
TAKE PRIORITY TO MORTGAGE.

Maryland Steel Co. v. Gettysburg Electric Railway Co. (U. S. C.

C), 99 Fed. Rep. 150. Jan. 27, 1900.

Whoever has dealings with a company whose property is mort-
gaged, the United States circuit court, eastern district of Penn-
sylvania, holds, must be assumed to have dealt with it on the faith
of its personal responsibility, and not in expectation of subse-
quently displacing the priority of the mortgage liens through the
interposition of a court of equity; and the necessity for the supplies
furnished does not entitle to preferential payment, unless the
supplies are for current expenses in the ordinary course of
operation. More particularly does the court here hold that where
an electric railway company's power house was destroyed by fire,
after it had mortgaged its property, claims of creditors for ma-
terials furnished for the construction of a new power house could

nut be avvardeil preferential payment from a fund produced by
a sale of the mortgaged property under an order of court in a pro-
ceeding to foreclose the mortgage. In other words, it holds that
the expense of rebuilding a power house is to be classed with one
for a virtual reconstruction of the road, and not among current
debts for operating expenses, made in the ordinary course of con-
tinuing business.

MAY PROVE BY BYSTANDERS INTOXICATION OF PAS-
SENGER THROWN FROM CAR.

Donoho v. Metropolitan Street Railway Co. (N. Y.), 62 N. Y.

Supp. 523. Feb. 8, 1900.

The parly bringing this action claimed to have been injured by
being thrown from a crowded car, while standing upon the rear
platform. Upon the trial the street railway company attempted
to show that at the time the accident was alleged to have occurred
the party was in a state of into.xication. For that purpose it
called several witnesses, who were present and saw him, and who
were asked whether they would characterize his acts at the time
of the accident as the acts of a man under the influence of intox-
icating liquor, or as those of a sober man. These several -ques-
tions were excluded, under objections taken thereto, upon the
ground that such witnesses were not shown to be experts. But
the rejection of such testimony, the appellate term of the supreme
court of New York holds, was clearly error. It says that had it
been shown that the party was intoxicated at the time he received
the injuries he complained of, whether such intoxication con-
tributed to the accident or not, would have been a question of fact
fur the jury to determine, and the company had a right to show,
if it was possible to do so, that such was his condition. Neither,
it continues, does it require the testimony of an expert to give
an opinion upon that question. The evidence of a witness in char-
acterizing the action of a person as that of an intoxicated person
is admissible.

WHERE DRUNKEN PASSENGER MAY BE LEFT.

Bageard v. Consolidated Traction Co. (N. J.), 45 k\.\. Rep. 620.

Mar. 6, 1900.

A passenger on a street car, who, as he testified, was sick, but
whom the carrier's servants supposed to be under the influence of
liquor, was helped from the car at the terminus of the route, and
by the conductor of the car was led to the front of the station,
at or near to the public street, and left at a place where his way
was open in the direction in which he wished to go; the conduc-
tor then leaving on his outward trip. The passenger turned and
went back, and 20 minutes later slipped down between the front
and rear wheels of a car moving on a track that lay between
where he was then standing and the place where he was left. For
the resulting injury, the court of errors and appeals of New Jersey
holds, no cause of action was established, to recover damages from
the street railway company, by this showing. It says that there
should have been a nonsuit, or a direction of a verdict for the
company.

Now, if a drunken man is accepted as a passenger, the court
says that the carrier should not leave him in a place of danger;
but it adds that it knows of no rule that requires the carrier to
follow up the drunken man, if left in a place of safety, though
on the carrier's premises, and see that in his wanderings he docs
not get into danger.

When one, by reason of his own voluntary intoxication, exposes
himself to danger and receives injuries which he could, and by
the exercise of ordinary prudence would, have avoided if sober,
he is guilty, the court holds, of contributory negligence, and can-
not recover for such injuries.

NOT REQUIRED TO GIVE TRANSFERS FROM FIRST-
ACQUIRED TO L.^TER-ACQUIRED ROAD.

Mendoza v. Metropolitan Street Railway Co. (N. Y.), 62 N. Y.

Supp. 580. Feb. 9, 1900.

The appellate division, first department, of the supreme court
of New York says that the right of one road to enter into a con-
tract for a lease and joint operation of another road is one given
by statute, and is subject to the conditions upon which such right

JiJNr. IS, Hjon.

STREET RAILWAY REVIEW.

.U.^

is conferred. One uf these conditions is tliat tlie road opcralinK
another road by lea.se shall carry passeiiKers, who may have taken
passage on the leased road, over the lines owned, controlled, or
operated by the road to whom the lease is made at the date when
it acquired by contract the leased road. In other words, the right
of a passenger to a continuous trip for a single fare extends, not
alone to the routes or lines of the leased road, but also to such
routes which, at the time of the lease, were owned, controlled, or
operated by the corporation to whom the lease was made. The
language of section 104 of the railroad law is that every such cor-
poration shall, upon demand, give to each passenger paying fare
a transfer "entitling such passenger to one continuous trip to any
point or portion of any railroad embraced in such contract."
These words, the court maintains, necessarily e.\clude roads sub-
sequently built or acquired, for they cannot be said to be "em-
braced in such contract" when they arc not then in existence.
Thus, for example, the court holds, in this case, that, under and
pursuant to said section 104 of the railroad law a passenger on
a road acipiired by the defendant company by lease on a certain
date was not entitled to be transferred over a road which that
company acquired at a later date, or which it must be assumed
on demurrer was so actiuired, in the absence of any allegation to
the contrary.

KKL.VTIVIC T(J SliTTLKMENT OV CKO.SSING (JUICSTION.

In re West Jersey Traction Co. (N. J.), 45 .\i\. Rep. ->S.'. Jan. 4,

1900.

It cannot be said that, because there is an element of danger in
a grade crossing of a steam railroad by a trolley road, some other
method is to be provided. The question, the court of chancery
of New Jersey holds, is whether, taking into account the degree
of such danger in the particular instance, and also the facility and
economy with which such danger may be avoided by adopting
some crossing other than at grade, the latter method should be
required. For example, where there were 72 regular and some-
times 30 special trains running over the steam road, and an under-
grade crossing could be built, 14 feet in width, for $12,653, the
slope of the street favoring an undergrade crossing, as there was
a rise towards the steam railroad tracks from each side, the court
holds it reasonably practicable to avoid a grade crossing, and that
public safety required it. .^s to the map of the route filed by the
petitioner asking the court to fix the manner of crossing the
steam railroad, the court holds it sufficient that the map showed
that its route ran across the right of way of the steam road at the
point where the mode of crossing was to be defined, without ex-
hibiting any indication of a crossing. And the petition being over
the seal of the traction company, and signed by its secretary and
solicitor, the court holds that this raised the presumption that the
seal was aflixed by proper authority. But whether it was or not,
it holds that any defect in this regard was cured by a subsequently
passed resolution that the act was done with the accjuiescence of
the directors, who ratified it.

INJURY TO PEDESTRI.\N NOT "LOOKING" AND "LIS-
TENING."

Farrar v. New Orleans & CarrolUon Railroad Co. (La.), 26 So.

Rep. 995. Jan. 9, 1900. Rehearing refused Jan. 22, igoo.

The supreme court of Louisiana says here that it is not inclined
to give much importance to the rule that requires of the pedestrian
that he should "stop, look, and listen." It is to be expected only
exceptionally that a pedestrian should stop, and then look and
listen. It would be, ordinarily, requiring too much of the pedes-
trian; i. e. to "stop, look and listen." But where a pedestrian
heedlessly steps in front of a coming car without at all "looking"
and "listening" and then stopping in case of danger, the court
holds that he omits observing one of the rules laid down in a
number of decisions which should be complied with by a pedes-
trian when he is about to cross a track; i. e. to "look" and "listen."

Moreover, while the failure to observe this rule does not relieve
those in charge of the car from the necessity of being careful at
all times, none the less, in order that a plaintiff may recover
damages, the court insists that it must appear that the danger was
not seen by the motorman at a time when he should have seen
it, and tliat ho did not make every exertion to avoid the accident.

And the court holds that a nioloncer, while inanniiig his car,
has a right, to some extent at least, to be ({"vcrncd by the belief
that a pedestrian, even of advanced age, will not seek to cross the
track unless his strength is suflicienl to enable him to cross before
the arrival of the car, where there is nothing to show the moto-
neer that he cannot do it.

SMART MONEY ALLOWED FOR CAR TURNING INTO
WRONG STREET AND VIOLENTLY COLLID-
ING WITH VEHICLE.

Nashville Street Railroad v. O'Bryan (Tcnn.;, 55 S. W. Rep. 300.

Jan. 27, 1900.

This was an action for damages for personal injuries resulting
from a collision of a street car with the vehicle in which (he plain-
tiff in the lower court (O'Bryan) and a companion were riding.
The collision occurred at or near the corner of Cherry and Cedar
streets, in the city of Nashville, and in the nighttime. A bright
light, however, was burning, which lit up all the surroundings.
As the two approached Cedar street, going north on Cherry, they
noticed coming towards them very rapidly a large, open street
car labeled "South Cherry Street," which, the supreme court of
Tennessee says, in this connection, was an indication of its pro-
posed route.

Now at the point of collision there was a curve and switch to
turn passing cars into Cedar street when desired, and, just as this
vehicle was proceeding along the street at that point, the car was
suddenly and violently turned out of Cherry street on to the curve
leading into Cedar street, coming into collision with the vehicle
with much violence, and throwing it against a post in the margin
of the sidewalk, and throwing the occupants out over the dash-
board, where they fell beneath the horses, which were frightened
and plunging. It appears that the car at this point left the proper
track and route, and turned into Cedar street, when it should have
continued on Cherry, and. if it had gone its proper route, the acci-
dent would not have happened. There was a conflict of evidence
as to what was the condition of the switch, but the testimony was
very clear that the car was being run at a high rate of speed, and
that the place of the accident was one unusually full of danger and
peril.

For the company, it was insisted that the accident was one which
could not be avoided, and was not due to carclcssncs or reckless-
ness. But not only docs the supreme court not agree with that,
but it holds that, under the facts above detailed, it was a proper
case for punitive or vindictive damages. It says that there was
evidence of recklessness and gross negligence which would justify
such damages.

Furthermore, the court holds that it was allowable on the theory
of punitive damages, to allow testimony to show the wealth and
assets of the defendant company.

AS TO DRIVER OF WAGON LOOKING BACK FOR CAR.

Schilling v. Metropolitan Street Railway Co. (N. Y.), 62 N. Y.

Supp, 403. Feb. 2, 1900. Hill V. Metropolitan Street Railway

Co. (N. Y.), 62 N. Y. Supp. 596. Feb. 8. 1900.

In the first of these cases, where it appeared that the driver of
a covered delivery wagon, who had good eyesight and unimpaired
hearing, had taken the precaution to look out for an approaching
car before entering upon a street railway track, at midday, the
appellate division, second department, of the supreme court of
New York holds that it cannot be said as a matter of law that he
was guilty of contributory negligence in not looking behind during
the time that it would take to drive a single block, or that it was
not negligence on the part of the street railway company to run
him down. Both parties, it says, were charged with the duty of
exercising reasonable care, and it was for the jur>-, taking all of
the facts and surroundings into consideration, to determine whether,
in the proof of these facts and that his wagon had been run into
from behind by a car, he had sustained the burden of proof which
the law demands in cases of this character; and that a nonsuit
was improper.

Furthermore, the court holds that the conduct of the street?
railway company, unexplained, in running into the wagon from
the rear, in broad daylight, at a street intersection, was sufficient
to justify the jury in finding that the company was guilty of neg-

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STREET RAILWAY REVIEW.

[Vol. X, No. ^>.

ligence; and il was |)ro|KT that the jury should determine whether
the driver of the wagon, after looking in both directions, was
guilty of contributory negligence in driving one block without
looking back to sec if a car was approaching, and whether he
was justified in assuming, under the circumstances, that the com-
pany would give him warning in time to allow him to get out of
the way.

In the second case, where a man had driven some 300 feet along
a track, between :o and 11 o'clock at night, when he was overtaken
by a car and his wagon was struck, the appellate term of the
supreme court of New York holds that it was his duty not only
to avoid collision, but also to cause no needless delay to the street
railway company, and he might not wait to hear a signal of the
approach of a car, but he had needs at intervals to look backwaril
for it. And because he did not do this, it reverses a jiidgnuiit
rendered in his favor, and orders a new trial.

0\SE WHERE CHILD VV.\S STRUCK BY CAR AND MO-
TORMAN WAS NOT CALLED AS WITNESS.

Hicks v. Nassau Electric Railroad Co. (N. Y.), 62 N. Y. Supp. 507.

Feb. 3, igoo.

It is a familiar doctrine, says the appellate division, second
department, of the supreme court of New York, that the failure
of an employer to call a witness who was in his employ at the
time of the accident, and is presumed to be friendly, and to have
some knowledge of the accident, without any attempt to explain
the reason of the failure, raises a strong presumption that the
testimony of the employe would be damaging to such party.
Wherefore, it declares that in this case, which was one of a child.
a girl 9 years of age, attempting to cross a street at a walk, after
seeing a swiftly approaching car, 127 feet distant, with no evi-
dence that she again looked or paid any further attention to the
approaching car, it must be assumed that the motorman made
no eflTort to check the speed of the car until the moment the child
was struck by the fender, no witnesses having been called by the
company to show any effort having been made to stop the pro-
gress of the car before the accident occurred.

The child, the court holds, was sui juris, or capable of acting in
her own right, she having testified on cross-examination that on
stepping from the curbstone she looked up and down for the car,
because she knew it was a dangerous thing, and that she might
otherwise get run over, but thought that she could get across before
it came, and walked "not too fast, and not too slow; just right."

But the court does not think that there was any error in refusing
an instruction to the effect that there was nothing in the situation
to justify her in the belief that the car, which was coming at a
high and dangerous rate of speed, would be brought under con-
trol, when she was at a cross walk where she had a right to assume
that especial care would be taken by those in charge of an ap-
proaching car to prevent injury to persons crossing, and when
there was evidence that when the motorman saw her he actually
did bring the car to a standstill within 10 or 15 feet of the cross
walk where she was struck.

Nor does the court consider that it could be said, as a matter of
law, that, under the evidence, the child was guilty of contributory
negligence. While she was sui juris, she could only be held to
such a degree of care as a child of her years and character would
reasonably be expected to exercise. So it holds that the question
of contributory negligence was properly submitted to the jury; and
affirms a judgment for damages against the company.

BR.XKEMEN MUST LOOK OUT FOR KNOWN SAGGING
TROLLEY WIRES.

Danville Street Car Co. v. Watkins (Va.), 34 S. E. Rep. 884. Jan.

18, 1900.

This was an action instituted by a brakeman to recover dam-
ages for injuries sustained by being knocked from a railroad car
by a sagging trolley wire. He knew the position of the wire,
which was 4 feet 8 inches above the step upon which he stood.
That he knew: the position of the wire, is made a distinguishing
point in the case. Moreover, in reversing the judgment which he
obtained, the supreme court of appeals of Virginia says that it is
indisposed to entertain at this day, when electricity is so generally
applied as a motive power to machinery, a plea of ignorance of

its dangerous properties. Il points out, too, that ignorance of the
peculiar danger attending contact with an electric wire would not
e-xtenuate or excuse the brakeman's fault in failing to exercise
that reasonable care which would have enable<l him to pass beneath
the wire with entire safety. It holds that it was his duty to exercise
ordinary care to prevent any injury whatever to himself, and that
he was guilty of contributory negligence if he was himself the
author of any part of the injury of which he complained, or if, by
the exercise of reasonable care upon his part, he could have avoided
the consequences of the negligence ascribed to the street car
company sued.

Furthermore, the court holds that it was error to refuse to give
an instruction to the efTect that, although the jury might believe
from the evidence that the street car company was guilty of neg-
ligence in the manner of constructing or maintaining its electric
wire over and above the track of the railroad on which this brake-
man was employed, still the brakeman had no right to pass from
one car to another while the cars were passing under the wire, if
in so doing he increased the danger of an accident from the wire;
and if, from the evidence, the jury believed that he did attempt
to pass from one car to another while passing under the wire, and
by so doing did increase the danger and chance of the accident, he
could not recover in this case, and the jury must find for the street
car company. This, the court maintains, correctly propounded
the law.

True, the brakeman stated that he was in the performance of a
necessary duty at the time of the accident. He had set one brake,
and was passing to another, in order to facilitate the disposition of
the train, and prevent the blocking of the street, which it seems
would have subjected the railroad company to a fine. But this
duty, the court insists, was not so urgent and imperative as to
justify any unusual risk, and certainly was not sufficient to excuse
the brakeman for his failure to take proper precaution for his own
safety, or to warrant the assumption on his part of an additional
hazard.

DUTY WHERE HUMAN BEING IS SEEN ON TRACK BUT
IS NOT RECOGNIZED AS SUCH.

Stelk v. McNulta, receiver of Calumet Electric Street Railway Co.

(C. C. A.), 99 Fed. Rep. 138. Jan. 18, 1900.

A locomotive driver has a right during the passage of his train
upon the right of way of the company to assume that an object
which he reasonably believes to be inanimate, if animate, will leave
tlie track upon hearing the coming train. But the United States
circuit court of appeals, seventh circuit, holds that it is quite a
different matter where railway trains, whether propelled by steam
or electricity, pass along the crowded thoroughfares of a populous
city. The care to be exercised is relative, and must be propor-
tionate to the dangers reasonably to be apprehended.

In this case, at about 10 o'clock at night, an electric car was pro-
ceeding on an open prairie, in the outskirts of the city of Chicago,
where a street had been platted, but there was no roadway for teams
nor street lights, and no houses on the westerly side of the railway,
while along the easterly side there was a sidewalk of some sort and
a few houses, besides which there was a ditch on either side of the
railway. The motorman, on reaching the crest of an incline there,
saw at a distance of 65 feet an object upon the track, which both
he and a messenger boy standing with him upon the platform of
the car took to be a dog. He immediately applied the brake,
checking the speed of the car, and sounded the gong to arouse the
supposed animal, and cause it to leave the track. When the car
had gone a little further seeing that the object did not move, the
motorman applied the reverse, but being on the down grade the
reverse did not act, and the car struck the object, which, when the
car had almost reached it, the motorman discovered to be a human
bein.i.; lying partly across the space between the rails.

Under these circumstances, the court pronounces certainly rea-
sonable a stipulation of fact that the motormdn had no reason to
expect the presence of a huinan being upon the track. And such
being the case, it does not think that the duty was imposed upon
him, upon perceiving an object, to bring his car to a stop to dis-
cover the nature of the object. It says that he did no less than his
duty required of him to check the speed of the car and sound his
gong, and so soon as he perceived that the object did not respond
to the signal to reverse to bring the car to a standstill. But having

JlINl'. 15, KPO.]

STREET RAILWAY KF.VIICW.

?,?,r>

ilonc ihat, llic coiirl declares thai it cannot perceive that the molur-
nian was lacking' i" any degree in the exercise of tliat prudence
and laii' vvliiili, uiidn- the circumstances, the law imposed upon
liini, and sn it holds that with respect to this accident ncgligi'ure
could nnl |ir<iperly be imputed to thi' niolornian in charge o( the
ca r.

THE USE OF ALUMINUM LINE WIRE AND
SOME CONSTANTS FOR TRANSMIS-
SION LINES.

AhHtiacI of a paper by I''. A. C. l*frriiie mid I'\ (1. Haimi reail be ton* tin- Ariipri
.ail liislitnlc of Kk'clrical Eni^iiU'iTN, May 1(», I'HUi.

'I'lu- aulliurs lirst describe the construction of the transmission
line of the Standard fileclric Company of California, wdiich ex-
tends from the Blue Lakes plant on the Mokelumne River to
Stockton, a distance of 43Vj miles. The standard poles were of
square sawn redwood 30 ft. long, 7x7 in. at the top and 12 x 12 in.
at the butt. The poles were gained -Ki in. deep for three cross-arms
spaced 20;^ in. on centers; the arms were of Oregon pine, 4x4 in.,
the top and bottom arms being 3 ft. and the middle one 4 ft. long.
The six wires of the two three-phase circuits would thus be at the
vertices of a hexagon 24 in. on each side; the two circuits have their
wires at the vertices of equilateral triangles 41 in. on the side. The
insulators used were a Hat topped glass triple petticoat type 5 in.
high and 7 in. in diameter witli a wire groove of .35 in. radius; the
insulators were mounted on eucalyptus pins long enough to bring
the bottom of the insulator 4 in. above the top of the cross-arm.
The cross-arms were creosoted, 10 lb. of dead oil of tar to the cubic
foot being injected; the pins were boiled for eight hours in a com-
pound of coal tar and asphaltum at a temperature of 225° F. The
arms were braced by a bent angle iron but this precaution is be-
lieved to be unnecessary for arms less than 5 ft. long. .Mso, for
high potentials the braces should be of wood.

The line as erected carried only tour wires arranged on the top
and bottom cross-arms, thus taking their location at the corners
of a rectangle 24 in. on the short side and 41 in. on the long side.
This arrangement was adopted for the purpose of making tempor-
ary use of some two-phase machinery which was in place and un-
derloaded, allowing certain new customers to be taken on quite a
year in advance of the contemplated completion of a three-phase
plant for which the pole line was really designed.

It was at first feared that this arrangement of the wires would
result in inductive disturbances between the phases, as the wires
took their positions in the diagonally opposite corners of a rectan-
gle, in place of the corners of a square, as is necessary for complete
absence of mutual induction, but the anticipated trouble was not
found. Careful measurements were made with one phase short
circuited, and the other carrying about 20 amperes with a period-
icity of 60 cycles per second, both with a Weston 75-volt voltmeter
and a Rowland electro-dynamometer, with the result that no de-
flection was observable on the voltmeter, while the current read on
the electro-dynamometer amounted to only about .001 ampere, the
resistance of the dynamometer being 25 ohms and of the line 90
ohms. Only one additional question of installation needs attention,
which is the presence on the tops of the poles of a barbed wire
stapled to the wood of the pole and grounded at every fourth pole
by a galvanized iron wire leading down along the pole and soldered
to an iron plate 18 in. square and % in. thick, set in the pole hole
immediately under the foot of the pole itself. This wire was in-
tended as a lightning guard, and it has apparently done very ef-
fective service in discharging the line in all weather.

The wire used was intended to be equal to No. 3 B & S copper
wire in its electrical resistance, and the manufacturers were re-
quired to furnish this conductivity in a wire not weighing more
than 420 lb. per mile. All the wire supplied was carefully inspected
by Mr. .\. E. Kennelly. and his reports give the following averages
for the total quantity:

Diameter 293.9 mils.

Wt. per mile 419-4 lb.

Resistance per niil-ft 17.6 ohms at 25° C.

Resistance per mile at 25° C 1.00773 ohms.

Conductivity compared with copper. . . .59.9 per cent by dimension.

Tensile strength of wire 1549 lb.

No. of twists in 6 in. for fracture 17.9

Tensile strength per sq. in 32898 lb.

Comparing this with copper it is seen that this wire is approxi-
mately the same as copper in the following sizes:

Size of aluniiiiiim wire equals No. I IS&S copper.

Resistance of aluminum wire equals No. 3 H&S copper.

Tensile strength of aluminum wire equals No. 5 B&S copper.

Weight of aluminum wire equals No. 6 B&S copper.

Therefore, on the basis of the same conductivity the aluminum
compares with copperas follows:

Diameter for the same conductivity 1.27 times copper.

Area for the same conductivity 1.64 times copper.

Tensile strength for the same conductivity .629 times copper.

Weight tor the same conductivity .501 times copper.

The mechanical properties of this wire present some well marked
characteristics. In the first place, the number of twists necessary
for fracture varies considerably, although the ductility lest of wrap-
ping six times around its own diameter, unwrapping and wrapping
again is well sustained. This irregularity in the twisting test is
generally a mark of impurity in wire, but we know so little as yet
of the exact characteristics of aluminum in particular, and the twist-
ing test is in general so unreliable that it is unsafe to base any ex-
act statement on this one test, particularly as the same after erec-
tion proved reliable. In carefully performing the test for tensile
strength no exact point could be assigned for the elastic limit, as
the metal seemed' to take a permanent set almost from the first,
but at a stress of from 14,500 lb. to 17,000 lb. per sq. in., there is a
marked increase in the permanent set which indicates that the safe
working load lies somewhere in this region. In this the charac-
teristics of the aluminum do not differ materially from those of
copper or other similar metals, and while this is a disadvantage it is
not a singularity.

The fact that the wire will permanently elongate if seriously
strained makes it necessary to use the utmost care in the erection
of lines, and also the known high coefficient of expansion with
temperature changes taken in conjunction with this property ren-
ders care in line stringing especially important and difficult.

Instructions to line foreman in stringing wires:

1. All spans are to be strung with deflections and tensions as
specified.

2. Up and down hill spans to be sprung to correspond with level
spans. In case level spans cannot be used, then employ dynamom-
eter, and ease all wires over cross-arms.

3. All tics are to be made at one time by signal.

4. All ties are to be made crossing wires around insulator send-
ing three times around wire, and twisting behind insulators; the
ends of the tie-wires are not to be cut but bent back toward insu-
lators.

5. Tie all wires on the outside of the insulators, except at cor-
ners where all are to be tied so that the strain is against the in-
sulator.

6. Joints are to be made by means of sleeves twisted two and
a half times, the ends of the wires being given one turn by hand
around the wire, no tools being used, except in twisting the sleeves,
and cutting ofT the ends of the wires. Before inserting the wire in
the sleeve, the ends of the wire must be roughened by draw filing.

7. Barb wire is to be laid along the roof of the pole and held by
three staples driven in tightly, but without kinking the wire.
Ground wires are to be soldered to the barb wire, and at the bottom
of the pole to the wire leading from the ground plate. All solder-
ing acids must be carefully washed away after the soldering is done.

8. Beginning between poles i and 2, all wires are to be barreled
by shifting one pin. and same to be repeated between poles 21 and
22 and 41 and 42. and so on. Barreling always in the same
direction of twist every 20 poles. .\ record must be kept of the
location of every wire and every pole.

The greatest care must at all times be taken against kinking or
scarring the wire; wherever the wire is accidentally kinked or
scarred it must be cut and spliced.

The targets consisted of light sheet iron strips about 2 ft. long and
2 in. wide, with an aluminum hoop bent into an eye at the top, by
means of which they could be hung from the line wire. These tar-
gets were painted in three or four colors, with bands 1 in. wide.
In use the captain of the linemen would hang his target on the wire
to which a man on the next pole had also hung a target; then, as
the wire was being pulled into place, he would sight from a band on
his target to the same band on the adjacent target, and when the
wire came into line with these two bands the signal would be given
for all the linemen to tie at once. As a result of this method of

336

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

stringing, an exceedingly uiiiiorm line, and one strong in accord-
ance with the temperature was obtained.

One of the most serious problems in connection with the use of
aluminum is in the choice of a proper joint. This metal is so high-
ly electro-positive that it is unsafe to expose it to the elements in
contact with any other material, as electrolytic corrosion is almost
sure to follow such construction. Many of the failures which have
been reported of this metal have been due to a neglect of this fact,
as notably in the case of the plates on the yacht Defender, where
the plates have been corroded at the contact with the bronze rivets
used in fastening them to the frame. Whenever this metal is sol-
dered or used in contact with any other metal, the joint should be
throughly water-proofed to prevent such action. Alter discussing
many joints, it was finally determined to abandon any attempt to
solder or clamp the wire in any manner, and the joints were made
by slipping the ends of the wire into an oval aluminum tube about
9 in. long, which was then twisted with a pair of clamps similar to
those employed in twisting the Mclntire connector. After twist-
ing the tube a turn was taken by hand of the loose ends, and the
wire cut off close. The joint produced proved practically equal to
the original wire in both tensile strength and electrical conductiv-
ity.

This wire was erected during the winter of 1898-99, which was
an unusually open winter over the whole state of California, allow-
ing practically continuous construction work, though the tempera-
ture varied all the way from about 30° F. to 80° F. at times when
the wire was being strung. After it was finally erected it remained
about three months on the poles before the machinery was delivered
and put in place. During the first month of that time three breaks
occurred which were all apparently due to flaws in the material, but
after these breaks were repaired the line wire gave absolutely no
trouble whatever, though various accidents occurred to other parts
of the construction. Many insulators were shot at and broken, bale
wire and bale rope were thrown over the line, a twig short-circuited
one phase and fell down burned, a large bird was killed by con-
tact with the wires, and finally several porcelain insulators with
porcelain pins were broken oflf and hung suspended by the wire. In
January and February of the present year this whole line was taken
down to give place to a much heavier one of the same material, an
opportunity for an entire change having been found after the total
destruction of the power house by fire last November.

During the past two years other lines of aluminum wire have
been erected on the Pacific coast, all but one of which have given a
considerable amount of trouble from causes that are not entirely
apparent.

One line in Nevada County, erected at about the same time as
that we have been describing, and for which the wire was of practi-
cally the same lot, has given no trouble whatever.

The power transmission lines of aluminum wire about Seattle
have broken a few times, but have not given serious trouble. The
breaks in this line, so far as the writers have been informed, seem
to have been due to not allowing enough sag at the higher tempera-
tures, and a consequent overstraining of the wire in cold weather.

The most serious difficulties have been encountered by the tele-
phone company in Washington and Oregon, and by the Yuba
Power Co. In all of these cases it seemed almost impossible to
keep the wires on the poles in certain sections, and in these por-
tions the lines have been finally taken down and replaced by other
wire of either copper or aluminum. The writers have examined
many breaks from these lines, and would judge, from the appear-
ance of the fracture, that the cause, whatever it may be, was simi-
lar. In those breaks there are many small flaws, but by far the
greatest majority are clear, sharp fractures, with but a slight reduc-
tion of area, and that entirely on one side, a break very character-
istic of improperly mixed and brittle alloys. Partially from the
appearance of the fracture, and partially from the facts that the
breaks occur only in certain sections of the line, the writers are of
the opinion that this trouble is due to the presence of impurities in
the material. This view is strengthened by the fact when measure-
ments were made on the line of the Yuba Power Co., the resistance
of the whole line was found to be 10 per cent greater than it should
have been if it were made of the quality of material described in the
earlier part, of this paper. Furthermore, in one-half of this line
there were no breaks at all due to defects in the wire itself.

As a general conclusion, it is the opinion of the writers that
aluminum can be safely used in place of copper where the proper
precautions are taken in inspecting the wire before it is erected, and

in erecting it with due consideration of its peculiar properties of low
and indefinite elastic limit, high coefticient of temperature expan-
sion and active electrolytic power.

Indicating our faith in this opinion, it may be noted that for the
new line soon to be erected an aluminum strand J4 '"■ '" diameter
has been ordered. This strand will be spliced with aluminum
sleeves, and in the whole construction about one million pounds oi
aluminum will be employed.

OPENING OF THE NORTHWESTERN ELE-
VATED, CHICAGO.

May 31st the Northwestern Elevated R. R., of Chicago, -was
opened for traffic. The occasion was celebrated by running two
special trains, which entered the Union Loop at 12 noon, and
were boarded at the loop stations by the 500 guests whom the com-
pany had invited to be present: the party was then carried to the
northern terminus at Wilson Ave. where luncheon was served.
Among those present were: C. T. Yerkes, D. H. Louderback.
Clarence Buckingham, B. E. Sunny. George H. Weston, H. N.
Brinckerhoflf, assistant general manager of the Metropolitan Ele-
vated; M. B. Donald, M. H. Hopkins, general superintendent of
the South Side Elevated: James Morrison, superintendent of the
South Side Elevated; J. R. Chapman, A. S. Littlefield. John M.
Ryan, J. E. McGrath, W. L. Kelly, J. S. Dunham, R. J. Dunham,
Theodore P. Bailey, of the General Electric Co.; Charles Henrotin.
Judge Brentano, L. E. McGann, George Higginson, jr., secretary
and treasurer of the Metropolitan Elevated; the officers of the
Northwestern and members of the city council.

Immediately following the guests' train, trains for the general
public were put in regular service, the intervals between trains
being as follows: From 9 a. m. to 3:32 p. m.. 6 minutes; 3:32 to
6:36, 4 minutes; 6:36 to 11:00, 6 minutes; 11:00 to 12:00 midnight,
8 and 12 minutes: midnight to 5:15 a. m., 35 minutes; 5:30 to 6:00,
5 minutes; 6:00 to 9:00 a. m., 4 minutes. One-half of the stations
were opened to the public on May 31st, and the others will be
opened as rapidly as they can be completed.

It will be remembered that the first train was run over this road
on Dec. 30, 1899, and that for a time one train was run each day
until the controversy between the company and the city was amica-
bly settled and the company given till May 31st to complete its
road. The opening of the line was followed by a large traffic, as
it serves a territory that was sadly in need of better transporta-
tion facilities. An express service is promised within the month.

The expected volume of business has been more than realized,
and has averaged over 45.000 daily since the opening, and is in-
creasing daily. The first Sunday showed 60,000 passengers, and
this with only 10 out of 20 stations in use.

Physically the structure is the best built and arranged of any
in the world, advantage having been taken of all previous expe-
rience. Its successful completion in the face of unusual difficulties
of depressed financial times and opposition of city officials covering
a period of six years, is a monument to the ability and strength
of Mr. Yerkes. Few men could or would have endured the strain
and annoyances to which he was subjected.

The officers of the Northwestern Elevated R. R. are: President,
D. H. Louderback; vice-president, C. D. Hotchkiss; secretary and
treasurer, Howard Abel; general superintendent. Frank Hedley;
superintendent, Robert B. Stearns.

* • •

HISTORY REPEATS ITSELF AGAIN.

A local paper in Xenia, O.. says: "Xenia has had nearly six
months of electric roads, and it would seem that with two lines
running from that city to Dayton, if there would be any disad-
vantage to the smaller city, Xenia would certainly feel it more
acutely; moreover, the time when such a condition is apt to be
felt most is when the roads are new and the people most prone
to try the novelty of riding to Dayton to buy goods. Yet the
merchants of Xenia, along with everybody else, are enthusiastic
in their praise of the new roads and say that it has helped business.
Every car that comes to the town is filled with people, and on the
streets strangers are constantly seen."

A man at Kansas City was recently fined $1.00 for expectorating
on the car floor in violation of a city ordinance.

Junk 15, 1900]

STREET RAILWAY REVIEW.

337

AN IMPROVED GAS ENGINE.

TIr- inipoilaiKc (it llic n:is engine as .1 priim- ninver li;is been
rapidly iiicreasiiiK <>( recent years, because of the improvements
that have been effected in the conslriiclion, and the gas engine
of today is a reliable machine of very low fuel consumption. Mr.
Alton D. Adams in a recent article on the "Future of ICIectrical
S"Pl''y. " gives interesting data on this latter point and slates that in
a small plant containing a gas producer and two engines, each
under 100 li. p. in capacity, tests showed the consumption of
anthracite buckwheat coal to be only 1.03 lb. per i. h. p. per hour.
In large steam plants with compound condensing engines, about
the best figure obtained with a high-grade coal is 1.5 lb. per i. h. p.
per hour. With larger gas engines even higher fuel economy is
reported, one .yo-h. p. gas engine using .81 lb. per i. h. p. and l.o.l
lb. per brake li 11. per hour. Mr. .'Xdams further says these re-
ductions in fuel consumption have been obtained without a corres-
ponding increase in fixed charges; the first cost of gas engines is
given as not far from the cost of compound steam engines with
condenser, anil the combined cost of feed-water heaters, boilers
and attachments is but little less per unit than the fuel gas pro-
ducers used with the gas engine plant.

The accompanying illustration shows a 250-h. p. gas engine built
by the Standard .\utonialic Gas' Engine Co., of Oil City, Pa., and
installed in the power plant of the Oil City Street Railway Co.
The generator which it drives gives 350 amperes at 550 volts, and
the speed variation between no load .ind full load is given as only

UNIFORM ACCOUNTING AND MUNICIPAL
OWNERSHIP.

lAltMlrai't of :i pajH^r rpa<l t>cforr itn- Nalional Klffflrit: I.iiflii AHK,M-l.ition hy
J. H. Cali(K»n.)

The author, in introducing the subject, mentioned the hap-
hazard way in which the discussion of uniform accounting had
heretofore been brought before the association, and his reflec-
tions when a year ago the League of American Municipalities
had been challenged to a comparison of the costs of production
in private and in municipal lighting plants, fit may be said in
passing that this challenge has never been accepted.) He predicted
that all public utilities must accept public regulation, and con-
tinuing, said in part:

Wc cannot take the stand that it is against public policy that
this should be done; it would simply be a case of kicking against
the pricks. There lie open before us the two paths. .Municipal
ownership or private ownership under state regulation. Wc cer-
tainly do not want municipal ownership; therefore let us prepare to
accede gracefully to the other course; and not only that, but let us
help it along. In that lies our salvation.

To do that we must be prepared, when the question of state
regulation is raised, to meet the committee half way — to say to
them: "Here is our system of accounting. It is one in which we
believe the true costs to be stated. .Ml the factors that enter into
the cost are here. We are not a single company using this system.

250-H. p. STAND.VRI) AUTOMATIC GAS F.NGINK, Oil, CITY, PA.

I per cent. The ".\utoniatic" engines are built alter the designs
of J. W. Raymond, whose name is well known in connection with
the Raymond and improved Raymond gas engines.

The company builds three types; single cylinder engines of from
15 to 40 nominal li. p., single acting tandem engines of from 30
to i6o h. p., and double acting tandem engines of from 200 to
1,000 h. p. The special features to which the maker directs atten-
tion are the perfect balance of the engine, its noiseless operation,
the automatic starter used on all sizes which enables the engines
to be easily started from a state of rest, reliability of the ignition
apparatus, the electrodes of which revolve and have a wiping con-
tact so that the sparking points are kept clean, and the com-
pactness, simplicity and durability of the whole mechanism. The
guaranteed consumption of natural gas is less than 15 cu. ft. per
brake h. p. per hour, or l-io gallon 01 "4° gasoline, when between
three-fourths and full rated load.

IMPROVEMENTS AT DECATUR. ILL.

The Decatur (III.) Traction & Electric Co. is practically rebuild-
ing its system, taking up the old roadbed and replacing it with new
62-lb. 6-in. steel T-rails on an 8-in. bed of gravel, with new curves,
switches and cross-overs complete. The special work was made by
the Paige Iron Works, of Chicago. The company has also pur-
chased 10 new car bodies with double G. E. 62 equipments, and is
erecting a new power station with 600 h. p. capacity, which will con-
tain Bates Corliss engines. Stirling water tube boilers and Siemens
& Halske generators.

We are one of a great body, all of whom follow the same method
and use the same system of accounts in determining the cost of
production. We are perfectly willing to hand in once a year a
complete statement of everything, costs as well as receipts, and
show you gentlemen, and, through you gentlemen, the great public
that is behind you, just what legitimate profit there is in this
business. It is not great, and we are willing to have you know
what it is and how it is computed. We believe that the introduc-
tion of electric lights and gas into a city is a public improvement
in the strictest sense of the term. We hazard otu' money, our
reputations, and enter on a somewhat venturesome risk. We
believe we are entitled to, and we think the public will sustain
us in having, a fair return for our labor, our venture and our
capital. We are not only v\'illing that the pubHc should know our
profits, but we feel that if the public does know them it will con-
cede that we are holding the right position; and instead of taking
away our franchises, letting competition in on us from all sides,
and trying to squeeze us to the wall in every way, it will realize
that we are what we claim to be. a public improvement, and that
we deserve fair treatment." .\nd we shall get it.

From a financial point of view, it matters little to this associa-
tion what system of accounting its individual members may fol-
low. If they are deceiving themselves in regard to costs, we, as
an association, should not be warranted in interfering. We, at
most, can only recommend the adoption of any system* of account-
ing; we cannot compel our individual members to accept it, but
we can at least ask them to do so.

The necessity, therefore, for a system of uniform accounting
lies primarily in the fact that we must unite for self-defense, and

338

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

we must be able to ascertain the true cost of our productions, and
at the same time show to the advocates of municipal ownership
that, to get the true costs, they must follow our system. In unity
only shall we have strength to resist the attack that is coming
upon us.

Of the accounts themselves entering into the cost of the product,
I do not think any question will be raised until we come to the
class known as capital accounts. It has not been the custom, here-
tofore to class these as, strictly speaking, operating-expense ac-
counts, but in order that the true cost of the product may be
ascertained, I hold that it is necessary to include these as part of
the operating expenses, and not to classify them as deductions from
income.

By the Street Railway .•\ccountants' Association, taxes are con-
sidered as not a part of the operating expenses, but as something
extraneous thereto, which should be a deduction from income, as
should also interest on investment, interest on current liabilities,
investment insurance and reserve for sinking fund.

I take this stand, open as it is to criticism, for the following
reasons: We are not private companies in the strict sense of the
word. We are operating public utilities; and the public is going
to demand, and is demanding at the present time, to know what it
costs us to deliver our product to the consumer, and what our
profits are. Certainly, a part of our cost is taxes; and, again,
before we can declare a dividend, we must take care of the interest
on our bonds, and also on our current liabilities. In regard to
investment insurance, or depreciation, as it is often termed, this
is truly a factor of cost. Every plant undergoes depreciation from
year to year, and in order that the value of the plant may not be
depreciated, certain renewals must be made and minor extensions
or betterments added.

If we do not charge off each year, and expend as an investment
in renewals and minor extensions and betterments, a certain por-
tion of the original investment, the time comes, in the course of
7 to 10 years, when we have got to borrow thousands and thousands
of dollars to renew the plant, and it may be at a time when that will
be very inopportune. The best policy for ourselves, laying aside the
whole question as to whether or not it is better as a source of pro-
tection from the public, is to recognize this factor, and include it in
our cost of operating expenses.

A certain depreciation, determined on by experience, varying
according to location and according to class of manufacture, we
find will occur every year. Let us take, then, the yearly propor-
tion on the basis of lasting so many years, and place it each year
under the head of investment insurance, and use that in our busi-
ness for minor extensions or betterments and renewals sufficient
to Tceep our plant intact and in as good operating condition as
when first purchased; or, in other words, maintain our plant in such
a manner that if a question of being compelled to sell it comes up,
we can show that we have maintained it in such a way that the
original investment is not impaired in the slightest.

Again, as regards a reserve for sinking fund. Many have held
to the idea that if they issue bonds for a term of 50 years, we will
say, and pay the interest right along, that is all they can be asked
to do; that when the time comes they can refund them, and there-
fore it is unnecessary to make any provision for a reserve suffi-
cient to redeem the bonds at maturity. Others, again, say that
by the time the bonds become due, our income will have increased
so materially that we shall have no difficulty in taking care of
them; they will be only a minor charge at that time; part of them
can be redeemed and part renewed.

Neither of these views is the true economic way of looking at
the subject. The only true way is to recognize the fact that the
bonds must be" redeemed at maturity, and to make provision for
their redemption by setting aside each year such a reserve as will
take care of the bonds at their maturity, charging this reserve as
part of the operating expenses, or, in other words, as one of the
factors of. the cost of production. We may thus see that the cost
of our product is legitimately represented by the four groups of
accounts, manufacturing, distribution, general and capital.

The number of agitators that are crying municipal ownership
of public utilities is constantly and rapidly increasing; they are
attacking us in all parts of the country even now, and the attack
will be stronger and stronger as time goes on. Our plan of de-
fense must lie in the correct determination of costs, and in showing
that while we are exercising the functions of a monopoly, we are

only attempting to realize therefrom a legitimate profit for the
capital we have invested in the enterprise. To do this we must
have uniformity of accounting, in order that we may present
a solid front and be able to disarm the agitators by showing to the
people at large that we are following fair business methods and
only obtaining a fair return on our investments. If we are able,
then to convince the people of this, they in turn will support us in
our rights, will see that we are given the privilege of exercising
the functions of a monopoly under proper laws, and will realize-
the necessity of granting us exclusive franchises in order that the
best economy of operation may be affected.

The remarks of Mr. Samuel Insull in the discussion which fol-
lowed Mr. Gaboon's paper were principally on the question of
depreciation; he said in part: "I drew attention to this subject in
my address as president of this association two years ago, and
took the ground that if \vc were publicly controlled we should
have advantages in the way of exclusive franchises. The firsl step
in this matter is to take our own members, and if we can educate
them to a uniform system of accounting, so that they will state in
their accounts precisely what their cost is, and stop them, as far
as moral suasion will stop them, from working their construction
accounts; and if moral suasion will not stop them, if we can get
copies of their reports kept on a uniform system of accounting
and bring them up here in the convention and ask them to explain
their accounts, if we could do that, it would be the first step toward
public accounts. There is not the slightest objection to public
accounts. We have everything to gain and nothing to lose by the
publication of our accounts. We are not in a business that yields
an enormous return on the investment; it yields a comparatively
small return over ordinary interest rates as they rule in this coun-
try. If we can do anything toward getting our own people to
submit their accounts to us here in convention, or to a committee
that would report on them; and when some company shows an
abnormal profit as the result of immoral accounting, fooling itself,
we could get that matter straightened out. That would go a long
way toward stopping the agitation of the question of municipal
ownership. If we cannot stop this agitation of the municipal own-
ership question, this system of public reports would go a long way
toward giving us protection in the enjoyment of our business, and
put municipalities in the position that if they want to go into our
line of business they must do it by the exercise of the right of
eminent domain and condemn our property and .purchase it on a
fair valuation.

"I have made the remark at different times that the public has
to pay for any duplication of investment in any public-service busi-
ness. The more we can educate the people to our exact position —
the fact that if there are two companies in the same city, the inter-
est on the investment made has finally got to come out of them —
the more solid we can make ouf investment and incidentally the
less chance there will be of municipal ownership."

SALE OF THE MT. LOWE ROAD.

On June 1st, after negotiations lasting for several weeks, the
Mt. Lowe & Pasadena Ry. was transferred to the Los Angeles
Ry. The property includes the electric plant at Altadena, the
Alpina Tavern, the "Chalet" and the observatory. While the Los
Angeles Ry. is the owner, the newly acquired line will be operated
in connection with the Los Angeles & Pasadena Electric Ry. and
the Pacific Electric Ry., of Los Angeles. Mr. W. H. Smith,
manager of the Los Angeles & Pasadena, was recently elected sec-
retary and manager of the Pacific Electric Ry.

The main feature of the franchise tax bill recently passed by the
New Jersey Assembly is a provision that in lieu of the franchise
tax which corporations now pay to the state, they shall pay a flat
tax of 2 per cent to the municipalities in which they have property.

The council of Scranton, Pa., has taken a quite unusual action
in reducing the tax on the Scranton Railway Co. to i per cent
of the gross receipts. The original ordinance provided that in
1901 and until 1904 the tax should be 3 per cent; in 1904, 4 per
cent; and in 1905 and thereafter, 5 per cent of the gross receipts,
and this is reduced to i per cent for the whole term.

JlfNIC IS, I'JOO.

STREET RAILWAY REVIEW.

XV)

NOTES FROM COVINGTON, KY.

Miircli i.Stli, iIk: Cincinnati, Newport & CovinKlon Railway
Co. occupied its new shops, which are located in Newport near
the power station, and in the rear of the new car barn, which was
described in our issue for November, iSgg, page 794. The shops
comprise two buildings, both of brick with the roofs carried on
iron trusses, similar in design to the car house.

The larger building is 60 x 150 ft.; the machine shop is at the
front end, extending back for 100 ft., and in this room are the
machine tools, which at present comprise 2 lathes, i drill press, 1
sensitive drill, i shapcr, i power hacksaw, grindstones and emery
wheels. Four tracks lead into the shop from the front end, and
all of these have pits; one Ir.ick extends entirely through the
buildinn, passing along one siilc i>f llic blackMnilli shop, which is

The "Uaily Record of Repairs" blank is $% x H'/i in.; on one
side are entered the number of the car, the description of repairs
made, the time in hours and the rate per hour; on the opposite
side is a record of material received and used that day, the car
number being given. These reports are signed by the division
master and turned in each day. In the repair shop, which adjoins
the storeroom, each man reports his time and the materials used
on a "Repair Shop I,abor Ticket;" this measures 3'/i x 0'/, in.
and is shown here reduced.

For keeping a record of the car repairs there is a book of 312
pages, each page being 21 in. wide by 18 in. long. <A portion
of a page from this book, with the column headings and entries
for two months is shfiwn re<luced.J In this book are entered the
wheel mileage taken from the trip sheets and pay rolls, and the
cost of labor and material distributed as shown in the blank illus-

SOUTH COVINdTON & CINCINNATI STRKBT RV.

Mechanical Oepartment.

MatcrialK Used and Labor I'erfortned on Car Nu. 61.

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SAMPLE I'KOM KKPAIK KKCOKI) HOOK.

in the rear of the machine shop, and occupies one-half the width
of the building. On the other side, in the rear of the machine
shop, are the room devoted to the winding of armature coils and
controller repairs, the storekeeper's office and the storeroom.
Above the storekeeper's office is the drafting room, while below
is the men's wash room; the company keeps this latter supplied
with soap and towels.

The second building is a double one, cacli of the two portions
being 45 x 90 ft., with three tracks extending two-thirds of the
way back. One side of this twin building is the wood shop, and
the other the paint shop. At the rear of each room is a gallery
or second floor about 30 ft. wide. In the wood room the wood
working machinery will be placed under the gallery, the upper
floor being utilized for storing material or otherwise, as may be
found convenient. In the paint room the rear end and gallery
are used for mixing paints and doing light work. The machine
shop has capacity for 8 cars, and the wood and paint shops capac-
ity for 6 cars each.

In the electrical repair shop are two ingenious machines de-
signed by Mr. John \. Kreis jr., the master mechanic. One is
for forming the paper jackets placed around the armature coils
of Westinghouse No. 3 motors, and the other for winding the
armature coils. As patents on these devices are pending we are
not at liberty to describe them at this time.

The method used by the company for keeping a close account
of stock in the storeroom and shops, and the cost of repairing
cars will be understood from an inspection of the blanks and
forms used which are shown, reduced, herewith.

When goods are received at the stockroom the storekeeper,
after checking up the invoice, enters in a ledger the number of
the articles, the total cost (computing all discounts except that
for payment), the cost per piece and the date they are put in the
storehouse. This ledger is divided into three parts, one for the
storeroom, and one for each of the two operating barns. When
supplies are taken from the storeroom to either car house the
proper storehouse accounts are credited with the items removed,
and the car house accounts charged with them. As the supplies
are expended the dispositions made of them arc reported to the
storekeeper on "Daily Record of Repairs " blanks, and from these
blanks he credits the ledger accounts of the car houses. Once
each month the storekeeper checks up the supplies at the car
houses and sees that the number of each article on hand agrees
with the balance as shown in his ledger; this checking up requires
only about one hour at each of tlie two houses.

trated. The periods covered by the various entries correspond to
the pay rolls, and vary from six days to nearly two weeks; the
pay rolls cover one week ending Saturday, and in event Saturday
is within a week of the beginning or the end of a month, the
few days intervening also. This is seen on referring to the items
for February, when the first roll was from the first of the month
to the end of the first complete week, which ended February loth;

THE SOUTH COVINGTON AND CINCINNATI STREET RAILWAY CO.

Repair Shop Labor Ticket.

The undersigned has put in the following time

CAR NO

MOTOR REPAIRS.

CAR REPAIRS.

hoilr^.

- boiir«».

1 ..

MATERtAL USED.

-Name

Date-

.190-

the last roll was for a week ending Saturday, plus the four days
to the end of the month.

At the end of the month the costs of material and labor for
each car are footed in red ink and the grand total of repairs for
the month transferred to a blank, which has the same column
headings as the record book, and one horizontal line for each
month of the year. This blank is submitted to the president for

340

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

his information. Also, the costs of repairs to cars that have been
rebuilt or given a general overhauling arc entered on a separate
sheet 21 in. wide by s'A in. long; the headings are the same as
in the book.

The company is unable to run cars with side steps because of the
clearances at the bridges over which it operates. The standard
type has double cross seats, with reversible backs and a center
aisle, passengers entering and leaving at the platform as on closed
cars. The right hand side of the car is also (because of the bridges)
protected by a wire screen to prevent accidents at the bridges.
The cars used in winter service have the sides closed by a 20-in.
panel at the floor, and above that by frames with two panes of
glass, a wooden cross bar being put across where the arms and
shoulders of passengers strike the frame. In summer these panels
between the posts are removed, and the car is then practically an
open one. The bodies used only in summer, some 20 of which
have just been given an overhauling in the shop, have only the
low side panel, and this is placed I in. above the floor to facilitate
cleaning the cars. The present equipment consists of 127 cars
and 15 new ones have been ordered from the St. Louis Car Co.

The officers and operating staflf of the Cincinnati, Newport &
Covington Railway Co. arc: President. J. C. Ernst; vice-presi-
dent, Julius Fleischman; secretary and treasurer. George M. Ab-
bott; superintendent, J. R. Ledyard; electrical engineer and super-
intendent of power station. A. C. Harrington; storekeeper, R. W.
Phillips; master mechanic, John A. Kreis, jr. Those of our read-
ers who have noted the reports from this company that we have
published from time to time, fully appreciate the work done by
Mr. Ernst since his connection with the road. The net income,
after deducting taxes and fixed charges, has increased from $28,000
in 1897. to $94,000 in 1899. with an increase of only $75,000 in
gross receipts, and notwithstanding expenditures for improvements
that increased the fixed charges $150,000 per annum.

The name of the operating company is that given on the blanks,
the South Covington & Cincinnati Street Railway Co.

McGUIRE TRUCKS FOR FRANCE.

journal boxes are helical springs; this feature is covered by the
Cloud-McGuire patents. The bolster rests upon a combination of
helical and elliptical springs adjusted to give an easy-riding motion,
and the combination is suspended from the transom by heavy
links. Each truck will have two G. E. 55 motors, 150 h. p. each,
and including tlie motors will weigh about 21,000 lb. The wheel
base is 6 ft.

The McGuire company feels that in building this truck it has
successfully solved the dil'ticult problem of securing easy riding,
simplicity of construction and ample strength. The compliment
paid to American builders, and the McGuire company in particular,
is fully appreciated. The company has a number of these trucks in
operation on the Brooklyn Elevated lines, where they are said to
give the best of satisfaction.

< « »

A NEW CAR WHEEL PLANT.

We illustrate herewith the No. 35 truck made by the McGuire
Manufacturing Co., of Chicago, a number of which have been
ordered for the Western Railway of France, to be used on its sub-

The Keystone Car Wheel Co. has been organized at Pittsburg
with a capital of $200,000 to make and sell car wheels. The com-
pany's financial backing is of the strongest, and it is the intention to
erect near Homestead, Pa., a plant equipped with modern labor-
saving devices, pneumatic hoists, automatic carriers, etc., and
having a capacity of 350 wheels a day, which will ultimately be
increased to 600 wheels a day. The main building will be of brick,
110 ft. wide by 300 ft. long, and so arranged that extensions can
be made from time to time by merely taking out one end and
adding to the length of the structure. Wheels will be turned out
under the Barr and Faught patents, for both steam and electric
railway service, a specialty being made of the latter.

The personnel of the new company includes Charles V. Slocum,
formerly treasurer and manager of the Pennsylvania Car Wheel
Co.; W. L. Elkins, of Philadelphia: William W. Lobdell, presi-
dent of the Lobdell Car Wheel Co.. of Wilmington, Del.; L. B.
Whitney, formerly of A. Whitney & Sons, of Philadelphia, and
Charles A. Otis, jr., of Otis, Hough & Co., iron and steel mer-
chants of Cleveland. John G. Holmes and Nathaniel Holmes,
prominent bankers of Pittsburg, will also be interested.

Mr. Slocum, the organizer of the company, will be general man-
ager, his many years of experience in the making of car wheels well
fitting him for the place. At the age of 25 Mr. Slocum was busi-
ness manager for Frederick Stearns & Co.. which firm he left to
become treasurer of the New York Car Wheel Works, of Buffalo.

.%0-H. p. MOTOK TRUCK FOR WESTERN K.\ILWAY OF FRANCE.

urban line between Paris and Versailles. The matter was placed
in the hands of Mr. Frank J. Sprague, president of the Sprague
Electric Co., of New York, who placed the order after a critical
examination of all the trucks on the market. It is estimated that
the Western Railway will require 900 motor trucks.
The side frames of this truck are of solid steel. Over the

He resigned this position in January. 1898. to organize the Penn-
sylvania Car Wheel Co., of Allegheny, and became its treasurer
and manager, holding these offices until last November, when he
and his associates sold their interests in the company to the Pressed
Steel Car Co. Mr. A. W. Slocum, brother to Mr. Charles V.
Slocum, will probably be made superintendent of the new works.

JUNIi IS, UJOO.

STREET RAILWAY REVIEW.

-Ul

FOREIGN FACTS.

Adilitioiial vk'clrii' tramways will In' laiil ilnwii liy Uic ManclR'S-
tur (Hng.) Corporation.

IIk- Dnlilui Tramways Co. is etidcavoriiiK to liml a siiilabif speed

inilii'alnr- tor use on its ears.

The District Council of Hales Oliver, r.nKland. will app'y for a
provisional tramways order.

A royal order was recently issued authorizing 'lie construction
)f electric Iraniways in .Mmeria, Spain, and vicinity.

The Batlcy (Imir.) Town Council has secured a Hoard of Trade
provisional order for an electric tram system.

Definite action has been taken looking to the iiitrtjduction of
electricity on the Calcutta (India) Tramways.

The gas tram cars at Blackpool, Eng., arc now drawn by horses
pending a change to the overhead trolley .system.

Kirkcaldy, Scotland, is to have a municipal electric lighting and
tramway system, A tramway committee has been appointed.

Steps have been taken to introduce electric trams at Rath, Eng.
Sir James Sivewright and Mr. Leopold Hirsch arc interested.

Mr. W. G. Bingham recently obtained a concession for an elec-
tric tramway from the city council of Adelaide, South .Australia.

The Tramways Committee of the Mancliester (Kiig.) Corpora-
tion is receiving bids for the overhead equipment of three new
routes.

The electric tramways established at the popular resort of Bou-
logne, France, are very prosperous and further extensions are pro-
jected.

Tenders for electric railway supplies are asked for by the new
tramways committee of the Corporation of Newcastle-on-Tyne,
England.

.At a meeting of the Bolton (Eng.) tramways committee recently
it was decided that all motormen and conductors on electric cars
must take out a license.

A Board of Trade order recently granted sanctions the working
of the trams at Carlisle. Eng.. by electricity. The lines are owned
by the Carlisle Tramway Co,

Electric tramways at Madras. India, have not been over-suc-
cessful, as it will probably be necessary to sell the lines in order
to pay the contractors for building them.

.A Board of Trade inquiry was held last month on the application
of the Plymouth (Eng.) Corporation for power to borrow £20.000
for the extension of its electric trainways.

The tramways of Cape Town have 25 miles of track; the em-
ployes number 300 men. and 15 single-deck motor cars. .^2 double-
deck motor cars and 8 trail cars are in use.

At Sydney. N, S, W.. the Xew South Wales Tramways carry
about 17,000,000 passengers a year. The power house is not now-
large enough to supply the necessary power, and its capacity is
to be increased.

The Southport (En.g,) &• District Tramway's bill for powers to
construct an electric railway from Southport to I.ytham has been
reported favorably to the House of Commons by a special commit-
tee.

.A contract for converting the local tramways of The Hague.
Holland, to electric traction, was given last month to the Elektrici-
tats .Actien-Gesellschaft Schuckert. of Xuremberg. Germany.

The Leicester (Kng.; Corporation is sending a sub-committcc to
Paris, Brussels, Berlin and Budapest in order to inspect different
systems of electric traction and make recommendation^ for a sys-
tem at Leicester.

A .special committee appointed by Farlianicnl has reported ad-
versely on the Manchester & Liverpool Electric Express Ry. bill by
which the promoters sought powers to build a high speed road be-
tween the cities named.

.A company entitled the Societc dcs Tramways de Jaroslaw has
been formed at Silessin, Belgium, under the au.spiccs of the Com-
pagne Gencralc dc Traction ct d' Elcctricile, to construct electric
trams at Jaroslaw. Russia.

The Cork (Ireland) Electric Tramways & Lighting Co. is pro-
moting a bill in Parliament for the extension of its lines from
Hallintemple to Blackrock. An order has been secured authorizing
an extension of the line along the Western Road.

Pearson & Son. contractors, of London, are making jjreparations
for introducing electric traction at Vera Cruz. Mexico. They hold
valuable franchises for this purpose and Sir W. Pearson of the
firm is now in Vera Cruz perfecting arrangements.

The strike of street railway employes at Berlin, Germany, in
which 5.000 men were involved, was last month declared settled, the
company agreeing to reduce the working hours and arrange wages
on a sliding scale according to the term of service.

The Thompson Houston Co. is negotiating for the lease of 12
miles of street railway at Valencia. Spain. It proposes to equip
these lines for electric traction. Horace Lee Washington, U. S.
Consul at Valencia can give additional information.

Residents of the Western London suburbs will soon be given
better transportation facilities by the London United Tramways
Co.. whose bill for electric tramway extensions has been reported
favorably by a committee of the House of Commons.

A prospectus recently issued by the British Electric Plant Co.,
with headquarters at -Alloa. Scotland, states the new concern in-
tends to engage in the manufacture of electrical machinery, includ-
ing dynamos, motors, transformers, rotary converters, etc. The
capital is £ 100.000.

.As an example of the h.eavy increase in the prices of tramway
material in England, the large boilers which were recently pur-
chased by the Sheffield Corporation Tramways at a cost of £2.850
each. 18 months ago could have been bought for £1.950 each.
and five years ago they would have cost but £ 1.450 each.

The Government of Belgium has provided in its annual appro-
priations for the construction at a cost of 40.000.000 fr. (S7.720.ooo),
01 a high-speed electric railway between .Antwerp and Brussels.
so built as to be entirely free from grade crossings. Bids tor the
construction of such a system will be received by the Government
officials, Geo, W, Roosevelt is the U, S. Consul at Brussels,

A signalling device for communicating orders to the engineer or
other station attendants is in use at the Coventry (Eng.) Corpor-
ation Electricity Works. It consists of a frame fitted with transpar-
encies, behind each of which is 3 glow lamp. The signs read, '"Shut
Down." "Slower." "Start." etc, and by lighting the proper lamp
everyone in the station is acquainted with the order that is being
given.

\J. S, Consul Bergh writes from Gothenburg. Germany, as fol-
lows: The city council has decided that the city itself shall build
and run the new electric street railway. In all probability the pro-
posed lines will be extended considerably, and more rolling stock
and other material will be needed than at first estimated- .Ameri-
can firms should address Figge Blidberg. Esq,, engineer and man-
ager. City Tramways. Gothenburg, Germany.

342

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

E. W. ASH.

Mr. E. W. .\sh. until recently general manager of llic .Scliiiylkill
Traction Co., of Girardville. Pa., will henceforth represtnl the .\tlas
Railway Supply Co., of Chicago, in the East with headquarters in
\ew York. Mr. .\sh took his position with the Schuylkill Traction
Co. in the fall of 1893 and continued until June isl of this year; he
also had the management of the
Lakeside Ry., of Mahanoy City,
which was consolidated with the
Schuylkill Traction Co, in April
last. Before entering the street
railway field he was for nearly 25
years connected with various
steam railroad companies. He
was an active inember of the
Pennsylvania Street Railway As-
sociation and was also treasurer
of "The Syndicate." On resign-
ing his position with the Schuyl-
kill Traction Co. the employes
presented Mr. Ash with a hand-
some Elk watch charm as an ex-
pression of their appreciation of

the pleasant relations existing K. w. .\sh.

between them for so long.

The Atlas Railway Supply Co. which Mr. .\sh now represents
makes the well-known ".'Vtlas" rail joint and also the "I-X-L Com-
position." The composition is a surfacer for cars which is exten-
sively used in railway paint shops. The ".'\tlas" rail joint has been
adopted as standard by several of the large street railways and at
present there is also a large demand for the joints for new construc-
tion; they are adapted for both girder and T-rails.

INTERNATIONAL TRAMWAYS EXHIBITION.

We are in receipt of a circular giving the conditions and regula-
tions for exhibitors at the International Tramways & Light Rail-
ways Exhibition, to be held at the Royal .Agricultural Hall, London,
from June 23d to July 4th, under the auspices of the Tramway &
Railway World. Exhibits will be divided into a number of classes,
including the following: Working models of various electric, com-
pressed air, gas and steam motor systems; track material; power
station equipment; rolling stock and equipment; trucks and wheels,
and brakes. Consignments of goods must be marked "Tramways
& Light Railways Exhibition. Agricultural Hall, London. N.," to-
gether with the name and address of the exhibitor.

Among the companies that have taken space and are planing to
make extensive displays are the following .American firms: Bab-
cock & Wilcox, J. G. Brill Co.. Harold P. Brown, Christenscn En-
gineering Co., Consolidated Car Heating Co., Lorain Steel Co..
Ohio Brass Co. and Smith of New York.

The patrons of the exhibition include the lord mayor of London,
the chairman of the London County Council, the lord provost of
Glasgow, mayors of 25 additional cities, and the chairmen of about
50 prominent tramway companies.

INSULATED ELECTRIC WIRES AND CABLES.

In October last the Hazard Manufacturing Co., of Wilkes-Barrc,
Pa., well-known as the maker of wire rope for cable railways, en-
larged its plant and commenced the manufacture of covered wires
and cables. The capacity of the plant was increased by the erection
of a new four-story brick building, 150 x 60 ft., and by an increase
of engine capacity, aggregating 250 h. p. The company makes a
specialty of rubber covered wire for all purposes and also other
waterproof wires and magnet wires. It claims to make the most
perfect rubber covered wires in the country, both solid and double
cover. For this purpose it imports large quantities of crude rubber
and employs the spewing process for applying the rubber to the
wire. It also makes a specialty of waterproof Randell wire, in the
manufacture of which the wire is first covered with cotton fiber and
is then braided over; this makes a cable that is very flexible and
more perfect in insulation than can be obtained by the ordinary
method of covering. The company's submarine wire is made in

continuous lengths up to 20 tons in weight. Both lake and elec-
trolytic copper are used, the wire being drawn from the rods pur-
chased from the large copper mills. .All the braiding and covering
machines are of modern design and many of the new machines
differ materially frotn those employed in other wire covering estab-
lishments.

♦ « »

THIRD AVENUE RECEIVER DISCHARGED.

The stockholders of the two companies having ratified the acts of
their respective boards of directors for the lease of the Third .Avenue
R. R. to the Metropolitan Street Railway Co., of New York, the
United States Circuit Court on May 23d ordered the receiver of
the Third .Avenue to transfer the property to the lessee. Mr. Grant
having been notified that the Metropolitan company had deposited
money with the Morton Trust Co., $23,343,885.88, to pay all debts
against the Third .Avenue company, he turned over the property on
May 24th. The formal transfer was made in a car of the Third
.Avenue company on the loop near the post office, in order to com-
ply with the law that such acts take place on the company's prop-
erty.

Mr. Vreeland that night issued the following order: "The Metro-
liolitan Street Railway Co., having acquired control of the Third
.Avenue R. R. property, has this day taken possession of same and
will, hereafter operate the property as the Third Ave. division of
the Metropolitan Street Ry. system.

"The authority of the officers and the heads of departments will
be extended over this division as follows:

"Orren Root, jr., assistant to the president; F. D. Rounds, gen-
eral superintendent; Henry A. Robinson, attorney; H. S. Beattie,
treasurer; R. Warren, secretary; D. C. Moorehead, auditor; .A. C.
TuUy, general purchasing agent; M. G. Starrett, chief engineer;
Thomas MiUen, general master mechanic; W. B. Reed, engineer
of maintenance of way."

» ■ »

LORD'S BOILER COMPOUNDS.

These compounds which arc for removing scale from steam
boilers, are known throughout the industrial world, and the name
of George W. Lord is a familiar one to steam users, for he has
probably been longer engaged in the study and manufacture of
compounds of this character than any other person in this line of
business, having begun more than 35 years ago.

In order to meet the deservedly large demands for this class of
goods. Mr. Lord last summer built for himself an extensive plant
at 2238 to 2250 N. Ninth St., Philadelphia. The buildings are of
brick, a three-story building 175 x 122 ft. and a wing extending
back from the street 100 x 112 ft. The offices for the clerical force
occupy part of the first floor of the main building and these are
large and tastefully finished and furnished. The machinery eqmp-
ment includes 14 sets of burr mill stones for grinding the materials,
with bolting machinery much like that employed in flouring mills;
this is driven by a 65-h. p. engine. Conveniently located are storage
bins with automatic chutes and all the necessary appliances for
packing the compounds in kegs, barrels and casks. There are ele-
vators and weighing devices as well as appliances to facilitate ship-
ping. Some idea of the amount of the compound used can be had
when we are told that an average of 80 packages are shipped every
week day which go to all parts of the world. The compounds con-
sist of both vegetable and mineral elements, and are made and
shipped as dry powders only. While the compounds are made of
chemicals of a similar nature, there are over 5° preparations which
are designed to act upon impurities that may be found in feed
water in different localities. .A department for chemical analysis is
maintained, Mr. Lord himself being an expert chemist, and waters
from different localities are analyzed and a compound that will suit
the particular conditions is shipped to that locality.

In a recent conversation with Mr. Lord, it was learned that
his attention was first turned to the study of boiler scale before
the Civil War, he being at the time a locomotive engineer, and
afterwards chief engineer of some large boiler works in Pennsyl-
vania. At the outbreak of the Civil War he enlisted in the Fifth
Pennsylvania Cavalry; after being mustered out in 1865 he re-
turned to his laboratory and began the manufacture of boiler com-
pounds, which business he has pursued ever since with marked
and increasing success.

JuNii IS, lyoo.]

STREET RAILWAY REVIEW.

343

CAR FOR THE CENTRAL LONDON RY.

ELECTRICAL BONDS FOR PIPES.

The CciUr.il Loiiilon Ky., which is an iiiKlciKroiind electric roati
extending from near tlie JJank of ICngland to Shepherd's liush in
West London, is approacliing cf)iiip!elion, and will soon be opcneil
for traffic. In our issue for July, 1K97, page 478, we published a
map of the road, showing the location of the stations, and in April.
1S98, page 238, illustrated the locomotives, station apparatus anil
interesting details of construction. The company has 13 miles
of track, which occupies twin tunnels laid about 75 ft. below the
street surface. The power house is at Shepherd's Hush, and is
equipped with Babcock & Wilcox boilers, Allis engines and alter-
nating current generators built by the British Thomson-Houston
Co. Current is transmitted at S,ooo volts and reduced to 500 at
four sub-stations. Operation will be on the third rail system, the
cars being run in trains of seven drawn by electric locomotives.

By courtesy of the Brush Electrical Engineering Co., Ltd., 49
Queen Victoria St., London, E. C, we have received a photo-
graph of one of the cars it has furnished to the Central London
Ry. These cars are 46 ft, 3 in. long over the bnfTers, 30 ft. over

In the abstract of Mr. L. II. Jenkins' paper on "Llectrolysis" pub-
lished in our May issue, page 2OJ, reference was made to an article
by Mr. A. A. Knudson in which he slated that the electrical resist-
ance of the joints of water and gas pipes and Kdison tubes increases
with age because of the galvanic action between the metal of the
pipes and the lead of the joints, and that the effect of this increase
in joint resistance is to cause electrical currents that may flow in
the pipes to shunt around the joints through the surrounding earth
or (in water pipes) the enclosed water, and pit the pipes.

As a preventive of this destructive action Mr. Knudson pro-
jioses to electrically bond the iron pipes and has secured patents on
such bonds. The bonds arc tinned copper rivets; under the head
of the rivet is a washer made of a spiral of copper wire which can
readily be made to conform to the curvature of the pipe. At the
bell end the rivet is driven into a hole drilled in the interior of the
])ipe, aiul at the spigot end driven in a hole and the end riveted on
the inside of the pipe. One or more pairs of these contacts arc to
be used at each joint. Connection between the rivet contact pieces

CAK FOR THK CRNTR.4I. LONDON KY.

the body, 8 ft. 6 in wide at the panels, 7 ft. 5 in. high in the
middle. The uiulerframing is of rolled steel channels, connected
by knees and gusset plates, and the body framing of well-seasoned
teak, the side frames being trussed with diagonal bracing, strap
bolts and vertical tie rods.

The trucks have a wheel base of 5 ft. and arc spaced 29 ft. 6 in.
between centers, giving a total wheel base of 34 ft. 6 in. The axles
arc of Siemens-Martin steel, 4 in. in diameter in the wheel seats,
and with journals 6 ,\ 3 in. The wheels are 29 in. in diameter, with
steel tires 4'A in. wide by 2 in. thick. The gage is 4 ft. SI2 in.

the

were made bv the Leeds

-The truck frames arc of steel;
Forge Co.

The platforms at each end are 3 ft. 3 in. long and fitted with
Gold automatic locking platform gates on each side; also, across
the ends are iron screens 4 ft. 6 in. high, and the cars are con-
nected by collapsible gates to prevent passengers stepping between
the cars. The cars all have Westinghouse quick-acting air brakes.

Each car seats 48 passengers; four rows of cross seats are placed
at the center with longitudinal seats at the ends, this arrange-
ment being adopted to permit the wheels to swivel, imder the end
seats. Brass luggage racks and hat and coat hooks are provided
in the interior of the cars. Ventilation is had by means of "hit-
and-miss" ventilators fitted to the sides of the clerestory, hinged
ventilators directly over the windows, and 10 "Torpedo" air ex-
tractors along the root.

The seats and backs have Wood's woven wire frames and are
upholstered in blue and crimson moquctte velvet. Ten incandes-
cent lamps, eight inside and one on each platform, arc provided:
also two oil lamps for emergencies. The e.xterior is painted in
purple lake and white, with gold stripes.

The end coaches of each train are arranged as smokers, being
upholstered in hair cloth instead of velvet.

Mr. S. L. Nelson, general manager of the Wichita tKan.) Rail-
road & Light Co., writes in regard to the re-rolled rails, of which
his company recently purchased 300 tons, that the rails have not
been in use long enough to warrant a positive opinion regarding
them, but it is believed they will prove entirely satisfactory and
will be equal in every respect to new rails.

is made by the lead of the joint, or if desired the wires of the spiral
washers of the rivets may be uncoiled and twisted together.

Tests made on 8-in. pipes showed resistances of .0035 to .0097
ohm for unbonded joints and of .00008 to .00011 ohm for similar
joints having the Knudson pipe bonds.

STREET RAILWAY BAND AT HARTFORD.

Hartford, Conn., has a street railway employes' band, modeled
after a similar organization formed among the employes of the
Toledo (O.) Traction Co., and which has frequently been mentioned
in the columns of the "Review." The success of the Hartford band
is due to the efforts of Mr. Thomas Davis, barn foreman of the
Hartford Street Railway Co., whose attention was attracted to the
idea through reading an account of the organization at Toledo. He
made inquiries and found there were a number of musicians among
the men employed by the Hartford road and a meeting of those in-
terested was called, resulting in the formation of a musical club.
The Employes' Mutual Benefit .\ssociation donated $150 for the
purchase of instruments and later when the success of the organiza-
tion was assured, this association furnished the money with which
to buy uniforms. The band has a membership of 25 and has given
a number of creditable entertainments.

NEW OHIO COMPANY.

Mr. John P. Martin, of Xcnia. O.. is actively engaged in pro-
moting the construction of an electric railway from Xenia to
Springliebl, O.. a distance of 20 miles. The company is the Clifton
Scenic Railway & Power Co. On the route are Oldtown, Goes
Station, the works of the Miami Powder Co., Yellow Springs.
Riverside Park and Clifton. The regular business traffic in this
territory should prove remunerative and in addition the picturesque
scenery and historical associations would prove very attractive for
pleasure riders.

■> « »

The shareholders of the Southern Ohio Traction Co., 01 Ham-
ilton. O.. have authorized a bond issue of $2,000,000 to retire prior
liens of the companies recently absorbed.

344

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

AN IMPROVEMENT IN TRUCK BUILDING.

EXPRESS WAR IN CONNECTICUT.

Rather more than eight years ago the J. G. Brill Co. placed on
the market its first No. 2I-E trucks having solid forged side
frames. The construction of these frames was a ditVicult mechanical
problem and for over a year they were sold for less than the cost
of production. The company was convinced that the advantages
which a solid forged side frame oflFered in the way of lightness
combined with strength and stiffness, convenience when once made,
durability, and the entire absence of the troublesome and expensive
repairs attendant upon a built-up riveted construction, fully justi-
fied the expense of developing processes for more economical pro-

IMPKOVEI) BHILI. TKUCK FOR P.\RIS.

duction. The strongest part of a forging being the outer skin
which has lecn condensed under the hammer it is evident that
the best results are to be expected with a forging so finished under
the hammer that it will not be necessary to machine it and thus
remove the skin. The Brill company undertook to produce side
frames that would require no machine work except the drilling of
a few holes and the facing oflf of the scats that received bolted mem-
bers. By the ingenious combination of drop forging with black-
smith work pure and simple two important steps have been
achieved, the 21-E side frame previously mentioned and the forged
side of the maximum traction truck shown in the acconipanyini;
illustration.

The frame consists of two jaws of unequal size connected by
a heavy bar on which are two spring seats surrounded by bosses
and brackets for the attachment of braces: projecting from the top
of the main jaw is an arm in which are two large holes surrounded
by suitable enlargements, and on the outer side of this jaw an
arm with a broad palm at the end for receiving the cross tie bar.
An inspection of this frame makes the difficulty of the work ap-
parent and remembering that the blacksmith's "hair line" is about
'/i in. wide, the accuracy of workmanship which enables the side
frame to go in place without finishing except in the jaws, will be
appreciated.

The truck illustrated is one of a number made for an electric
line in the city of Paris; it has all the general features of the
No. 22 type of maximum traction truck. The cars will be oper-
ated by storage batteries within the city limits, and the batteries
weigh 10.000 lb., bringing the weight of the body with 60 passengers
up to 38.000 lb. The space under the center of the car occupied
by the batteries made it necessary to place the trucks far apart
with the pony wheels under the platforms. One truck for each car
has an angle passing from jaw to jaw of the pony wheels, as
shown in the illustration, to which an axle driven air compressor
is attached. The other trucks are without this angle. The axles
are 4'/2 in. at the center and 3"^ in. at the journals.

A STREET RAILWAY MENU.

In a Chicago restaurant patronized chiefly by street railway em-
ployes the bill of fare is made up in terms with which they are
familiar. The roasts and substantials served daily are called "reg-
ulars"; entrees are termed "trippers"; ice cream and cake are
known as "extras," and lea and coflfee are "trailers." The check is
called a "transfer" and the waiters are dubbed "spotters." Oysters
and clams are "fenders" 'because they come ahead of everything.
The owner of the restaurant is always referred to as "Yerkes."

.May iQtli the Adams Express Co. announccil that the Bridgeport
Steamship Co. would accept no New York express matter that
had reached Bridgeport over the lines having agreements with
the Trolley E.xpress Company of Connecticut. This latter com-
pany is the successor of Cole's Express which began business
two years ago between New Haven and Woodmont; with the
consolidation of electric lines effected by the Young syndicate the
trolley express service has been extended and this season is oper-
ating over 50 miles of track.

ENJOINED FROM SELLING TRANSFERS.

The Chicago City Railway Co. last month secured in the Superior
Court of Cook County an injunction against 150 newsboys by name,
restraining them from buying or selling street railway transfers or
giving newspapers in exchange therefore. The action was con-
sidered necessary as the only means of stopping the illegitimate
traffic in transfer tickets, which in spite of all the companies could
do has grown to enormous proportions in Chicago. June nth two
of the boys were brought before the court for contempt of this
order; after a reprimand they were released.

EXHIBITS AT THE ELECTRIC LIGHT CON-
VENTION.

The Splice & Terminal Co., of 15 Cortlandt St., New York, for
which the Morris Electric Co. is general sales agent, demonstrated
in one of the Auditorium parlors, a radically new process of
splicing wires and cables by compression alone and without the
use of heat or solder. The method is as follows: The ends
of the cable are stripped of insulation and inserted into a sleeve
of copper, 3 in. long. Then by means of a portable hydraulic
press, this sleeve is swaged down around the cable ends, consoli-
dating the wires of the cable into a compact, substantially homo-
geneous mass of copper free from internal voids, and forcing the
metal of the sleeve into the external crevices of the cable. Tests on
the new splice show it has greater conductivity and greater tensile
strength than the cable itself.

The portable press or cold hydraulic welding press, as it might
be termed, is illustrated herewith, and is capable of giving pres-

HVDRAUUC WELDING PRESS.

sure up to 100,000 lb. per sq. in. When making a splice the cable
ends, with the copper sleeve in place, are inserted between tool-
steel dies. The work can be performed at some distance from the
press if necessary, as in conduit work, hydraulic connection being
made between the compression cylinder and the press by means
of strong copper tubing.

.•\nother interesting exhibit was made by H. W. Johns Manu-
facturing Co., of New York, through its Western representative,
the Manville Covering Co., of Chicago. The display consisted
of samples of the many styles of the Sachs "Noark" safety fuse,
ranging in size from 1:0 to 20,000 volts. Mr. Sachs, of Hartford,
and Mr. S. H. Finney, who represents the electrical department of
the Manville Covering Co., were on hand to explain the safety
reliability and economy of enclosed fuses.

June 15, 1900.;

STREET RAILWAY REVIEW.

NOTES FROM CINCINNATI.

The Ciiiciiiiiali Stifcl K;iilw:iy Co. is at present, operating five
electric power stations, four of wiiicli are witliin two or three miles
of Fountain S(i., which is passed by all the cars. Of these four
stations one is on the Ohio Kiver, 3'/i niiles northeast of Foun-
tain S(\., one 2><t miles due west, one (Hunt St.) 2l4 miles north-
northeast and one (Brighton) 2'/j miles northwest from Fountain
Sq. The fifth station is at Cuniminsville 4'/^ miles norlh-norlhwest
from the si|Uarc. This arrangement was adopted in order that the
stations might be near the heavy grades (from 6 to 13 per cent)
and thus reduce the amount of copper required for feeders, an im-
portant feature because the double overhead system is used every-
where. The Brighton power house was built in i88g, being the
first electric station erected by the company, and at the present
time has a capacity of 4.000 h. p. The development of the system
has been such that three of the other stations each about two
miles distant from it feed into the territory almost up to the
Brighton station, and the company is now contemplating removing
the generating niachiiury and making a storage battery station

Knoxvillc marble; a shower and tubs with hot and cold water arc
provided. Each man has a locker for his clothes; these lockers are
18 X 18 in. X 6 ft., the doors having two panels, 12 x 30 in., of wire
netting for ventilation. Three other such buildings arc contem-
plated, one of which is to be two stories high.

In the shops at Chester Park fwhich were illustrated and de-
scribed in our issue for March, 1897, page 181) the new work
now under construction comprises 30 open cars and 4 special or
private cars. The company already has seven of these handsomely
furnished special cars which are very extensively used to carry
private parties, schools, tourists, etc. That they are popular i«
shown by the fact that (our more of them are building. During
the meeting of the American Society of Mechanical Engineers in
Cincinnati, last month, the company placed a number of (he spe-
cial cars at the disposal of the Society and thus enabled the visitors
to sec much of the city in a most pleasant manner, a courtesy
which was greatly appreciated.

The 30 open cars now building arc of the company's standard
type, adopted three or four years ago. They are 29 ft. 6 in. over all
with a 23-ft. body; from the bottom of sills to lop of roof is 8 ft.

BI.EVATION .\ND PLAN OF STATION FOK EAST END DIVISION.

of it. The company now operates 260 miles of track, making
about 53,000 car-miles per day.

.■X contract has recently been closed with the Pittsburg Reduction
Co. for 40 miles of insulated aluminum feeder cable, which is be-
lieved to be the first large order for the insulated aluminum that
has been placed. The cables are to have 37 strands, aggregating
795,000 c, m. in cross-section, which is about equivalent in conduc-
tivity to a copper cable of 500,000 c. m. The joints are to be
welded. The new feeders when installed will constitute about one-
tenth of the feeder system.

Last Christmas the company opened the club rooms which had
been fitted up for the employes of the Vine & Clifton division, and
since then has prepared plans for similar stations at the other
operating car houses. We show herewith the floor plan of a build-
ing, now approaching completion, which is for the accommodation
of the employes of the East End division. The building is located
at Eastern Ave. and St. Andrews St., opposite the car house. It
is one story high, of pressed brick with stone trimmings, and
contains offices for the division foreman and receivers, and a room
for storing transfers, as well as the employes' rooms. On the
interior the walls are wainscoted to a height of 3 ft., and above
that are painted. The floors are of hard pine quarter-sawed. The
bathrooms are particularly complete and are finished in gray

4 in.; the width over the sill plates is 6 ft. 8 in.; and at the sash
rails 7 ft. 4 in. The sills and bottom framing are of long leaf
yellow pine, the timber being painted before the parts are as-
sembled. Steel plates 7 x J/j in. extending the entire length of the
sills are bolted to the outer sides of the side sills, and cross tie
rods {2 in. in diameter extend through the car bottom. The posts
and ventilator rails are of ash, the window and desk sash are of
cherry, the ceiling of three-ply birdseye maple veneer, and the
floor of quarter-sawed hard pine. There are nine cross seats, two
against the bulk heads and seven with reversible backs. The fittings
include electric push buttons on all the posts, the automatic curtain
replacers invented by Mr. Kilgour. president of the company, three
Robinson patent sand boxes, safety gates, and striped duck cur-
tains mounted on Hartshorn spring rollers.

The framing of these cars is apparent from the accompanying
illustrations. We also show a drawing of the standard open cars.
,^0 of which were built at the company's shops last fall.

One of the departments of the shops of the Cincinnati Street Ry.
which always excites the interest and often the surprise of visitors
is the armature and controller repair shop. The company has about
1. 000 double motor equipments, and of these 700 are in regular
service, making 1.400 motors in constant use; all the armature and
controller repairs for these cars are made by two men and two

346

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

boys. The work includes the winding and taping of tlie armature
coils, the winding of field coils, and the making of commutators.
A boy winds 20 field coils per day. By aid of the taping machines
designed by Mr. B. L. Kilgour, electrical engineer, a boy can tape
a full set of armature coils in a day. This device is driven from
the line shaft and consists of an outer stationary ring and an inner
rotating ring which carries a bobbin of tape paid out through a
tension clamp. The copper commutator segments are cast in the

For cutting the groove a special cutter is mounted on a i-in.
shaft supported in a suitable frame in front of the trolley wheel
which is mounted on a lathe head. The cutter is shaped as shown
in the sketch and is rotated by a worm which meshes with a gear
on the end of the tool shaft. The cutting edge of the tool being in
the position a b the trolley wheel can be slipped past it and
mounted on the lathe head. Then the tool is rotated in the dircc-
liiiii of the arrow and as the culling edge advances the grooves

2' 4 ^ /^kM

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Ti-olletj Wfre fio4 O/fonite Coble -

stand.\kd opkn c.\k, cincinn.\ti street ky.

foundry from scrap copper w^irc. The armature repair shop is
under the supervision of Mr. B. L. Kilgour and the other depart-
ments are under Mr. P. Leen, master mechanic.

For finishing trolley wheels two special machines are used, a
turret lathe for boring and reaming the hole and facing both ends
of the hub at one chucking, and a special cutter for turning the
groove. There are four tools in the turret of the lathe; first, a l1at
drill for roughing out the bearing; second, a flat drill for giving it
the finishing cut, and this is provided with shoulders at right
angles to its axis for facing the front end of the hub; third, a
reamer; fourth, a special tool for facing the rear end of the hub.
None of these require any special description save the last which
is shown in the accompanying diagram. The cutting-ofT tool is
at the end of a shaft which is eccentric to the tool body and may

SPECIAI, CUTTINC-OKK TOOL.

be rotated through an angle of i8o° by a handle (not shown in
the cut) which is movable in the slot shown in the enlarged portion
of the tool body. When the turret is moved up the projecting stud
of the tool body is thrust through the bearing of the trolley wheel,
and the eccentrically mounted shaft turns so that the cutting tool
assumes the position shown by the dotted line in the end elevation.

c e first cut the flange of the wheel and when in the position c d
on the line joining the centers, the maximum depth of cut is
reached. With these two machines about too wheels can be finished
Ijer day, an unskilled workman only being required; the capacity
of the turret lathe is about twenty-five and of the groove cutter
about seventeen per hour.

For cutting keyways in the car axles Mr. William Wilson,' fore-
man of the machine shop, some years ago designed a portable
machine tool which has been used ever since. Some difficulty had
been experienced in getting the keyways at the proper point if the
work was done before the wheels were mounted on the axle and

SPKCL\L CUTTEK FOR TURNING TKOLLKV WHEELS.

the tool was designed to cut the keyway after the wheels had been
pressed on. The machine, which is about l8 in. long by 12 in.
high, has a bed similar to that of a lathe that is clamped on the
axle at the proper point. Above the bed is a shaft having at one
end an 8 in. pulley to receive a driving belt, and at the other
end a bevel gear meshing with a gear on the shaft of the tool

JuNF, IS, 1900.]

STREET KAILWAY REVIEW.

.147

which is an ciid-niilliiiK tool mouiilcd vertically. The driviny shaft
has a spline so that llie bevel gear may be moved ahnig it by a feed-
ing device. The tool also has a vertical feed. There are several
types of motors used on the road and for convenience in locating
the keyways a template bar is used; one end of this is placed
against the hnb of (he wheel ami al the other end is a scries of steps

The oak form is Ijolled to two pieces fastened to the floor which
serve to raise the form ofT the floor and at the same time support
the pulleys over which the tension ropes run. In fjcnding, the
steamed rail is laid against the form with a piece of 2% x ^-in.
strap iron along the outside edge, and wedged at two or three points
along the middle portion of slight curvature. Levers are then in-

.ST.'VNDAKll CLOSED CAR. CINCI.NNATI STKEET RV.

if«ch of which indicates xvliore the keyway lor a given type of motor
should be located. The template bar can be thus used because the
inner sides of the wheel hubs are faced up to gage so as to be the
same distance from the flange.

One of the sketches shows the form used for bending the dash

scrted in the links and the ends bent around as shown in the sketch;
ropes are led over pulleys to a differential chain block for drawing
the levers around.

For drying light work after steaming a hot table made of steam
piping is used. This consists of 10 sections of I -in. pipe. 21 ft. long,
supported on wrought iron frames spaced 18 in. apart.

FORM lOK UEN'IUNl'. HASH RAILS.

HOT TABLK.

rails. The sharp curves of 6;4 in. inside radius extending over
nearly 90° make this a difficult piece to bend and with one form
only one pair of rails can be bent per day; a single piece 2; 1 x 2Y2
in. is bent and then sawed in two to make the two rails for a car.

The fire regulations adopted in these shops may be of interest to
other roads having large shops. In each building is a large gong
mounted in a prominent place, with a rope depending, and on a
sign board near the gong is the following notice in large letters:

348

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

"In case of fire pull rope attached to gong. All employes must
respond."

Sections of hose are located at various points about the shop,
being laid upon flat shelves at such a hcight-that the covering shelf
which is placed above the hose to protect it from dust can also serve
as a desk; the hose shelves are painted red, and draped with red
curtains. Instructions to employes are contained in the fire regula-
tions which are framed and posted at various points throughout
the buildings, and read as follows:

"I. .Vny employe detecting a fire in any part of the buildings will
rush immediately to the nearest fire gong and sound same a num-
ber of times in rapid succession; wait a moment, and then sound
the number of the building in which the fire is according to the fol-
lowing code of signals, repeating the number three times:

Paint shop 1-2 Blacksmith shop 2-j

Erecting shop 1-3 Machine shop 2-4

NEW AUTOMATIC BAND RIP SAW.

Cabinet shop 1-4

Mill shop 2-1

Power house 2-2

.'\rmature shop 3-1

Stock storeroom 3-2

Car storage barn 3-3

"II. Any employe hearing the fire alarm from another building
than the one in which he is employed will rush immediately to the
nearest fire gong and sound one stroke on same. — then wait till he
hears the signal indicating location of fire, when he will immedi-
ately repeat the signal.

"III. All other employes in the building where fire is discov-
ered than the one at the fire gong, will rush immediately to the
nearest fire plug and get the hose ready for at once throwing wa-
ter.

"IV. Employes in other buildings where extra hose is kept will
as soon as the signal locates the fire, rush at once to the spot
where the extra hose is stored and proceed with it as rapidly as
may be to the fire.

"V. Extra hose is stored for convenience in the cabinet, paint
and machine shops.

"VI. Above everything else keep a cool head and avoid loss of
time by doing unnecessary things.

"VII. In handling hose, see that the nozzle is so directed that
the water goes either on the fire or in close proximity, and avoid
indiscriminate deluging of valuable stock, material or machinery.

"VIII. The object of the above is to secure the subjugation of
the fire at the earliest possible moment."

The officers of the Cincinnati Street Railway Co. are: President
and general manager, John Kilgour: secretary and assistant gen-
eral manager, James .\. Collins; treasurer, R. A. Dunlap: general
superintendent, John Harris; electrical engineer. B. L. Kilgour;
auditor, W. R. Avery.

REPORT OF SPECIAL EXPERTS AT CLEVE-
LAND.

The two experts, Mr. Richard Tregaskis, and Prof. John W.
Langley, appointed by a committee of the Cleveland city council to
examine into and report upon the financial and physical condition
of the Cleveland City Railway Co., have finished their work and
filed their report. They find the state of the property to be sub-
stantially as was reported by the officials of the company before the
examination.

The authorized capital stock is $8,000,000. issued $7,600,000. Divi-
dends paid in the past seven years have averaged 2 per cent per
annum.

The experts find the actual operating expenses, excluding all in-
terest, have averaged since 1894. 2.98 cents per passenger carried.
Including interest the average has been 3.335 cents per passenger.

RAILS BY EXPRESS.

It is not often that a railway finds it necessary to order its rails
and other heavy supplies shipped by express, but last month the
Larchmont (N. V.) Horse Ry. in order to fulfill franchise re-
quirements had three carloads of rails, poles and wire sent from
Reading, Pa., by express at a cost of $400. The Pennsylvania R. R.
furnished new cars for the shipment. After the material had arrived
the village board made changes in the franchi.se which rendered this
expensive haste unnecessary.

The accompanying illustration shows the new automatic band
ip saw just brought out by the Egan Co., of 322-342 West Front

St., Cincinnati. It
is stated that this
saw will do the
work of several
circular rip saws,
and that it is much
safer to use be-
cause there is no
danger of the ma-
t e r i a 1 being
thrown back and
striking the oper-
ator. The saw
blade is very thin,
and removes only
a slight kerf,
which is an im-
portant item in
ripping fine lum-
ber. Lumber from
I to 9 in. thick
may be sawed willnntl clianging blades, and the adjustments are
quickly made.

The column is made heavy so as to be free from vibration; the
table is of ample size, always level, and has at the front a plainly
marked index. The straming device is of a new design, with
forward, backward and side adjustment, and is quite sensitive. The
feed is powerful, and as the feeding-in and feeding-out rolls are
close together, short stock can be worked to advantage. The
machine will be found to have a number of convenient devices
not possessed by rip saws heretofore placed on the market.

ELECTRIC FANS.

The ceiling and desk fans shown in the accompanying illustra-
tions are two of the latest patterns ' from the factory of D. L.
Bates & Bros., of Dayton, O., a concern that has been making
electric fans for over nine years. These are wound for direct
current at various voltages, including 500 and 550 volts, and are

BATES EI.ECTKIC FANS.

largely used in street railway general offices and in waiting rooms,
as they can be easily operated from the trolley circuit. The fans
are finished in nickel, o.xidized copper, polished brass and the
ordinary Japan finish for cheaper grades.

Bates & Bros, also make 12-in. and i6-in. water motor fans of the
buzz type, for which they report an increasing demand.

"REFORM" IN CONNECTICUT.

Last year the street railways of Connecticut paid taxes aggregat-
ing 4.9 per cent of their net earnings, which is equivalent to over
13 per cent of the amount remaining after deducting operating ex-
penses. Yet, as if this were not enough, a reformer proposes that
the state laws be so amended that the street railways be required to
pay license fees of $100 per passenger car and $50 per freight car
per year, and to furnish current to light all streets on which they
operate cars, the municipality to fix the number of lights needed in
each case.

June is, 1900.]

STRRKT KAII.VVAV KI'.VII'IW.

349

EXPERIMENTAL THIRD RAIL INSTALLATION
AT LONDON.

The directors ot ihc associated Metropolitan and District Kail-
way companies, of London, in February, \Hij(), voted £20,000 to l)e
used in buildinK an experimental electric line (or the purpose of
demonstrating whether electricity could be utilized for operating
their systems, and also for determining if the change from steam
to electric traction could be made without interfering with the reg-
ular daily traflic. The branch selected to be e(iuippe<l is a ilouble-
track division, S.ooo ft. in length, running from P'arl's Court to
High St., Kensington, numerous gradients and sharp curves mak-
ing this section a particularly good one for the purpose. The steep-
est grade is one 450 ft. long having a rise of i in 43; two others each
600 ft. long have a rise respectively of i in 47, and i in 62; and one
other 900 ft. long is i in 67.

On May 21st the line was opened to the public, a third-rail system
having been successfully installed without stoppage or delays to the
regular travel.

As the engineers in charge. Sir John Wolfe Barry and Sir W. II.
Preece, were instructed to equip the line in such a way that no cur-
rent would be permitted to pass through the track rails or the sub-
soil, lest it should interfere with the electrical signalling arrange-
ments, it was necessary to provide outgoing and return conductors
for each track. The conductor rails, consisting of inverted steel
channels, weighing 75 lb. to the yard are placed yVi in. outside the
track rails and are carried on double-petticoat porcelain insulators,
between which and the conductor rails, pieces of leather are inter-
posed to deaden vibration and noise. At intervals of 100 yd. a
special anchoring insulator is placed to prevent creeping of the con-
ductors. The insulators are fastened to the ties by steel bolts.

At switches and crossings the continuity of the current-carrying
rails had to be broken, leaving in several instances long gaps,
which are bridged by insulated cables laid in conduits or protected
by iron plates. The channel rails are bonded at joints with heavy
copper strips, hydraulically riveted to the steel. Conductor rails for
each track are cross-connected at intervals with the conductors of
similar sign for the other track, though disconnecting links are pro-
vided whereby one track may be electrically isolated from the other.

At the generating station, which is of a temporary character, are
installed two Belliss engines known as the T E C 4 type, giving
normally 300 i. h. p. at 380 r. p. m., and having a rated maximum
load of 360 i. h. p. The engines are direct connected to two Belliss-
Siemens generators of the two-pole H B type, with armatures 27 in.
in diameter and 40 in. long. The dynamos are compounded to give
500 volts at no load and 550 volts at full load of 385 amp. In the
boiler room arc two Babcock & Wilcox boilers, each capable of
evaporating 9.000 lb. of water per hour at 160 lb. pressure.

■^-.£>-/V i- i-*i"''i^

!>^ ■'

SECTION SHUUI.m; CuNOLCiOK KAILS.

The single train at present in operation consists of two motor
cars, one placed at each end with four ordinary coaches between, all
the cars being mounted on two four-wheel trucks. Each motor car
is equipped with four series-wound motors, of the Siemens four-
pole type, with the armatures rigidly mounted on the axles of the
driving wheels. Each motor develops a normal drawbar pull of
4,000 lb. and is rated at no b. h. p.. the maximum power being 200
b. h. p. The controller is manipulated by an up-right wheel resem-
bling the steering wheel of a yacht. The controller connections are
arranged as follows: On notches i, 2 and 3. all motors are in series
and resistance is in series; notch 4. all motors in series, without re-
sistance; notches S. 6. and 7, two series of two motors in parallel,
with resistance in series; notch 8, two series of two motors in par-
allel, without resistance; notches 9, 10 and 11, all motors in parallel,
with resistance in series; notch I2, all motors in parallel, without
resistance. Notches 4, 8 and 12 are the ordinary service positions.

To make connection at the long gaps in the conductors and obvi-

ate the necessity of coasting, a positive and negative collector shoe
is carried on each car so that some of the shoes are always in con-
tact with the live rails. Each shoe is fastened to the truck by in-
sulated suspension bolts, and all the positive slioes on the train arc
interconnected, as are also the negative, by cables and special coup-
lings. The train is fitted with Standard air brakes.

As soon as this experimental line has been thoroughly tested, and
the system proved feasible, it is said the order will be given for the
complete electrical equipment of London's "Inner Circle" of under-
ground transportation lines.

STORAGE BATTERY TRUCK FOR SINGLE-
RAIL TRAMWAY.

We are indebted to the Scientific American lor the accompanying
illustration slK)wing a storage battery truck built by a Glasgow
firm for operation in India on an Ewing single-rail tramway; the
Ewing road and the ox-drawn vehicles as used in India were illus-
trated in our February issue, page 81. In the truck here shown

STORAGE BATTEKV THICK FOK SINGtE KAII. TKAMW AV.

the motor is placed between the two wheels, and carries on its
spindle a double pulley, which is belted directly to a pulley on to
each of the axles. The storage batteries are grouped around the
motor and the whole is boxed over to form a carrying platform.
The truck is designed to carry a load of a quarter of a ton. and is
capable also of drawing two other trucks, each carrying a ton. at
a speed of eight miles per hour.

LAKE STREET ELEVATED LITIGATION
ENDED.

On June 3d it was announced that all litigation between the Lake
Street Elevated R. R.. of Chicago, and William Zeiglcr. of \ew
York, had been ended; the original bill in this case was filed in De-
cember, 1895. Settlement was effected out of court and Mr. Zeigler
received par and accrued interest on his $605,000 of bonds, which
were bought by a syndicate in which Blair & Co. were interested;
this firm was active in financing the Northwestern Elevated. The
syndicate will deposit the Zeigler bonds with a trustee under the
scaling agreement made in 1895. taking out 60 per cent of the face
in collateral trust debenture bonds and 15 per cent of the face in in-
come bonds. It was the refusal of the Zeigler interests to accept
the scaling agreement that brought about the litigation.

It is believed that the compromise now eflfected is preliminary to
a consolidation of the Lake Street and the Northwestern Elevated.

The different offices of the United Railways & Electric Co., of
Baltimore, now scattered in various parts of the city, will be con-
centrated on one floor of a new building at Baltimore and Cal-
vert Sts.

The fare on the Penn Yan (N. Y.) & Keuka Park Electric R. R.
will shortly be reduced to 10 cents between Penn Yan and Branch-
port.

330

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

SOME NEW ENGLISH ROLLING STOCK

PROTECTION OF PENSTOCKS FROM COR-
ROSION.

Till- Waterloo & City Ry., about I'/i miles long laid in two i2-ft.
tunnels connecting the Waterloo and the Liverpool St. railroad sta-
tions, which are on opposite sides of the River Thames, was opened
for traflic in .\ngust, 1898. During certain hours morning and even-
ing there is more traffic offered than can be well handled and four-
car trains are run. At other times during the day a four-car train
is much too large and to secure greater economy of operation with
light iratVic the company recently ordered five motor cars to run

XKW CAK lOK UATKKl.Ol) A: CITV KV.. l.DNIlO.N.

singly. These were built for Dick, Kerr & Co. by the Electric Rail-
way & Tramway Carriage Works, of Preston, Lancashire, and ex-
terior and interior views are shown herewith. The length over all
is 47 ft., the body being 45 ft. long; the width over panels is 8 (1.
6 in.; the width at roof line, 8 ft. above the rail, is 7 ft. 9 in.; the
height from rail to top of roof is 9 ft. 8 in., and to the floor i ft. 10,'/.
in. The trucks were built by the Leeds Forge Co.; they are stan-
dard gage. 5 ft. 6 in. wheel base, and placed 31 ft. between centers.

^^^^^^^N?

n^^^^^

THmlrJR^iiil'

mK"^..^^ ■

m^^'^<\. "-n '|Bv

^H K '

IXTEKIOH VIKW.

The cars are divided into two compartments, one for smokers. The
framing is of steel and the side and end walls are also of steel for
the most part.

The motors were designed by Mr. S. H. Short, technical director
of the English Electric Manufacturing Co., of Preston. These are
known as the 15 L type and tests showed the efficiency to be 88 per
cent at 40 h. p., 92.5 per cent at 100 h. p. and 88 per cent at 165 h.
p.; the rated power is 75 h. p.

All the offices of the Chicago Consolidated Traction Co. have
been moved to the second floor of the Union Traction oftice build-
ing at Clark and Division Sts.

This subject was before the American Society of Mechanical
Engineers for general discussion at its Cincinnati meeting, Mr.
H. de B. Parsons said;

"It has occurred to me that it would be of interest to the mem-
bers if information could be elicited as to the most satisfactory
steps to be taken to preserve the metal feeder pipes and cases of
turbine water-wheels.

"There is an increasing demand lor the utilization of water pow-
ers, and it frequently happens that such problems will involve the
bringing of water under a considerable head through a pipe from
the foot or base of a masonry dam to the power house. In con-
necting this steel or other plate metal pen-stock to the face of the
dam. it is usual to embed a metallic flanged ring or extension of
the pen-stock proper, either part way into the masonry or else
to carry such pen-stock clear through to the upper face. In either
case, this pen-stock will be embedded in the masonry under water
and difficult to inspect or replace; and will furthermore be ex-
posed to the corrosive action of such water, as well as to the erosive
action which may result from the movement of grit or sediment
carried forward by the flow of the water.

"What is the best material for coating this pen-stock both out-
side and inside with a view of prolonging its life under the con-
ditions of its exposure? Can it be done with any known form
of paint, or is the only safeguard sonie form of the methods
whicfi have been proposed for a coating or enamelling, which shall
be a metallic oxide in such union with the metal as to be in eflfect
part of it?"

Mr. D. J. Lewis, jr., of South Orange, N. J., related his ex-
perience with a pen-stock erected in 1847 and which he had ex-
amined in 1893. The interior was covered with barnacles (as large
as 2 in. high and ij^ in. in diameter) and on their removal the
metal was found badly pitted, as deep as 3-16 in. in places. He
had dried the pen-stock by building wood fires in it, as soon as
the water was shut off (water being shut off only from 5 p. m. on
Saturday until s p. m. Sunday) and the next day applied a coat of
enamel paint such as he knew to be extensively used in England
for painting the bulkheads and coal bunkers of ships. Before
painting the wheel developed only 1,000 h. p.; after painting the
output was 1,15b h. p. Two years later an examination showed
the paint to be in first class condition. Since that time he had rec-
ommended this paint for similar structures. In answer to ques-
tions he stated that the paint was known as "Bitumastic Enamel";
it was expensive, costing about $2 per gallon; it dried in two hours.
When thus painting this pen-stock he had painted a ring at the
mouth with red lead, also a ring with boiled coal tar. Both were
badly scored after a year, while the enamel paint adjoining it showed
no abrasion; the coal tar had remained soft after a year.

CHANGE IN NEW HAVEN CONN.) ROAD.

The owners of the Fair Haven & Westville R. R., of New Haven,
Conn., have secured a controlling interest in the New England
.Street Railway Co., which by ownership of stock controls the Win-
chester Avenue Railroad Co., of New Haven. Changes have been
made in the directorate, and new ofificers elected; they are: Presi-
dent, Henry S. Parmelee; vice-president, Samuel Hemingway; sec-
retary and treasurer, A. E. Pond. Messrs. Parmelee and Hem-
ingway hold similar positions with the Fair Haven & Westville.

There is now pending a suit to determine whether the option se-
cured on the Winchester Avenue road by I. A. Kelsey for the Con-
necticut Lighting & Power Co. can be enforced.

All controversy over the consolidation of the Dayton (O.) Trac-
tion Co. with the Southern Ohio Traction Co. has been satisfac-
torily settled out of court.

.\t Grand Rapids, Mich., a passenger for 20 cents can ride 21
miles on the street cars, visit three park resorts and attend a free
vaudeville show.

An illustrated guide to Columbus, O., and the nearby pleasure
resorts is published by the Columbus Railway Co. The book in
addition to a map of the street railway lines, contains handsome
half-tone engravings of the principal buildings in the city and
views in Olentangy and Minerva parks. Mr. J. W. Pickens is
excursion agent for the company.

Jl'NIC 15 M)(l(l, I

STRRKT RAILWAY RF.VIEW.

?,Sl

ME^nANICAL4)EPARTrlCNT

SOME CAR PAINTING AND CLEANING KINKS.

A clu'.ip li\il very cum I'liicnl adjiislaljlc scaffolding used al the
Wt'^l Siili' slinps cif llic Chicago Unicin 'I'raiiion Co., for oltaiiinn
and |iaiiiiiiiK 'ln' I'ars. is slicnvn in l''ij; 1 It consists simply of
two npriKht ladders liavins throe or hmr rnnns to support the cross
plank at any desired lieight, and can Ije made in half a <lay liy the
shop carpenter out of scrap stocU. One of its advantages is the
little rootu it takes when not in use.

A more ilaliorale portable sealToldinj;. used liy the Kansas City,

inc. 1 — SCAFt'OLDlNT, FOK I'AINT SHOP.

I'orl Scoll & Memphis R, R,, hut which is e(|uall> well lilted for
street railway work is illustrated in Fig. 2. This is a barrow-like
contrivance, the frame of wdiich is a permanent combination of
platform and horses, and has at one end a pair of light wheels in
place of legs. As will be seen it is provided with a tank or recepta-
cle for carrying sponges, cleanin.g materials or paints, and it will
be found particularly convenient for open-air work, as where cars
are washed at the terminals instead of in the shops. This staging
can also be made in the carpenter shop out of waste material and of

FIG. 3 -IWINT .SCK.il'EKS.

any size that will best suit the dimensions of the cars to be cleaned
or painted.

A useful tool invented by Mr, Frank Crocker, master painter of
Kansas City. Fort Scott tS: Memphis R, R,. for lessening the labor
of scraping off paint and varnish after burning is shown in Fig. 3,
and a few of the blades designed for use with the tool are illustrated
in Fig, 4, The principal feature of the scraper is that the same han-
dle can be used w-ith as many forms of blade as may be desirable to

suit llie various classes o( work to be (lone, and in addition the same
blade may be set at an angle to the handle. The handle has exteml-
ing through its length a rod screwed into the cap, which forms the
outer end of the handle proper, the cap having a s'|Uarcd interior
projection fitting into a recess in the handle, whereby the two turn
together. The opposite extremity of the rod is flattened for a short
distance back from the end to enable it to pass through a slot in the
blade. At the same end is a hinged button which presses the blade
against the extremity of the handle whenever the latter is given a
ipiarter turn in the proper direction, which is done by grasping the
blade in one hand and the handle in the other. To set the blade at
an angle a wedge-shaped bult(jn. with a slot corresponding to that

FIG. 2- -POKT.\BI.E SC.M-FOI.niNG.

of the blade is inserted between the bearing surface of the handle-
end and the blade, giving the latter any desired inclination. The
parts are clamped in place as before by a quarter turn of the handle.
This adjustment is useful on account of the varying degrees of
hardness in the wood upon which the scraper is used and prevents
tearing up the grain on soft woods. For the cuts and description
of the barrow-scaffolding and the paint scraper we are indebted to
the Railway Age,

We are in receipt of three letters giving a short summary of the
practice followed in repainting and cleaning cars at Birmingham.
.•Ma,. Los .Angeles. Cal,, and Waterloo. la.

Mr, J, B, McClary. general manager of the Birmingham Rail-

FIG. •) — BL.ADES FOR P.iIXT SCR.-VPERS.

way & Electric Co. states that lor cleaning, his company uses Ivory
soap only, except on certain interurban cars where Modoc soap is
used. For repainting. Masury's paints and Valentine's and Ma-
sury's varnishes are used. Cars should have three coats of paint
and two of varnish and should be run through the shops for re-
painting once every year. He considers orange the most durable
color and states that he finds it costs I'roni $60 to S80 to properly re-
paint a car.

352

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

Mr. C. VV. Smith, manager of the Los .\ngelcs (.Cal.) Railway
Co., writes as follows: "l-'or cleaning the surfaces of cars prepara-
tory to revarnishing we use the best grade of laundry soap, and pre-
pare a cleaning mi.xture in the following manner: soap lo lb., water
9 gal., wood alcohol 3-< pt., turpentine ,'/2 pt. The soap is shaved
thin and boiled until thoroughly dissolved, the mixture being
stirred constantly while boiling. The other ingredients arc mixed
in after the soap has cooled down somewhat. This preparation is
applied with a brush and used only for scrubbing prior to revar-
nishing. It is not used by car washers or on cars in service, except
in extreme cases where some foreign matter cannot be removed
with the air blast or water. We use gasoline for removing grease
spots, and clear water only for washing cars in service which are
not badly stained.

"Compressed air is used for cleaning out the interior of our roll-
ing stock. We have a pipe line running between two tracks with
outlets at convenient points, to which may be attached a -J^-in. hose,
with a throttling valve and %-'m. nozzle opening. We use an air
pressure of so lb. direct blast; the compressors deliver air to a large
chamber where the moisture is precipitated and drawn off so that
there is no dampness to the air when in use.

"In this peculiar climate we apply eight coats of paint for cars
in light colors and seven for dark colors; this includes three coats
of rough stuff. Two coats of varnish are put on when cars are
varnished every lo months and three coats when they are varnished
at intervals of from I2 to i8 months. Cars will run here about seven
years before it is necessary to repaint them; they should be var-
nished every 10 months.

"I consider chrome yellow and colors made therefrom the most
durable in service. For repainting we use Harrison Bros, special
carriage lead and Valentine's and Masury's colors; for revarnishing.
Murphy's varnish is used."

Mr. L. S. Cass, president and manager of the Waterloo & Cedar
Falls Rapid Transit Co. states that nothing but white laundry soap
is used on his road for cleaning. Cars are given three coats of
paint and two of varnish and are passed through the shops twice a
J ear for revarnishing and once in two years for repainting. Yellow
is the color selected for city service and green for interurban cars.

THE PAINT ON A STREET CAR.

By Gorhaiu H. Coffin, General Salesman, Heath & Milligan Manufaclurinjr Co.

"Painting. Sir, I've heard say, is a mystery."

— Measure for Measure.

Many people have an idea that painting a street car is easy enough
but the fact is that it still remains a problem as to which is the
best and most economical method of preserving the cars, after
coming from the maker or the reilroad companies' shops.

The varnish or finished surface of a car will soon perish if it i:
allowed to remain any length of time in an atmosphere permeated
with ammonia or other gases resulting from stabling horses in a
building adjoining the car house or upon any of the floors in whicli
the cars are stored, and when the varnish once begins to perish
either by cracking or losing its luster, it may be taken for grantee'
that in a short time the color will disappear, and a general destruc-
tion of all under coats will be the result.

The cleaning of cars is a very important matter and aflfects al'
those who have furnished the supplies for the building and equip-
ment of the rolling stock, and yet the exercise of a little care day
by day will keep the cars in perfect condition for a long time.
By a little care is meant daily washing with cold water. A street
car is not like a steam railway coach, and does not usually require
a solution of chemicals to properly clean it.

"How to paint a street car" is the question propounded, so tin
writer can only express his own opinion in offering a few sugges-
tions as to the proper colors and the best surface for the color and
his ideas as to ornamenting, lettering and striping.

The paint shop (a homely phrase) is often the most abused por-
tion of a railway plant. Painting should, however, be considered
as important as any part of the car construction. We have seen
the stock or mixing rooms of some of the finishing departments
of the largest railroads that are a credit to the foreman and as
tidy as the president's office, and this is the way they should always
be kept.

The cars as tliey come frdui the car builder or the company's
car shops, by the beauty of their exterior usually excite the admira-
tion of the public and the officials of the road, but in a short time
they often become faded and unsightly: the reason for the disap
pointmcnt is that someone has blundered, either the foreman paint-
er did not understand his business or the varnish and paint makers
deceived the railroad company. There is no necessity tor this.
Frotn the manufacturer's standpoint as good colors and as good
varnish can be obtained today as ever were used. Do not try to
buy cheap paint or cheap varnish. Select the most responsible
makers of these goods that you know anything about, then buy
their products and hold them responsible. But you say, suppose
the manufacturer furnishes the best colors and the best varnish
and still the result is not satisfactory. What then? Why then
your workmanship is at fault and an investigation will oftentimes
reveal the true condition of affairs.

In painting your cars do not hurry the work. The priming or
first coat that is applied should be given at least 48 hours to dry:
on the third day apply the gray coat (S. P. white lead) treated
with lampblack; the fourth day putty up the openings, and on the
fifth day put on the rough stuff, giving the work a coat each day
until three coats are applied. Then rub down with pumice. The
car is now ready for the first coat of color.

To select a rich color that is permanent seems to be a problem
This depends entirely upon the application. Even a lake color thai
is transparent can be made effectual and durable if the painter is
skilled in the use of colors. Tuscan red, green, yellow, olive or
white are most commonly used and can be had ground impalpably
fine in coach maker's japan. They are made ready for application
by thinning with turpentine so that when applied the surface has ;
dead finish like a piece of velvet. If yellow is used, either lemon
or orange chrome, the color should be tempered with linseed oil
especially the orange shade which is produced by the use of lime. A
green should not be used chemically pure but any of the standard'
brands of chrome green are reliable. If an emerald shade is de-
sired a glazing coat of paris green produces a brilliant effect. Ver-
milion is a color of dense body and can be made lasting by the
use of hard rubbing varnish added to the thinner; the subsequent
coat should be rubbed flat. A glazing coat of French carmine pro-
duces the most brilliant and permanent red known. So-called econ-
omy, however, has dispensed with the use of carmine almost en-
tirely, the artificial vermilion being used as a substitute.

The olive shades of body color, such as the Pullman shade and
others, have come into general use on account of their being sus-
ceptible to ornamentation. A dark color for a car in the writer's
judgment is not desirable. The bright yellows that have been
used for years cannot be improved upon. The white panels of a
car are usually worked up with the best white lead, and no im-
provement can be suggested. A very white surface is made by using
flake white in japan for the finishing coat.

As to varnishing or finishing the car — "Ah! There's the rub."
The old way was to apply one or more coats of hard rubbing var^
nish, stripe or ornament on the rubbed surface, then apply two-
coats of railway finishing varnish. This consumes time, as work
with good rubbing or finishing varnish cannot be hurried. The
temperature at the time the work is being done is also a very
important factor. The best varnish applied in a humid atmosphere
is a total failure. ,'\ssuming proper care in the paint shop, the
problem of furnishing a satisfactory varnish is one for the varnish-
maker.

The new methods such as the repeating process in varnishing
and the rapid systems of surfacing are some of them excellent, and
worth at least a trial, for the time required is what makes painting
cars expensive. It is the practice in many shops to allow onl>
10 or 12 days for repainting and varnishing, but this is not enough
time. Good and perfect work cannot be hurried, and 20 days is
the minimum period that should be taken for finishing a car from
the bare wood to varnish.

We have not touched upon the interior work. The plainer it is
the better, and the new idea of simply making the ceiling of veneer
without decoration is good. So far as the lettering and ornamenta-
tion of a street car is concerned, the judgment and taste of the
superintendent must prevail. Scroll and fancy ornamentation
is a thing of the past. Good, plain lettering and striping that will
assist the harmony of colors and effect a perfect symmetry is all
that is necessary.

Junk is, iijoo."

STREET RAILWAY REVIEW.

The Strikes,

353

I.iTTI,!-; KOC'K.

The strike .it l.illK- Kiick, ArU., begun May 2d, was scttliil ■m
May mil. 'I'lie iiinller was briefly meiUioncd in our May issue but
the folhiwiiiK accciiiiit nl the causes, taken from a letter prepared for
publication by Mr. Allen N. Johnson, president and receiver, will
be of interest. April 28lh a committee of l6 men, of whom the
chairman and a majority of members had never been employeil by
the company, presented a peremptory demand that six men recently
discharged be reinstated. This was refused, and on May 1st a com-
mitlcc of employes presented six demands, four relating to matters
of detail in operating car.s and two to wages. The following day
the president, at the request of the men, met a committee of citizens
and discussed the matters at issue. Mr. Johnson proposed a basis
of settlement which met the recommendations of the committee,
but this was refused by the men unless an amendment were added
providing for the reinstatement of men discharged for cause and
for the discharge of certain other men employed. Mr. Johnson,
declining to accept this amendment the strike was ordered.

May loth a verbal proposition froiu Mr. Johnson was considered.
This assured the employes of an increase of wages, the miniiuuni
to be not less than ioK> cents per hour, the exact amount to be
fi.xed by the court in which the receivership is pending. The rates
paid before the strike were: motoriucn, 12 to 15 cents; conductors,
qH to 12V2 cents.

The men returned to work on May nth. In making up the lists
of men who would have regular cars in the future preference was
given to the men who had stood by the company during the strike.
The men who had not struck were continued in the places they had
occupied before the strike. The new men who had been employed
to operate cars during the strike were next and as many as were
competent were given regular runs. About six of the new motor-
men, who had been at work only four or five days and did not fully
understand the duties of motormen, were placed at the head of the
extra list and will be thoroughly instructed in their duties that they
may be given a chance for regular runs in cases of vacancies. The
motormen who had struck were placed ne.xt in order on the e.xtra
list, except those who had applied for work before the strike was
called ofT. With the conductors the same plan was followed.

KANSAS CITY.

The strike on the lines at Kansas City was a failure from the
start. On only a few lines were there any delays, and at luidnight
on May I2th, the day the strike was declared, President Holmes
said: "So far as the Metropolitan Street Railway Co. is concerned
the strike is over. We have as many men as we need and are turn-
ing away applicants for places. No more of the strikers will be
taken back. It is hard on some of them, but we must draw the line,
and we have no need of their services anyhow. We are not expect-
ing trouble, but we are amply able to deal with it if there should
be any. We are prepared to protect our employes and property
and protect the passengers from any annoyance and insults by
strikers or delays of the trains. Practically all of our men are now
deputy marshals, authorized to carry weapons, and I think a good
many of them do."

The United States District Court, Judge W. C. Hook, issued
two interlocutory injunctions, one at the request of the Kansas City
Elevated Railway Co.. and one at the request of Metropolitan
Street Railway Co. and the Central Electric Railway Co. The two
orders were directed to a score or more of persons by name and to
all other persons combining with them.

DAYTON.

The men of the Peoples Railway Co., Dayton, O.. struck on May
14th. The manager had secured motormen from Cincinnati but
was not willing to send cars out until assured of what he believed
was ample police protection. The men had asked for 23 cents an
hour and a g-hour day which the company was quite willing to
give; the fight was made on recognition of the union. May 19th a
settlement was efifected on the following basis:

"It is agreed that in all matters involving discharges, pay-offs or
alleged oflfenses by the employes the employe suspended or dis-
charged shall, upon the recommendation of a hearing by three of

the People's railway employes, have his grievance submitted to ar-
bitration; one arbitrator to be selected by said employes, one by the
company, and a third by the two. Decisions reached by such arbi-
tration shall be final. The party in the wrong shall bear whatever
expense might ensue, said expense, however, not to be more than
$jo. It is understood that there shall be arbitration only in the
event that the company and the committee cannot adjust the difTer-
cnce.

"Any employe of the People's Railway Co. may join any organ-
ization without prejudicing his relation to the company."

The strike of the employes of the St. Louis & Suburban Railway
Co., begun April 29th but practically incflfective until after the St.
Louis Transit men went out on May 8th, was settled on May 14th.

On April 6th the following agreement had been entered into be-
tween the management and the employes:

1. .'Ml men, who claim to have been discharged on account of
comieclion with the union are to have a fair and impartial hearing,
with a view to reinstating them, if their charge is true.

2. Company will arrange straight runs of not more than 10 hours
when it is possible.

3. Bulletin board will show when a man is assigned to duty, and
he will be immediately notified if his services are not required. If
his services are required, and he is obliged to remain on duty until
assigned a run, he shall be paid for the time.

4. Men will work in two shifts, and will be paid extra when
working outside their shift.

5. Company will treat with committees from employes at all
times.

6. The union is recognized. But it must be open to all employes
of the Suburban, and there must be no restrictions to the member-
ship.

The strike of April 29th was because of the alleged failure of the
company to fulfill these conditions; the management on the other
hand claimed that the last clause had been violated by the men.

The agreement of May 14th provided that the question of whether
the men had violated clause 6 of the former agreement be submitted
to arbitration, the decision of the board to be final. If this decision
should be against the company it would then also submit to arbi-
tration the cases of men discharged between March 21st and April
29th.

In our issue for last month we gave an account of the causes of
the strike of the employes of St. Louis Transit Co., and a brief ac-
count of the events attending it up to May 12th. Since that date the
greater portion of the lines of the company have been opened but
a great deal of rioting has resulted from the inadequate police pro-
tection afforded. The situation, day by day, has been as follows:

May 13. — No cars were run, the police commissioners withdraw-
ing all the patrolmen to give them an opportunity for rest. A num-
ber of new men to take the places of strikers arrived and were quar-
tered at the company's barns. In the evening one of the waiting
stations^ an old car) of the Transit company was burned.

May 14. — Slight disturbances followed the opening of the Chou-
teau Ave. line and several rioters were slightly injured.

May 15. — Nine lines of the Transit company were partially
opened with much rioting. A car being attacked by a mob the
conductor fired on the crowd, wounding two men, one mortally.
The crew of a repair wagon also fired on a mob wounding one man.
A strike sympathizer wounded in a riot on the nth died.

May 16. — Cars ran as on the previous day. Sixty-two men ar-
rived from Cleveland to take the place of strikers. A number of in-
dictments were returned against men charged with obstructing the
tracks. One striker was wounded. The strikers rejected an offer
to compromise by taking back union men and treating with the
union men as such, leaving it optional with employes whether they
join the union.

May 17. — There were numerous small riots in which both strikers
and employes were injured.

May 18. — Two non-union men were shot while on their cars, one
probably fatally. The House of Delegates made a political play by

354

STREET RAJLWAY REVIEW.

IVoi.. X. No. 6.

passing an ordinance annulling tlic irancliisos of all St. Louis street
railway companies.

May 19. — The postmaster made complaint to the district attorney
who on behalf of the United Stales petitioned the United States
Circuit Court and secured a temporary injunction against interfer-
ence with the street railway postal routes or cars. Some 50 of the
strikers were named as defendants.

May 20. — Cars were operated on live lines. The strikers and their
sympathizers had a parade.

May 21. — About 300 cars were operated. Five persons, two of
them women, were injured in riots: one of the women died later.

May 22. — Three policemen were indicted for neglect of duty.
One employe was .shot. Twenty-four lines were in operation, nine
of them having the full complement of cars.

May 23. — A special policeman was killed during a riot.

May 24. — The governor of Missouri in an interview charged that
the strike was fomented by designing politicians.

May 25. — A striking motorman was fatally shot during an attack
on a car.

May 26. — No cars were run after 10 a. m. as the police had been
withdrawn from the car lines and transferred to the polling booths
during the Democratic primaries.

^^ay 27. — Cars were operated under police protection till 6 p. m.
In the course of the day one man was killed. In the evening three
strikers and one woman were shot by unknown persons.

May 28. — General Manager Baumhoff stated that cars were oper-
ated over the whole or portions of all but three lines. A car on the
Bellefontaine division was blown up by a dynamite bomb placed on
the track, the crew and two policemen on board being more or less
injured. The state labor commissioners endeavored to arrange for
arbitration.

May 29. — Cars were run much as on the preceding days. Numer-
ous disturbances occurred in the course of which 11 persons were
wounded by pistol shots. At midnight an explosion at 15th and
Chambers Sts. tore up a section of the street railway track.

May 30. — The mobs continued the plan of campaign begun the
previous day of assaulting persons patronizing the street cars, par-
ticularly women. Three men were reported shot, one fatally. An
attempt was made to wreck the power house at Prairie and Easton
Aves. The police commissioners directed the sheriff to summon a
posse comitatus of 2,500 men.

May 31 — A striker was killed after fatally wounding a policemar
who attempted to disarm him. The sheriff proceeded to raise his
posse of citizens. There was less rioting than on previous days but
wire-cutting and other obstructive tactics were continued.

June I. — Strikers continued their attacks on passengers, especially
women. Only one man. a non-union motorman, was reported in-
jured: he was shot in the arm by a bullet tired from a building along
the line. .-Vbout ii p. m. an attempt was made to lilow up one of the
brick car houses of the company.

June 2. — More cars were operated than on any day since May 8th.
The sheriff continued the work of enrolling citizens for his posse.

June 3. — The situation was practically unchanged save that the
attacks on persons using the cars were more violent.

June 4. — All but two or three divisions of the Transit company
operated cars. About 900 of the citizens posse were armed.

June 5. — A special car containing 54 deputies was wrecked by ex-
plosives on the track, two men being slightly injured. The crowd
was dispersed without casualties. A committee of citizei^s tele-
graphed the governor asking that the state militia be ordered to St.
Louis.

June 6. — There was but little change in the situation: one more
line was operated than on the previous day. No cars have been run
at night since the strike began.

June 7. — Three policemen and a boy were shot, two of the police-
men seriously, during riots. Cars were run over the main line of
the Lindell division in the evening: these were the first cars run at
night since the strike was begun.

June 8. — Three women who participated in an assault on a woman
patron of the street cars May 20lh. were each sentenced to two
years' imprisonment in the reform school. Four cases of assault on
women patrons of the cars by mobs of women were reported; teach-
ers were visited in their school-rooms and threatened if they rode on
the cars. Two strikers were seriou.sly injured in an attack on car.
Some 200 new men from Eastern cities arrived in St. Louis and
went to work.

June 9. — Little change in the situation was reported.

June 10. — .-K procession of strikers came into conllict with a com-
pany of deputy sheriffs about 6:45 p. m. near Washington .\ve. and
Sixth St. Pistol shots from the strikers drew a volley from the
sheriff's posse which killed three men and wounded many others.
One other man was killed in a riot in a different part of the city.
During the day four cars were derailed by explosives and two lines
temporarily crijipled by cutting the overhead wires.

June II. — This was one of the worst days since the strike began,
the populace being very much excited over the killing of four men
by deputy sheriffs on Sunday, and attacks on cars and cases of cut-
ting overhead wires were very numerous. The mayor issued a
proclamation warning all persons against gathering on the public
streets or other public places, engaging in disputes, discharging
fire-arms, etc.

June 12. — -Ml lines were operated, many of the cars being with-
out guards; but little rioting occurred.

June 13. — The president of the local street railway union was
stabbed in the throat by a man giving his naine as Edward Cantry.

DETROIT & NORTHWESTERN RY.

The Detroit & Northwestern Railway Co. is now operating its
line from Detroit to Farmington, Northville. Orchard Lake and
Pontiac. The distances from Detroit to the different points are as
follows: Power house, iS'/y miles; Farmington, 20 miles; North-
ville, 27 miles; Orchard Lake, 28 luiles; Pontiac, 29 iniles.

.\t the present titne only a single track is operated, but it is ex-
pected to have the other track completed soon. The grading has
been done for a double track from Detroit to Farmington and rails
are now being laid. The country is very level and the road has few
curves so that high speed can easily be made the whole length of
the line. The new power house is one of the finest and best
equipped in the country; the equipment comprises three E. P. Allis
400-h. p. engines, each of which is direct connected to a Siemens &
Halske generator, and six Babcock & Wilcox boilers arranged in
three batteries of two each, with patent stokers. The buildings arc
all of brick, including the car shed, and are as near to being fire-
proof as it was possible to get them. The cars were made by the
G. C. Kuhlman Co.. of Cleveland, and are as fine as any that have
been built. Each car is equipped with four Westinghouse motors of
50 h. p. each.

-As this is to be a high speed road, only the very best material has
been used in its construction: oak hewn ties are used on the entire
system; the rails are 70-lb.. A. S. C. E. section rolled by the Car-
negie Steel Co. The joints used are what are known as the "Ameri-
can Standard" made by the Chishohu & Moore Manufacturing Co.,
of Cleveland, O. This is a boltless joint with no bolts or nuts to get
loose, and makes practically a continuous rail. It is impossible for
the ends of the rail to settle, as there is 3-4 in. of metal under the
ends, and when riding over it. there is not the usual noise heard
where angle plates are used. The ballasting is done with gravel of
which there is plenty on the line.

On June 9th a party of electric railway men and engineers spent
a good portion of the day inspecting the system. They were unan-
imous in their belief that the entire equipment was strictly up to
date and was as good as could be secured, and there was no ques-
tion but what the speed of the cars would be second to none in the
country. The boltless joints were a new thing to most of them
and they were surprised at the fact that there was no jar or noise in
passing over thctti: they were all of the opinion that the joint was a
success and came nearer to making the continuous rail than any-
thing they had before seen.

SERIOUS ACCIDENT NEAR PROVIDENCE.

On the morning of Sutiday. June loth. a head-end collision oc-
curred on the Oakland Beach line of the Rhode Island Suburban
Street Railway which resulted in the death of 4 persons and the
injury of 28 others, a number of wlmiii are believed to be fatally
hurt, .^mong the injured was C. D. Kiinliall. lieutenant-governor
of Rhode Island.

The Suburban company is controlled by the owners of the Union
R. R.. of Providence, and operated in ermnection with the latter
road. The Oakland Beach line w'as purchased from the New York,
New Haven & Hartford last year; it extends down the west side of
Providence Bay to Buttonwood. 16 miles from Providence.

Jl'NK 15, |i)<in. I

STREET RAILWAY REVIEW.

355

PERSONAL.

MK, I . (- , I ll IWI.I.I.. maiianiT nl ilic Kmixvillc Traction Co.
siilTiTc'cl a scviTc allack- of illness lasl iiinnili.

\1 k j II. CAR.SO.M, of Ni'W York, iivt-sidnil of the- .Slerlinn-
.\lc-.ikcT (11., was ,•[ "Ri'vicw" calk-r la'-l inoiiili.

MK. II/\KI<^■ VV FUI.LICR has l.cni made assistant Ki''"Tal
Mian.iKcr of tlif North Jersey Street Ry.. of Jersey City.

MR. C. G. R.M.I. h'.NTYNE. general manager of the lioTK.liilu
R.ipiil Traiisil ^ Land Co.. is in St. I.onrs to imnhasc cars.

MI'.SSRS. JOHN C. DOI.l'll .AND H. l.KK HR.\G(;, of the
.Surliny N'.irnish Co.. of I'ittsbnrg, were "Review" cdlers recently.

.MR. 1;D\\'I.\ S. I1.\KTW[-:I.1. was last month nude vice-prcsi-
dinl of the Chicago Consolidated Tr.iction Co. sncceeding Mr. L.
S. Owsley.

MR 11 J WILSON IIUMBIRD has been elected a director of
llic t'limlierlaiid (Md.) Electric Railway Co., succeeding Mr, Lloy<l
Lowndes, resigned.

DR. 11. S rRITCHKTT of the United States Coast and Geodetic
Snrvey has l)een elected president of the Massacliuselts Institute
of Technology of Boston.

.MR. F. P. UNGICR, formerly of Charlestown. W. \'a.. has been
appointed manager of the Schuylkill I'raclion Co.. of Girardville.
Pa., succeeding Mr. K. W. .*\sh.

.MR. HF.RSCllL.l. .X. BENEDICT, electrical engineer of the
Hudson (N. \.) .Street Ry,. has been appointed chief engineer of
the United Traction Co., of .\lbany, N. V.

MR. B. \V. GRIST, formerly with the Pennsylvania Iron Works,
has been appointed general superintendent of Richie Bros. Testing
Machine Co.. 1424 N. Ninth St.. Philadel|diia.

DR. G. M. STILES, of Willianistown, Pa., has been appointed
superintendent of the Lykens & Williams Valley Railway Co.. of
llarrisbnrg. Pa., succeeding Mr. W. O. DeWitt.

MR. J. N. CONNOLLEY. formerly of Memphis. Tenn.. has
been appointed superintendent of the Little Rock (.Ark.) Traction &
Electric Co.. succeeding .\Ir. .\ndrew Collins, resigned.

MR. J. P. F,. CL.\RK. general manager of the Binghamton (N.
Y.) R. R.. will probably be noniinate<i for New York state senator
at the Rcpublicin convention to be lield on June J6th next.

MR. T. C. PENINGTON, treasurer of the Chicago City Rail-
w^ay Co. recently made a trip to Washington. D. C. with a delega-
tion from Medinah Temple of the Mystic Shrincrs of Chica.go.

MR. O. D. III-INRY. formerly superintendent of inslallalion for
the Lorain Steel Co.. has been appointed general suiK'riiUendent of
the Kansas City-Leavenworth Ry. with headquarters in Kansas
Citv. Mo.

MR. F. D. W.\RD. who has heretofore been general foreman of
the Lake Street Elevated shops, has been appointed general master
mechanic of the Lake Street and Northwestern Elevated system.
Chicago.

MR. ROBERT H.XRDIE. chief engineer of the recently organ-
ized Compressed .Vir Co.. of New York, and one of the best author-
ities on compressed air apparatus in the country, was a "Review"
caller last month.

MR. E. G. LONG, vice-president of the Peckham Truck &
Motor Co.. sailed for England on the I.aconia. on June 2d. with the
intention of spending two months at the Paris F^xposition. an<l in
making a continental trip.

.\IR. .\. C. II l-.l DI-.L1{|';|<0, formerly assistant superinlendenl of
tlie Chicago Cily Ry.. is with llic Mvlropolilan Street Railway Co.,
of Kansas Cily, Mo., and at present is in charge of special con-
struction for that company.

MR. TIIO.M.AS ELLIOTT, chief engineer r,i the .\ilanta Rail-
way & Power Co., of .Atlanta, Ga,, spent several days in Chicago
in the early part of June after having made a somewhat cxlcndeij
tour through the north central slates.

.MR. I'". C. RANDALL, who has represented the Chrislensen
ICngineering Co., of .Milwaukee, in the East for several years, has
opened an oflice at 1.35 Broadway, New York, in order to better

handli' iln- inin-.isiiu' lui-lii.-v- of the company.

MR. JOiC S. MI\.\R\' recently resigned as division super-
intendent t)l the St. Louis Traction Co. tr, take a needed rest during
the .summer. lie will return to St. Louis in the fall to take charge
of a manufacturing plant in which he is interested.

MR. C. VV. F"0(_)TE, formerly general manager of the Cincinnati
& .Miami Valley Traction Co.. writes us that he will take up his
residence at San Bernardino, Cal. Mr. Foote has accepted the po-
sition of general manager of the .Arrowhead Reservoir Co.

MR. S.\.\1U1CL GIBSO.N'. for 10 years superintendent of the
Madison Street Cable Ry.. of Seattle, Wash., resigned May .?ist,
having decided to retire. The employes of the company took this
occasion to present Mr. Gibson with a watch chain and locket.

MR. J. C. BONNER, of Toledo. C. inventor of the Bonner rail
wagons for facilitating the handling of freight on electric railways,
has been appointed by President .McKinley collector of customs for
the district of Miami. O., with headquarters at Toledo. Mr. Bonner
is a staunch Republican.

MR. L. H. FL.ANDERS. who has been an instructor in the me-
chanical laboratory of the .Armour Institute of TechnoIogy.Chicago.
has accepted a position in the Gas Engine Testing Department of
the Westinghouse Machine Co.. Pittsburg. The vacant instruclor-
shi]) will bo filled before the opening of school in September.

MR LOUIS H. MOUNTNEV. superintendent of the Ports-
mouth (\'a.) Street Ry., resigned on June ist to take a similar po-
sition with the Springfield (O.) Railway Co. Just before leaving
Portsmouth the employes of the road presented him with a hand-
some dress suit case, as a testimonial of their kindly feelings and
good wishes.

MR. S. S. NEFF has resigned as superintendent of the Union
I^levated Railroad Co.. of Chicago, (the Loop) to accept a position
with the Boston Elevated Railway Co. Before entering elevated
railway work Mr. XeflF was with the Great Northern as division
superintendent of the Pacific Coast lines, and more recently chief
engineer and superintendent of the Lake Superior & Ishpeming Ry.

MR. 11. P. WELLM.AN has been appointed general .superin-
tendent of the Ohio Valley Electric Railway Co.. which is a consoli-
dation of the Ironton tO.» Electric Light & Railway Co., the Ash-
land (Ky.) & Catlettsburg Street Railway Co. and the Consolidated
Light & Railway Co.. of Huntington. W. \'a. His headquarters
will be at .Ashland. Ky. Mr. Wellman is the inventor 01 ihe electric
headlight that bears his name.

MR. J. B. C.AHOON. who has just been elected president of the
National Electric Light Association, is also a street railway man-
ager of prominence. He left the employ of the General Electric Co.
in 1895 to become general manager 01 the electric light, gas. water
and street railway plants at Elmira. N. Y'.. and was engaged for the
next five years in developing these properties at an expense of over
half a million dollars. He is now located at Syracuse. X. Y.. as a
consulting engineer. Mr. Cahoon is a veteran companion of the
Military Order of Foreign Wars, by reason of service Hurine the
Spanish-.American War.

1^6

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

MR. VV. G. M'DOLE, auditor of the Cleveland (.O.) Electric
Railway Co., on May 19th accepted an appointment to the vacancy
on the Street Railway .Accoinitants' .Association's permanent com-
mittee on the "Standardization of Con.struction and Operating E-x-
pcnses;" this vacancy occurred on the withdrawal of Mr. 11. J.
Davies from street railway work, and was to be filled by the other
members of the committee. Mr. McDole has an enviable reputation
as a hard worker and has been a regular attendant at the conven-
tions of the association; he is thoroughly familiar with all the de-
tails of street railway accounting and will add to the strength and
influence of the committee. This committee now consists of Messrs.
C. N. DufTy, W. F. Ham. II. L. Wilson, J. F. Calderwood and W.
G. McDole.

< • »

OBITUARY.

MR. G. E. HERRICK, of Cleveland, died in New York on May
28th of pneumonia, aged 72 years; he was interested in the first
street railways of Cleveland.

THE FRIENDS OF Mr. Charles S. Leeds, president of the
Suburban Construction Co., Chicago, will regret to learn of the
death of his wife on June 5th, which resulted from an explosion of
gasoline at her home.

MR. H. J. TERMOHLEN, electrician and shop foreman of the
Rockford (111.) Railway, Light & Power Co. was instantly killed
while getting oflf a train on the C. & N. W. R. R. near Frecport.
111., on May ijlh. He leaves a wife and one child.

DR. TRUM.-XN W. MILLER, one of the foremost surgeons and
physicians in the Northwest, died at his home in Chicago on May
31st. He was connected with a number of medical institutions and
was surgeon in chief for the Chicago Union Traction Co.

MR. F. VV. WOOD, manager of the Los Angeles (Cal.) Railway
Co., died of consumption on May 19. Mr. Wood was born in 1853,
being a native of Wisconsin, and when 16 years old entered into
railroad work, being with the Kansas City & Memphis Ry. and the
Chicago & Northwestern Ry. In 1873 he removed to California and
since 1874 has resided in Los Angeles. His street railway career
began in 1886 with the Temple Street Cable Ry., of Los Angeles,
of which he was soon appointed manager. From that time until his
death Mr. Wood has been connected with the street railways of Los
Angeles.

«-•-♦

NEW PUBLICATIONS.

DIRECTORY OF GRADUATES from University of Pennsyl-
vania.— This book includes the names of all graduates from the civil,
mechanical, electrical and chemical engineering courses, since their
establishment at the University and will be sent on application.

CATALOG OF THE RAILWAY DEPARTMENT, of the In-
ternational Correspondence Schools, at Scranton, — The course de-
scribed in this pamphlet is under the management of Mr. W. N.
Mitchell, Manhattan Building, Chicago, 111., and is intended for all
grades of railroad employes who desire to secure for themselves
higher positions than they are now able to fill. The catalog con-
tains a number of fine colored plates reproduced from illustrations
in the instruction papers of the International Schools and showing
sections through the air-pump, and valves of an air-brake system.

THE APPLICATION OF MECHANICAL DRAFT TO STA-
TIONARY BOILERS. A paper read before the New England
Cotton Manufacturer's Association by Walter B. Snow. — This pa-
per has been reprinted in pamphlet form and may be obtained of
the B. F. Sturtevant Co., Boston, with the engineering stafT of
which company Mr. Snow is connected. The author points out
the low efficiency of chimneys as devices for moving bodies of
gases and then takes up the various methods of applying mechanical
draft as a substitute for, or auxiliary to, the chimney, with dis-
cussion of the method of arrangement and the cost. Drawings and
the financial results of a number of installations add to the value of
the paper.

INVESTOR'S MANUAL. Issued annually by the Economist
Publishing Co., 115 Monroe St., Chicago. Free to subscribers to
the Economist; single copies 50 cents. — In 1896 the Economist pub-
lished its "Street Railway Supplement" which gave complete his-
tories of the street railway corporations of the city, together with
maps of their respective systems. The following year it began the
annual publication of its "Investor's Manual" which presented in
convenient form all the important facts and statistical tables relating
to the principal corporations of Chicago whose securities were listed
on the Chicago Stock Exchange. The succeeding issues of the
Manual have been enlarged in scope and that for 1900, in addition
to the usual full treatment of Chicago companies, includes data for
the principal corporations of Kansas City, Omaha, Milwaukee, Min-
neapolis and St. Paul, and also a number of others. The total num-
ber indexed is about 400. The data are particularly full on the
Chicago street railways, and include maps.

A BRIEF HISTORY OF MATHEMATICS. Authorized trans-
lation of Dr. Karl Fink's Geschichte der Elementar-Mathematik, by
Wooster Woodrufif Beman, professor of mathematics in the Uni-
versity of Michigan, and David Eugene Smith, principal of the
State Normal School at Brockport, N. Y. The Open Court Pub-
lishing Co., Chicago. Cloth, m pages. Price, $1.50. — This book,
as explained in the author's preface to the German work which
was published in 1890, is intended to give students of methematics
a historical survey of the elementary parts of the science and enable
teachers to review connectedly points already familiar for the pur-
pose of utilizing them in suitable comments. The English title
given by the translators gives a better idea of the scope as the work
contains much that is not included in the elements as generally un-
derstood. The work is divided into five chapters treating, respect-
ively, of Number-Systems and Number-Notations, Arithmetic, Al-
gebra, Geometry, and Trigonometry. Each of these branches is
dealt with separately with the view of enabling the reader to get a
quicker and surer general survey of the subject. Dr. Fink's book is
believed to be the most systematic attempt yet made to write a
compendium of mathematics suitable for the use of those who have
not time or the knowledge of foreign languages necessary to study
larger treatises, and this translation will be welcomed by English
readers. Unlike most recent works of this character it does not
contain a store of anecdotes which, while interesting to read, are of
no historical value. The biographical notes, constituting an appen-
dix, have been arranged alphabetically, making them more con-
venient for reference. A well-arranged table of contents and a
complete index make the book easy to use.

REORGANIZATION AT LITTLE ROCK, ARK.

May 24th the stockholders of the Little Rock (.Ark.) Traction &
Electric Co. held their annual meeting and eflfected a reorganiza-
tion, electing J. A. Woodson, Oscar Davis, Charles F. Penzel, A.
Brizzolari, W. W. Dickinson, J. W. Blackwood and S. W. Ford-
yce as directors. The following day the directors chose officers as
follows: President, J. A. Woodson; vice-president, Oscar Davis;
secretary, George B. Rose; treasurer, Charles F. Penzel. The sec-
retary and the treasurer were re-elected.

The new president states than in event a renewal of its franchises
can be secured the company will at once expend about $100,000 in
improvements and renewals.

A WELL-KNOWN PAINT HOUSE.

The paint and varnish business of the Heath & Milligan Manu-
facturing Co., 170-172 Randolph St., Chicago, has been established
since 1851, The company makes paints of the highest grade and its
coach color department is one of the most complete in the United
States. The house makes a specialty of catering to the street rail-
way trade direct,and its wholesale distributing agents in every large
city from New York to San Francisco have occasion to supply
many of the largest street car companies in America with colors,
etc. These materials have proved very satisfactory. The various de-
partments are under the management of men who have been asso-
ciated with the firm for many years and experience means a great
deal in the making of paints.

Junk 15, lyoo. |

STREET RAILWAY REVIEW.

357

SPECIAL ATTRACTIONS P^OR JULY 4th.

Tlic I'liinlli III July is usually regarded l)y street railway managers
as llu' red letter day id the year as it is essentially the family outing
day of the calendar with all classes of American citizens and it has
become a custom with many companies to arrange for this occa-
sion special programs at their parks and pleasure resorts to cater to
and encourage this desire of the people to go somewhere and have a
good time. Of course a display of fireworks in the evening, more
or less elaborate as fits the size o^ the crowd to be expected, is
the main feature of the day, but it is possible to arrange other at-
tractions for the morning and afternoon hours in such a way as to
sustain interest for a longer period and in some instances encourage
double riding.

Mr. Chas. Rosencraus, manager of Pleasure Hay Park, Long
Branch, N. J., sends the following good program which will be car-
ried out at his resort. I'roni .' p. m. to ^ p. m. free vaudeville; .3 to
4. uraiiil nnisical concert; .( o'clock, lialloon ascension and para-
chute leap; 8 to 10. grand vaudeville entertainment; io:,30 p. m.,
grand fireworks display.

Halloou ascensions, parachute leaps, high diving and tight rope
walking always interest a crowd for a short time and will prove
profitable drawing cards. ICxhibitions of this nature can be re-
peated at intervals of say three or four hours during the day with
satisfactory results. Bicycle races are good but require a special
track. Grounds for foot races and amateur athletic contests are

A capital idea for a combination fireworks display and illuminated
water parade will be carried out by Mr, W. H. liakcr, manager of
the Waupaca (Wis.) Electric Light & Railway Co. At his park is a
beautiful body of water and on this a small steamer will be an-
chored about a quarter of a mile from the shore. Around this
steamer will circle a dozen or more private steam and naphtha
launches, decorated with lanterns and each towing three row boats,
also decorated and illuminated. The movement of the parade will
be controlled by signals from a Hagship. Men will be stationed c)n
the steamer and in each row boat with colored fire, ronian candles,
flower pots, skyrockets, etc., and at a given signal the display of
fireworks will commence. A band will be placed on the steamer.

It is a good idea to give the exhibition of fireworks on the water,
in some such way as this wherever it is possible. Without much
extra expense a fight between two home-made battle-ships, a "Hal-
tie of Manila" or the "Destruction of Cervcra's Fleet" can be easily
arranged and these panoramas can be made as elaborate as desired.
Blowing up the Merrimac is something of a chestnut but would
probably bear a revival for this occasion.

Where water is not available the same amount of fireworks will
make a much more telling effect if advertised as a "Battle o( San
Juan," "Storming a Block House in the Philippines," or some other
similar event.

A street railway company can make a very good impression on
the citizens of a town by a liberal display of bunting and flags on
the cars, and the occasion can be made an object lesson to the pco-

SUGGESTIOXS FOK L)KCOK.\TINC, C.\KS.

more easily procured and when the participants are locally known,
such events will not fail to bring crowds. It is often possible by
means of a little tact and engineering on the part of the manager to
take advantage of the good natured rivalry existing between two
local schools or societies, or between two neighboring towns and
arrange contests of this kind by approaching the proper parties and
oflfering inducements in the shape of grounds free or even prizes for
the victors. Novelty contests as three-legged races, backward walk-
ing races, steeple-chases and tub-races will arouse interest especially
when the contestants are students from rival schools or rival classes
in the same school. If it is thought advisable to attempt something
of this kind every means should be taken, by posters in the cars and
in other ways to appeal to and arouse the local spirit.

.V good suggestion is made by Mr. J. F. Porter, president of the
.Mton (111.) Railway, Gas & Electric Co. The population on his
line does not exceed 20.000 people so no effort will be made to fur-
nish expensive attractions, but his company has granted the privi-
leges of its park for the day to a local organization which will give
a picnic, advertising the event throughout the town and surrounding
country. The company is to furnish a brass band and fireworks.

pie to prove that the corporation does occasionally think of other
things than the declaring of dividends. Cases are on record where
a showing of patriotism or interest in local or national events on
the part of the company in some such way as this has been instru-
mental in creating a more friendly public sentiment toward the road
and its managers.

Where bunting is used at the parks or on the cars precautions
should be taken against possible fires. Most draping of this nature
can be rendered practically non-inflammable, without injury to the
fabric or color, by dipping in a solution composed as follows: Phos-
phate of ammonia, i lb.; chloride of ammonia. 2 lb.; water. i'4 gal-
lon.

The extent to which the decorating of cars is carried will of
course depend on the taste of the individual manager and also the
state of the company's treasury. Two or three tastefully decorated
cars run over the lines at frequent intervals during the day. and
two small flags on all the other cars will in many cases ser\e the
purpose.

We give herewith a few suggestions that may help the manager
in dressing-up rolling stock for this occasion. When decorating in

358

STREET RAILWAY REVIEW.

IVoL. X, No. 6.

ihis way it should be roiuembcrod Uiat a pleasing clifccl can be se-
cured by placing on top of the cars, boys and girls in tableaux, as
lor instance a little girl in red. white and blue and seated on a
throne as Columbia, with boys dressed to represent the U. S. army
and navy on either side. Three boys with files and drum as in the
famous painting "Yankee Doodle" make another good group.
Boys or men made up to imitate prominent characters connected
with the Spanish war or .American history, as Dewey. Sampson,
Washington. Lincoln, etc.. will usually awaken enthusiasm. Dis-
guises of this kind are obtainable at wig-makers or costumers in al-
most any enterprising city.

The Owosso (Mich.) & Corunna Electric Co. writes us as fol-
lows concerning plans for July 4th: "We have found by e.xpcrience
that to call the masses out for a Fourth of July celebration, the old
fashioned sports are the best: a lo-cent bowery dance all day: games
such as a tub race (our park is situated on a pretty river) or catch-
ing geese let loose in the water: having a greased pole extended
from river bank out over the water with Hag tied to the end and
giving a prize to the one climbing out and getting the Hag; a water-
melon or pie eating contest; day fireworks in the afternoon and
night fireworks in the evening: also a good vaiulcville show in tlie
evening."

THE COLOR LINE IN GEORGIA.

NEW ELECTRICAL PLANT IN QUEBEC.

Commercial .Vgent Johnson at Stanbridge. Que., writes the State
Department as follows;

"The Chambly Water & Power Co.. located 25 miles northwest of
Stanbridge. is about to add very largely to its present plant at
Chambly. In intends to develop additional power at St. Therese
Rapids, some ,? miles farther up the river. .At the present time, the
Chambly works have 7.500 h. p., but they will be made capable of
developing 20,000 h. p. The works at St. Therese will give an ad-
ditional 10.000 h. p. The extension of the old works will, it is ex-
pected, be completed this summer, while the new works will take
some 18 months tn finish."

SPECIAL CAR IN CLEVELAND.

The Cleveland Electric Ry. has recently put in service a beauti-
fully finished special car intended for the use of private parties who
wish to take pleasure rides about the city or for theater parties, re-
ceptions and other entertainments. The prices are as follows: Per
day on the Cleveland Electric Ry. tracks, $18; per afternoon. $12;
per evening. $15. Special arrangements will be made for excur-
sions to points out of the city that can be reached over the interur-
ban lines. The special car business of the company is in charge of
Mr. C. F. Bates.

« « »

A ROAD WANTED IN MICHIGAN.

A dispatch from Ionia. Mich., states that an electric line connect-
ing that town with Crystal Lake would prove a profitable invest-
ment. The lake is in Montcalm County, seven miles from the near-
est railroad station and about 18 miles from Ionia. It is about three
miles long and one mile wide in the widest part. Many people have
cottages near the lake and hundreds of others camp there during the
summer.

The road would pass through a thickly settled farming country
and four small towns, three of them having no communication with
the outside world except by wagon road. .\s all goods are teamed
to these towns the freight business of this electric road would be
a large item and the summer travel would be large.

.A regular coal carrying service will be a feature of the Saginaw
Southern Electric R. R.. which is to be built from Detroit to St.
Charles. Chesaning and Durand. Mich., touching about a dozen
coal mines en route.

About 50 linemen and repairmen employed by the United Rail-
ways & Electric Co., of Baltimore, arc out on strike for higher
wages. The company ha? succeeded in filling practically all the
places of the old men and is suffering but little inconvenience.

The city council of Augusta. Ga., has passed an ordinance re-
(luiring the street railway company to seat colored passengers in the
two rear seats, reserving the rest of the car for white passengers,
but allowing whites to occupy one or both of the rear seats if there
be more wOiite passengers than can be accommodated in the seats
reserved for them and one or both of the rear seats be vacant at that
lime, and also of allowing colored passengers to occupy more than
the two rear seats if the two rear seats are filled and there are vacant
seats in the front, but on no account whites and colored passengers
to be allowed to occupy the same .seats. Provision is also inade to
allow the street car company to reserve the two rear seats for
smokers, in which case the two seats immediately in front are to
be reserved for colored people.

Employes of the company are authorized by the state laws to as-
sign passengers to seats and have police powers to carry out the
section. The company already had regulations differing but little
froin the ordinance recently passed. This rule as to seating passen-
gers does not work smoothly as was shown by the arrest, recently,
of a white passenger who refused to take the seat assigned to him
because his clothes were soiled and he did not wish to sit near ladies.

The present agitation of the question is due to the fatal shooting
of a white man by a negro because the former would nut give up
his seat to a colored woman; the negro was lynched.

Negroes have boycotted the cars and the public sentiment is in
favor of entirely separate cars for the two races.

NEW ROAD IN MASSACHUSETTS.

A new electric line is approaching completion in Massachusetts
and it is hoped to have it open by July 1st. The road extends from
Lawrence to Reading. io'/> miles: the track is laid w'ith 6o-lb. rails.
The cars are of the is-bench open type equipped with G. E. 67 mo-
tors. The power house has Cahall boilers, two 350-h. p. engines
made by the Slater Engine Co., Warren, Mass.. and two 22S-kw.
General Electric generators. The officers are: President. C. F.
Woodward; vice-president, M. J. Warner: superintendent and pur-
chasing agent, C. D. Shepard.

NORTHWESTERN ELEVATED, CHICAGO, TO
EXTEND SERVICE.

There is now under consideration by a committee of the Chicago
city council a plan whereby the residents of Evanston and other
northern suburbs of Chicago can have rapid transit. An agreement
has been reached by the Northwestern Elevated and the Chicago,
Milwaukee & St. Paul companies by which the former can use the
suburban tracks of the latter north of Wilson Ave., the terminus of
the elevated line. There is an incline at this point to reach the sur-
face yards of the company and it would lie a very simple matter to
connect with the St. Paul tracks.

President Louderback. of the Northwestern Elevated, says con-
cerning the plan:

"We are an.xious to have a complete express-train system through
Evanston finished as soon as possible. Citizens along the north
shore are anxious to have this system-, and.-we^want to give it to
them. We will do anything to accommodate the people. This ex-
tension would prove of immense benefit to north-shore citizens,
who would get rapid transit and cheap fares, instead of being
obliged to depend upon the suburban train service which they now
have."

QUOTATIONS ON TRACK MATERIAL.

Steel rails of standard sections in lots of 200 tons and over are
quoted f. o. b. Pittsburg. $35. Chicago prices for T-rails in (jo ft.
lengths. $37: in 30 ft. lengths. $35. .Angle bars are quoted at $1.80:
spikes. $2.20: bolts. $2.90. Relaying T-rails are selling at Pittsburg
at $28 per ton. Girder rails are ([uoted at $42 to $44 for ,^0-ft. and
60-ft. lengths.

Cedar ties may be inirchased at Menominee. Mich., at the follow-
ing prices: 5 x sJ-^ in. x 7 ft., 25 cents; 5 x 6 in. x 7 ft., 28 cents.
Yellow pine ties arc sold at New York as follows: 7x9 in. x Syi ft..
65 cents: 6 x 9 in. x 8 ft.. 60 cents; 6x8 in. x 8 ft.. 55 cents.

June is, lyoo,]

STkEET kAIJAVAY KLVJEW.

.'^59

HALF FARES.

Tlir Jdhnslouii (I'll I r.isscii^jcr KMihv:iy I'n. will Imild ;i m-w liiii'

Ici VVillrll.r.

riu' 1 )iim r (,'ily Iraiiiway L'(j. is nuw liaviiiK Ui IikIh 'Ih' iicw>-
liiiv-lraiisfci' evil. •

ll is ciinrKliiilly incilicu-d llial ilk- Oraml Rapids iMiidi.), Holland
\' Lake Michigan clcctiif liru- will l)i' in npiTaliun tiy ()clnl>cr i^I.

Tliirly five new ■ipcii cars wvrv lUdiMMc-d to ilu- Syracuse (N.
\.) Rapid '^l■an^it Co. last nioiilli.

Coiisiniction wi>rk mi tlic line ol ilic UiinkirU (N. Yj & I'oint
(iiatini 'I'raclioii I'o, was 1)c^;lMl June 4tli.

'Idle Syracuse (N. \.} Rapid 'rrausit Railway Co. has conmieuced
l)uildiu^; a lliealer al il^ park; it will seal l.JiX) pel^ple.

Coiislructiou work was fiuislied lasl week on llie Miiiilville
(Conn.) Sireet Ry. belwecu Norwich and New London.

The name ol ihe Collins Park & Belt Railway Co., ol .\ilanta.
(la., has lueii cli.in>;ed to the Atlanta Rapid Transit Co.

The Toledo Traction Ban<l on Decoration Day surprised the in-
mates at the infirmary by giving a concert for their benefit.

About $180 worth of ground return wire was stolen from the
tracks of the Northern Ohio Traction Co. at Akron, on the night
of May i8th.

Axi eflfort is being made by a few dissatisfied citizens of Columbus.
().. to have the common council revoke the franchises of the Co-
lumbus Railwav Co.

The property of the Toledo (O.). Fremont & Norwalk Electric
Railway Co. has been appraised for taxation at $1,000 per mile in its
unfinished condition.

The trial of the persons charged with conspiring to depress the
market value of Bro(d<lyn Ra|iid Transit securities has been post-
poned until June iSlh,

The Crand Rapids (.\licli.l R.ailway Co. will cast-weld its track
joints, and is now building a sand hl.isl machine for cleaning the rail
ends, and a portable cupola.

Three nun were convicted last month on a charge of stealing
from the Chicago Consolidated Traction Co. several rails that had
been piled along the tracks.

.\ Chicago street car recently collided with and overlnrned a
wagon loaded with 17 carboys of sulphuric acid: the fire department
was called out to flush the street.

.•\n effort is bein.g made to have the Toledo Traction Co. carry
firemen free, but thi^ the company refuses to do unless the city
makes certain desired concessions.

The stu<lents of the Kentucky State College at Lexington have
completed a survey for an electric railway to connect Xicholasville
and Lexington, a ilistancc of IJ miles.

Several altered bills have been passed on Cleveland street car
conductors. The bills are U. S. treasury notes of $2 denomination.
which have been cleverly raised to $5.

The General Electric Railway Co.. of Chicago, has again been
enjoined from laying its tracks in Plymouth Place and across the
tracks of the Chicago & Grand Trunk Rv.

Thieves at Cleveland last month stole six gongs from a number
of new street cars tliat had been left standing <in a railroad siding.
They also stripped the cars of brass trimmings.

(iross passenger earnings of the Chicago L'nion Traction Co. (or
.May were ^147. .U7, an increase of $^5,465 over the carnincs of the
.Vorth and West Chicago systems in .May, iKgi/

Owing to an accident on the lines of the Beaver Valley Traction
Co,, of Heaver Falls. Pa,, a coroner's jury recommends that fenders
lie pl.'ic ell on all cars belonging to the com|iany.

The Cohnnbns (O,) Sireet Ry. has a rule that only two polieenirn
may ride free of cliargc on any one car; this docs not apply to
members of the force above the rank of patrolman.

.Mr. ,\. G. (jrant, owner of the Grove City & Green Lawn Street
Ry.. of Columbus, O.. has obtained permission to change the name
ol the road, and alter the gage to make it 4 ft. K'/S in.

On May J,vl. a freight train on the Baltimore & Ohio R. R.
crashed into a Philadelphia electric car, containing more than a
hundred wfirkmen. Four of the passengers were injured.

The Plattsburgh ( N, V.) Traction Co. reports for the (piarter
ending .Mar. .it. 1900: Gross receipts. $2..y9; operating expenses,
$J.f)74; deficit. $,?.s.S; fixed charges, $1,470: net deficit. $1,825.

learnings of the .Market Street Railway Co., of San Francisco,
for the year ending Dec. .?i, 1899, were: Gross receipts. $3,674,127;
total expenses. $.1,178,006; dividends paid, $446,808: surplus, $49,312.

President Fricker. of the Pennsylvania & Ohio Railway Co.. Ash-
tabula. O., recently entertained the city officials of Ashtabula and
Conueaut; after a trip over the line they were his guests at dinner.

On the (iiieen's birthday the Montreal Street Ry. had one of the
busiest days it has ever experienced. The total receipts were
$6.goo, an increase of nearly $2,000 over the corresponding day last
year.

Conductors and niotorinen of the Decatur (III.) Traction &
IClectric Co. last month received handsome new uniforms. On the
collar of each coat in bright gold letters arc the initials "D. T.

& K. Co."

Through the courtesy of the Metropolitan Street Railway Co.,
of New York, 100 members of the New York Electrical Society
on May 25th inspected the new power house at 95th St. and the
Hast River.

.\t a recent meeting of the United Railways & Electric Co., of
Baltimore, it was decided to pay the semi-annual interest of 2 per
cent on the income bonds, and a dividend at the same rate on the

preferred stock.

.\t the opening of the Ocean Electric Ry. from Far Rockaway.
I.on.g Island, to the ocean, citizens insisted upon drawing the first
car themselves, in order to express their satisfaction over the com-
pletion of the line.

Richmond. Va.. proposes to levy a graduated tax on the gross
earnings of electric railways. 3V1 per cent up to $200,000. 5 per cent
up to $300,000. 7 per cent up to $400,000. and 10 per cent when in ex-
cess of that sum.

.•\ motor car that was pushing a gravel car up a steep hill at
.\kron. O.. in some unaccountable way became unmanageable and
ran down the hill, causing the death of three men and serious in-
juries to three others.

The Supreme Court of Pennsylvania decides the city of Pitts-
burg has the right to exact bridge tolls from traction companies
under old contracts, even though the bridge has been made free
to the general public.

On Sunday, May 13th, nearly 2.000 people were carried by the
Columbus. Grove City & Green Lawn electric line between Colum-
bus and Grove City, the occasion being the opening of Buelah
Park at the latter point.

360

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

Two companies are endeavoring to secure franchises lor roads
from Grand Rapids, Mich., to Grand Haven. One company is
promoted by T. F. Carroll, of Grand Rapids, and the other by 1.
r. Cilley, of the same city.

The Newark cN. J.) & Hackensack Traction Co. on the night of
May 2jd stole a march on the North Jersey Street Railway Co. by
building tracks across a strip of disputed land during the hours be-
tween midnight and dawn.

A committee has been appointed by the Little Rock (Ark.) com-
mon council to report upon the charge that the Little Rock
Traction & Electric Co. had, during the recent strike, violated
certain provisions of its charter.

The Toronto Elevated Railway Co. has been organized to build
elevated roads in the city of Toronto, Ont. It is hoped in this
way to nulify the exclusive franchises for the surfaces of the streets
owned by the Toronto Street Ry.

The commissioners of Madison County, (J., have granted a fran-
chise to the National Traction Co. Objection to the action was
made by the Columbus, London & Springfield Railway Co. which
already has franchises for Franklin County.

The Louisville (.Ky.) Ry. is enjoying the most prosperous period
in Its history. It is earning 7 per cent on its common stock and is
paying but 4 per cent dividends, the surplus being held in reserve
or turned back into the property in improvements.

Mr. John E. Jlills, of Port Huron, Mich., informs us that the
Lansing (Mich.), St. Johns & St. Louis Electric Railway Co. in
which he is interested, has satisfactorily arranged all preliminary
matters and the road will be completed this summer.

A street railway company in Ohio advertises its park in the local
papers as follows, the notice being run in the reading columns:
Free! Free! Free!
Bring your baskets and spend Sunday at Cascade Park.

Contracts lor the erection of a power house and car barn at
French Village, 111., have been let to C. H. Way, of East St. Louis,
by the Mississippi Valley Transit Co., a new company recently
formed to build a road from French Village to Collinsville.

The Metropolitan Street Railway Co., of New York, reports gross
earnings from passengers for the quarter ending Mar. 31, 1900, at
$,3,268,260, an increase of $418,365 over the first quarter of 1899;
operating expenses were $1,572,436, an increase of $101,799.

Plans for an extensive electric railway system which will connect
all the towns of the Monongahela Valley in western Pennsyl-
vania have been perfected. Among the promoters are L. G. Woods,
J. H. Gross, John Hoffman, J. H. Mellon, all of Pittsburg.

A "Street Railway Stake" was one of the features at the Nash-
ville (Tcnn.) race tracks recently. The Nashville Railway Co. do-
nated a portion of the prize money as a matter of advertisement for
bringing the street railway lines prominently before the public.

.As soon as a franchise is secured from the British Columbia par-
liament, work on a tunnel through Chilcoot pass will be begun
by the Chilcoot Co.. which it is said, will expend $2,000,000 in
the work of building an electric railway from Dyea to Whitehorse.

Because the Niagara (Ont.), St. Catharine's & Toronto Ry., re-
cently operated by steam, has equipped its lines with electricity, the
Michigan Central R. R. will no longer exchange passenger and
freight traffic, it being the company's policy not to deal with trolley
lines.

Rumor has it that the North Jersey Street Railway Co. is nego-
tiating for the purchase of the Camden, Gloucester & Woodbury
Ry., the Elizabeth Street Ry., and other street railway properties
in Eastern New Jersey. The officials interested have thus far denied
the reports.

The Bay City (.Mich.; City Council contends that cheaper fares
would increase the gross receipts of the local street railway com-
pany. The Bay City Consolidated Railway Co. in order to test
the truth of the statement will sell six tickets for 25 cents, for a
limited period.

The Chicago City Railway Co. will issue $500,000 new capital
stock on October ist. Stockholders of record September 15th will
have the privilege of subscribing at par for the new shares. The
directors of the company have also declared the quarterly dividend
of 3 per cent, payable June 30th.

The Grand Rapids (Mich.) Railway Co. has issued a 16-page
folder entitled "How to See Grand Rapids." A map of the lines
occupies two of the pages, which are 3J/2 x 6'/^ in., and on each of
the other pages is a half-tone cut, 4 x 2^ in., showing views at
the resorts reached by the company's routes.

President Roach, of the Chicago Union Traction Co., has re-
scinded two important rules of the company. One of these required
employes to take out an indemnity bond. The men hereafter may
go where they please for uniforms and the money paid in by each
man as an indemnity bond has been returned.

By the recent completion of a short stretch of track between
Roselle and Elizabeth, N. ].. it is possible to make the trip from
New Brunswick to Jersey City by trolley in 4 1-3 hours, the fare
being 55 cents or 35, cents cheaper than the Pennsylvania R. R.
charges for the same trip. The distance is 32 miles.
♦ ' »

NEW SUPPLY HOUSE.

The firm of Fowler & Robert, with headquarters at 149 Broadway,
New York, reports that it is now making and selling all the sup-
plies formerly made by the Lewis & Fowler Manufacturing Co., and
the reorganized corporation, the New York Street Railway Supply
Co., of Brooklyn. One of its leading specialties will be the Lewis &
Fowler registers, new and repair parts for same including dials,
register drums, springs, castings, pawls, register locks and keys,
and ringing devices (strap or rod). The firm will also rebuild
Lewis & Fowler registers, incorporating the numeral totalizer re-
cording up to 100,000.

Other supplies carried by the new house will include repair parts
for Lewis & Fowler electric snow sweepers; Lewis & Fowler car
heaters, grates, fire brick, etc.; all styles car trimmings, curtains,
etc., for Lewis & Fowler and other cars; ratchet brake handles; up-
per and lower brake guides, car gongs, bronze nuts for dash and
body grab handles, roller sheaves and brackets, gray iron castings,
brake shoes, etc. The members of the firm are J. W. Fowler and
L. E. Robert, formerly of the Lewis & Fowler Manufacturing Co.
Both of these gentlemen have had 20 years' experience in the mak-
ing and handling of street railway supplies and specialties.
< » »

CT RECEIVER FOR CHICAGO ELECTRIC
TRACTION CO.

June 13th the United States Circuit Court appointed Mr. Charles
Henrotin receiver for the Chicago Electric Traction Co. The ap-
plication was by the Manhattan Trust Co., of New York, and Unit-
ed States Senator John Kean, of New Jersey, trustees for the holders
of $650,000 of gold bonds issued in 1889. Attorneys for the com-
pany concurred in the petition and we understand the proceeding
is agreeable to all parties in interest. The receiver will complete
the substitution of the overhead trolley for the storage battery sys-
tem of traction and operate the road.

MIDNIGHT FLYER TO ST. LOUIS VIA THE
■WABASH ROAD.

On and after June 3d a new Wabash train will leave Chicago at
11:30 p. m. and arrive at St. Louis 7:56 a. m.; returning this train
will leave St. Louis 11:30 p. m. and arrive Chicago S:oo a. m.
Two other fast trains via the Wa'bash if this does not suit you.
All equipment up-to-date. Write or call for maps and time sched-
ule. City Ticket Office, 97 .^dams St.. Chicago.

June is, 1900]

STREET RAILWAY REVIEW.

^(^l

TIIK SI'KKK CAKliON CO.. „f St. Mary,, I';.., b..I„-ves that
goo.l carbons can be s<.l<l at rcasonabl. prias, an,l ,1 ,\ ,,„iim,k its
bcbc'f into practice.

TIIK I'laKli.V.M TRUCK & MOTOR C(J, has an exhibit at
the laris ]<..xposition comprising six types of single and d.nible
trucks and two types of the Price friction brake.

TlIE R, WOODMAN MANUFACTURING & SUPPLY CO
of Boston, Mass., reports that it is now filling some very large or-
ders for punches and badges for the street railway trade.

VVKI.LS I'ORTAHLli LIGHTS are being u.scd in large numbers
by the British army in South Africa, and at St. Helena, for lighting
up the enclosures where Hoer prisoners are kept and in cmslruc-
tion work.

Till' Kl.lvCTRlC RAILROAD SYNDICATE, capital $1,900,-
000, has been incorporated in Iowa to build and equip electric lines.
Stephen H. ICmniens and Newton VV. Emmons, of New York, are
two of the directors.

THE BURT MANUFACTURING CO., of Akron, O., has made
recent shipments of Cross oil filters to the Carnegie Steel Co., the
American Steel Hoop Co., American Sheet Steel Co. and the
American Tin Plate Co.

THE ELECTRIC TRIPARTITE STEEL POLE CO., of New-
ark, N. ]., with a capital of $100,000 has been incorporated to build
steel poles for electric railways. W. E. Page, of Franklin, and S. C.
Martin and G. V. A. Conger, of Belleville, are interested.

THE EDWARD P. ALLIS CO., of Milwaukee, reports among
Its large orders received last month, one from the Cleveland Elec-
tric Railway Co. for a 3,000-h. p. vertical cross compound engine,
and one from the Midvale Steel Co. for a horizontal cross com-
pound engine of i.ooo h. p.

MR. CHARLES AUSTIN BATES, the well-known advertising
expert, is sending out a small pamphlet in colors, illustrating the
Charles Austin Bates Building to be erected at Longacre Sq., New
York. The building will be 17 stories high and will be devoted en-
tirely to Mr. Bates' advertising business in all its branches.

THE INTERNATIONAL CORRESPONDENCE SCHOOLS
at Scranton were first thoroughly organized and placed upon a per-
manent basis in 1891 with about 1,000 enrolled scholars. In the
short period of nine years, the schools have enrolled 175.000 stu-.
dents, which number is increasing at the rate of 9.000 per month.

MINTOSH, SEYMOUR & CO.. of Auburn. N. Y.. announce a
change in the copartnership. Mrs. J. Elizabeth Mcintosh has sold
her interests and severs her connection with the firm. It is also an-
nounced that Messrs. William B. Morrison and William I. Kerrey
have each purchased an interest in the business and have become
active partners.

THE HYDRAULIC PUMPS made by the Watson-Stillman Co.,
204-210 East 43d St., New York, are described in a new catalog is-
sued by the company. A special feature of these styles is the plac-
mg of all valves above the cistern top. where they may be examined
or repaired without displacing any other parts than the bonnets
over each one.

KOHLER BROTHERS, of Chicago, have the comract for in-
stalling 48,000 It. of r,500.ooo-c. m. copper feeder cable for the South
Side Elevated R. R. This constitutes an additional feeder line from
the power house to the Union Loop and to the terminus at Stonv

mmmm^mwmMGwm^mssm

€,^.

a^i^

Isl^Mi.l Ave. an<l 6.,d St., and was necessary because of the larger
.."uiber o cars operated. G. W. Knox, manager of the railway de-
l.artnient for K.,hler Bros., has charge of the work

lllL <,REEN ENGINEERING C(J.. of Chicago, has recently
closed orders for Green traveling link grates as follows: Metropoli-
tan Street Railway Co., Kansas City, Mo., 3,000 h. p.; St. Louis
Transit Co.. 7,000 h. p.; Sharon Steel Co. (second order;. 5000 h p
During the last eight months the company has made sales of gratej
for 40,000 h. p. of boilers.

HIE NEW PROCESS RAW HIDE CO.. of Syracuse N Y
has just published an interesting booklet on its gears, pinions' and
bushings which are the result of ,0 years of experience and experi-
M.en . The catalog contains a number of very strong testimonials
and bears the company s motto: "As is steel to iron, so is "New Pro-
cess raw hide to all other raw hide."

f. .. p ,f ^°^^' °' Springfield, 111., have closed contracts
with the Pueblo (Colo.; Traction & Electric Co. for a 3so-h p
four-ported tandem compound Ideal engine to be direct connected
"generator. I'he firm of Ide & Sons is publishing several new
ea alogs and pamphlets on Ideal engines that will be of interest and
value to all engineers and steam users.

THE SIMONDS MANUFACTURING CO.. of Pittsburg

reports that its gear business has grown to such proportions as to
make it necessary to run the works day and night. The company is
now installing new and improved gear cutting machinery, which will
increase its factory output 30 per cent, and enable it to take still
better care of its customers than it has in the past.

THE J.^CKSON & SHARP CO. has made the first delivery on
an order for 40 42-U. open cars from the United Power & Trans-
portation Co., of Philadelphia. The company has also made the
final shipment of an order for 20 cars to Seattle. Wash. To protect
these latter cars en transit, they were each enclosed in a specially
constructed box resembling an ordinary box freight car.

THE INTERNATIONAL BOILER COMPOUND CO
maker of solid, liquid and powdered boiler compounds, claims that
Its compositions prevent and remove scale, preserves the iron in-
crease the capacity of the boiler, and save a large percentage of
uel. It IS also guaranteed that International compounds are free
from all acids or other materials eflfecting a corrosive or injurious
reaction on the boiler metallic surfaces.

THE MICA INSULATOR CO. has branch offices where its
goods are carried in slock at Cincinnati, under the management of
the Monroe Brass & Wire Co.; at St. Louis, under the management
of A. S. Partridge: at Cleveland, with the George Worthington Co.:
and at San Francisco, under the management of the Brooks-Follis
Electric Co. These connections enable the company to quickly and
easily distribute its materials in the respective territories

THE GREEN FUEL ECONOMIZER CO.. of Matteawan N
\ .. has been awarded a contract for wharwill be the largest •nstalla-
tion ot economizers ever attempted. The order is given bv the
Manhattan Railway Co.. for its loo.ooo-h. p. plant in process of
erection at 74th St.. and East River. New York Citv. This order
speaks well for the confidence held by the Manhattan engineers that
the Green Fuel Economizer Co. is able to live up to all it guar-
antees.

J. A. FAY & CO.. of 557 to 577 West Front St.. Cincinnati
makers of wood-working machinerj-. have just issued a verv- hand-
some and complete illustrated catalog of 394 pages, showing the
d.flFerent machines they build, and they will be pleased to forward on
application a copy to any firm or individual who is interested in this

362

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

class of machinery. .V large number of the machines described
have been patented in 1900, and embody the latest designs and in-
ventions in the wood-working industry.

SANS SOUCI PARK OPENED.

MR. THOS; G. GRIEK, for a number of years advertising-man-
ager of the Western Electric Co.. Chicago, has resigned and taken
ortices in the Williams Building, 200 Monroe St,. Chicago, where he
will represent several well-known houses, including the Nungcsser
Electric Battery Co.. of Cleveland, the Wirt Electric Co., of Phila-
delphia, and the Dicke Tool Co., of Downer's Grove. 111. The
"Review" joins with Mr. Grier's many business acquaintances in
wishing him complete success in his new work.

.MR. K. J. DOWN, founder of the firm of Laing. Wharton &
Down, of London. Jias severed his connection with this concern to
establish a business of his own in London, for supplying electric
traction and lighting specialties, Mr. Down has been connected with
the electrical industry for 17 years and has the credit of first intro-
ducing into Europe, the Thomson-Houston system, and Okonite
cables. He also obtained lor Laing, Wharton & Down the Euro-
pean agencies of J. G. Brill Co., the Walker Co.. and the Forest City
Electric Co. His many friends in .\merica and Europe will wish
him every success in his new undertaking.

THE J. G. BRILL CO. has recently issued a circular, No. 65,
descriptive of its sprinkling cars. The principal advantages of
sprinkling the tracks are three in number: the increased pleasure
riding which follows with abatement of the dust nuisance, the de-
creased wear of bearings by keei)ing the grit and dust out of them,
and the improved electrical contact between wheels and rails when
the latter are washed clean or are damp. These have been widely
recognized by the managers of both urban and interurban roads.
The Brill company is now making single truck sprinkling cars of
1,800 or J. 500 gallons capacity, the latter being the standard, and
double truck cars of 5.OOO gallons capacity.

MR. C. J. SMITH, known as Smith of New York, maker of car
head lights and lamps, returned last month from a three months'
trip abroad, having visited in order. Italy, Germany, France, Eng-
land and Ireland, and secured substantial orders for his line of
goods. Mr. Smith reports increased activity in street railway build-
ing in all these countries. He says that in Rome and throughout
France the street railway business is being developed largely by
Belgian engineers and very much of the equipment is of Belgian
make. The office and shops of the Smith lamp works, at 350 Pearl
St,, have recently been improved by the placing of plate glass fronts
on two sides of the ground floor: new floors have been laid and new
machinery of modern design has been installed in place of part of
the old equipment.

.•\N ENGINE BUILDERS' .\SSOCI.AlTION has been formed
among the prominent builders of automatic cut-oflf engines in the
United States. The objects of the organization are the promotion
of the interests of the engine trade by the advancement of engineer-
ing knowledge among steam users; cultivating a better acquaintance
among members of the engine building fraternity; co-operation in
matters of mutual interest; comparing and standardizing methods;
and improving the condition of employes and the service to the
public. The officers for igoo are: President. J, E. Sweet. Straight
Line Engine Co,. Syracuse. N, V,; vice-president, W, M. Taylor,
Chandler & Taylor Co.. Indianapolis; treasurer, H. L, Ide, .■\. L.
Ide & Sons, Springfield, 111,; secretary. S, F, Bagg, Watertown En-
gine Co.. Watertown. N. Y.

THE .MORRIS ELECTRIC CO.. 15 Cortlandt St., New York,
has within the past few weeks received orders from foreign coun-
tries for electrical e(|uipments and supplies aggregating $500,000 in
value. These include the contract from the Havana (Cuba) Elec-
tric Railway Co. for feed wire to the value of $200,000: 45.000 ft. of
iron stranded wire and 100.000 ft, of plain wire: 2.200 iron trolley
poles, valued at $85,000; 60 carloads of terra cotta conduits; and all
the brackets and other supplies for 54 miles of overhead work.
Other orders have been received from the Mexico City Electric Ry..
the Lisbon Tramways Co.. of Lisbon. Portugal. I. & O. Branifl &
Co.. of Mexico. Sao Paulo (Brazil) Electric Light & Power Co..
Buenos Ayres (A, R.) Electric Tramway Co,. Laing. Wharton &
Down, Ltd., of London, and from South .Africa and Italy.

.Sans Souci Park, Chicago, was opened for the sumnter season on
May J7th, .Mthough the weather for the first week was stormy the
average attendance since the opening day has been very satisfactory,
proving that this South Side resort is as popular as ever. The at-
tractions for the first part of the season include light vaudeville,
Chicago Marine Band, a camp of Indians, shooting galleries, tem-
ple of palmistry and others. The most noticeable change about the
park is the removal of the circular band stand that was formerly lo-
cated near the front of the Casino and the erection of a new one at
the west side of the grounds. This arrangement greatly improves
the general appearance of the park. The park during the coming
season will be under the management of Mr, .Alfred Russell. Sans
Souci was described in the "Review" for Mar. 15, i8qr). page 202,
and June 15, 1899. page 422.

INCREASED WAGES FOR EMPLOYES.

The .Milwaukee Electric Railway & Light Co. on June ist volun-
tarily increased the pay of motormen and conductors approximately
one cent an hour. L'nder the old scale the men for the first six
months received 15 cents per hour; for the second six months, 16
cents; for the second year, 17 cents; and an increase of one cent per
hour for each succeeding year until after the fifth year of their serv-
ice when they earned 20 cents per hour. The new rule gives the
men 17 cents per hour during the first year, 18 during the second, 19
during the third and 20 during the fourth year and thereafter.
.About 600 men are aflfected by the change.

Employes on the Albany division of tlie United Traction Co., of
.Albany. N. Y,. will hereafter receive the saitie wages as are paid
to the Troy division men. The scale is 20 cents an hour for regu-
lars and iS'/z cents for all trippers.

The Columbus (O,) Railway Co, on May 23d raised the wages of
its 400 motormen and conductors as follows: the three-months men
from 15 to I5>;4 cents per hour; the nine-months men from 15^ to
i6!4 cents. Employes that have been with the company for one
year or over will receive I7!'4 cents per hour,

.A new scale of wages has been put in force by the receivers of
the Superior Rapid Transit Co.. of West Superior, Wis, The men
formerly received 14 and 15 cents per hour according to the term
of service, but will now be paid 17 and 18 cents per hour.

The Sacramento (Cal,) Electric Street Ry. on June ist increased
the wages of its trainmen. Hereafter, men who have been in the
service less than two years will receive 18 cents per hour; those who
have served for more than two and less than five years, 19 cents;
lor from five to eight years. 20 cents; more than eight years, 21
cents.

The Pawtucket Street Railway Co.. of Providence. R. I., has re-
duced the nimiber of hours of work required of employes from 12
to 10' _. per day. No reduction is made in wages.

C, H. & D. HOMESEEKER'S EXCURSION.

On June 19th the C. H. & D. Ry. w-ill sell special e.>ccursiou tick-
ets to those desirous of seeking homes in the West, South an<l
Northwest. Call on nearest C H. & D. agent for particulars.

THROUGH COLORADO.

The "Scenic Line of the World," the Denver & Rio Grande R,
R,, offers to tourists in Colorado, Utah and New Mexico the choic-
est resorts, and to the trans-continental traveler the grandest scen-
ery. Two separate and distinct routes through the Rocky Moun-
tains, all through tickets available via either. The direct line to
Cripple Creek, the greatest gold camp on earth. Three trains each
way daily with through Pullman palace and tourist sleeping' cars
between Chicago. Denver. San Francisco and Los Angeles, and
Denver and Portland. The best line to Utah, Idaho, Montana. Ore-
gon and Washington via the "Ogden Gateway." Dining cars
(services a la carte) on all through trains. Write S, K, Hooper, G.
P. & T. A., Denver, Colorado, for illustrated descriptive pamphlets.

JrNis 15. 11/10, 1

STREET RAILWAY RKVIRW,

363

CHAS, J, MAYER,

President.

^p,\ER& ENGLi/iVft

A. H. ENGLUND.

Scc'y Ir Trc4t.

CABLE ADDRESS:

"MAYLUND" Philadelphii.
A, B, C. Code, 4th Ed.

^ 10 SOUTH TENTH STREET,
PHILADELRHIA, R/\.

NBW VORK OFFICE:
85 LIBERTY STREET.

Electric Railway Material and Supplies of Every Description.

We arc exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

R. D. NiiUall Ci).,

(Irars. I'iiiii.ii^. Itrariiit's, TiMlli.y^. K
Van Wajjoner iSt Williams Hardware Co.,

Driippi'd riirt'i-il Cii|>|»t Coniniulamr Scu'i
The Protected Rail Bond Co.,

••l'riJU-cl|.(l" Kli.xilili- Rail H.iiiils.

American Electric Heatin),' Corporation,

KU'Ctric Car Hi'aUT^ ,if Evt-ry Dcsitri
Cliisliolm & Moore Manfff. Co.,

Mtmrt-'s Cliaiii Uiiisi^,
New York & OiiioCo.,

"racliai-il" Iticaiulcsceiu Lamps.

Allegheny, Pa.
Cleveland, f).

U'ril...
Philadelphia.

Boston, Mass.

Cleveland, O.

Warren, O.

The International KeKikter Co., Chicaco. 111.

Siiik'lc ami Di'ultli* Farr Hvifi^lvfi.

W. T. C. Macallen Co.. Ilonton, Ma>.«.

Standard 0%-».rlii'ad Iii'.ulaiiifi.' .Malcrial.

Bradford Belting Co.. Cincinnati. <).

"M.iiiarcli" IiiHuUiiiiir I'aini.

Sterling Varnish Co.. Pittubufff, I'a.

SuTlirnr Ni'w I*ri,i:c,.,» Insulatinir Vanii*li,

Carton Daniels Electric Co., Keokuk. la.

tiarioit Liirtiiniiiir Ar^t'^tl'^^.

D. & W. Fuse Co., Providence, K. I.

EnclOM-d Non-ArchiaK Fuacs.

■ ?"rA!?P!'W*»''* Special Atrents: Amekican Ei.KCTKicAr. Wokks, Providence, R. I. OH^a^^^M

We carry the largest stock in this country of Strictly Electric Railway Material.

Wc arc now occup^irifr our entire building', five floors and basement.

Special Attention Given to Export Buslneiss.

Send for Oettalogues.

NEWS NOTES.

i--KA\ciiisi-:s .\sKi-:i).

C'OT.rMByS. ().— The Central Market Street Railway Co., which has been
newly 'organized, has filed an application for franchises through Columbus
streets with the city clerk. The application is signed by Dr. S. 11. Martnian,
who is the principal promoter of the enterprise.

C.VMDKX. \. J.-F. K. llanisell. C. H. It. Martin and \V. K. Eidell have in
corporated the Cnited States Electric Railway & F.ight Co. to construct and
ciiuip electric railways. The company is cai>italized at $125,000.

I'"()\l) DC LAC. WIS.- The Wisconsin Rapid Transit Co. has been incor-
porated with a capital stock of $^5,000 by II. (.;. and C. I). Smitli and K. S.
Wilkins. Its principal promoter. C. D. Smith, of l-'ond du Lac, is also inter-
ested in the proposed electric line ti> connect I'ond du Lac with Algoma.

LAST Ln'ERPOOT,. O.-J. F. Spcncc and 11. G. Folts of Lisbon and Mor-
ris French of East Liverpool are reported to be promoting an electric line to
connect East Liverpool with Salem by way of Lisbon. Surveys of the proposed
route have alreadv been made.

KENOSHA, WIS.— It is reported bom Keno^lia that Alderman John Ser-
slum of the street railway committee of the City Council has been authorized
by Patrick Maynes and Ciustave L. Clauson. of Chicago, to make an offer of
$25,000 for the street railway franchise through the city. It is believed that if
the comjiany will give proper bonds the proposition will be accepted. It is also
reported that the Milwaukee Electric Railway & Light Co. and the Chicago &
Milwaukee Electric Co. beside others not yet named, will be contestants for the
franchise.

C.EdRC.ETOWX. MASS. -The Essex County Street Railway Co. petitions
for a francliise to make extensions of its line in South (Worgetown. thereby
connecting with the Haverhill. Georgetown & Danvers line, the ultimate pur-
pose being to furnish direct service from Haverhill to .Salem.

DES MOINES. lA.— The lies Moines \- Northern Iowa Railway Co.. capi-
talized at $50,000, has been incorporated to build an electric railway from the
southern to the northern boundaries of Iowa, through Des Moines. Incor-
porators are Arthur Reynolds. N. E. Cotlin, J. H. Illair. .1. H. Phillips and I.
K. Wilson, all of I)cs Sloines,

PICKC, INI). — Nat Covingttin of Peru has applied for a franchise for an elec-
tric line JO miles long to connect Peru and Converse, by way of Peoria. Santn
I'e, Mcdrawsville, .\mboy and North llrove. The project is said to meet with
popular approval and will be pushed rapidly to consummation. The plans in-
clude a summer resort at the Cliffs, midway on the route. Mr. Covington until
recenlty was the owner of the local electric lighting j^lant.

SPRI N'tiFI ELI). MASS.— Articles of incorporation fur the Hartford (Conn.")
tS: Springfield (Mass.) Street Railway Co. will be applied for. The company
has been organized under the laws of Massachusetts with a capital stock of
$70,000. .\ temporary board of directors has been chosen, comprising John
OUlroyd. of Agawam; H. Stacv. C. F. Munder and H. S. Anderson, of Spring-
field; Thos. C. Perkins, of Hartford: Fred Hines. of Newton, Mass.. and

Cli.-ir!i- 11 UiNon of ProMkline.
Springfield and Agawam.

Franchises will bf applici lor

KANSAS CITV. KAN. The Kansas City <V Olathe Electric Railwav Co.,
capitalized at $1,000,000. has been incorjiorated and projects an electric rail-
way between Kansas (."ity and Olathe. F. R. Ogg. H. C. Livermore. I. S. I'clli-
John and H. C. Hodges, of Olathe; James E. Tyron and G. T. Moore, of Kan-
sas City, and D. B. Dyer, of Augusta. Cia.. directors. The main office of the
company will be located at Lcnexa. half way between Kansas City and Olathe.

HEMPSTE.VI). L. L— Articles of incorporation have been filed by the
Oueens Ilorough \- Nassau Electric Railway Co.. which proposes to operate
a seven-mile electric line from Hempstead to the former village of f)uecns. The
capital stock is $150,000. Daniel Noble. Long Island Citv. and Henrj- P. Keith,
of Hempstead, are among the directors.

COLCMBl'S. O.-The Columbus, Mechanicsburg & Urbana Railwav Co..
through H. .\. Axlinc and Colin McDonald has made application for a fran-
chise from Columbus, through Dublin to the county line. The application stip-
ulates that work on the line shall be commenced before Sept. 15. 1901.

HAVERHILL. MASS.-Col. Charles F. Woodward, of Wakefield, is inter-
ested in the organization of the Haverhill & Andover Street Railway Co. with
a capital stock of $80,000. It is proposed to build an electric railway from Haver-
hill to .Vndovcr via North Andover, connecting with the Lowell. Lawrence &
Haverhill Street Ry. at the three points mentioned, as well as the new line
being built between Andover and Reading.

LIGONIER. IND.-Hon. P. A. Randall of Fort Wayne. Ind.. is promoting
a project to build an electric railway to connect Lieonier and Fort Wa>-ne. It
is reported that the project receives the support o? the business men of both
cities.

P.EATKICE. NEl'..— It is reported that the Beatrice Electric Co's. street
railway in that city will again be put in operation. E. I. Sullivan, manager.
The Kansas City & Oklahoma Construction Co., having headquarters in Kan-
sas City, also projects building a street r?ilway in Beatrice- .\ franchise has
been applied for.

ROCKVILLE. MI). -The Rockville & Washington Electric Railway Co.
proposes to extend its line into the corporate limits of Rockville. A franchise
will be applied for by the company's attorney. H. Maurice Talbott. of Roclonlle,

NEW.VRK. N. Y. — The Newark & Marion Railway Co. has been incorporated
with a capital stock of $100,000. to construct an electric railway from Newark
to Marion. The road will be eight miles in length. The directors of the com-
pany are: Ernest \". Pierson. Frank D. Burgess. W. H. Nicholoy. William H.
Keliv. of Newark; Caleb L. B. Tvtee. William C. Snow, Clinton N. Tylec, of
Penn Van. and Henry R. Sill, of ' Bluff Point. N. Y.

LENOX. MICH.— An electric railway. 44 miles long, is projected to be built
from Lenox through Memphis. Emmett. Brockway. Yale and Peck to Sanilac
Center. Franchises have been applied for. G. R. Lovejoy. of Lenox, is the
principal promoter.

WHITINSVILLE. MASS.— The Vxbridge & Blackstone Street Ry. is being
organized and will apply for a franchise to build an electric line from Whitin*-

364

STREET RAILWAY REVIEW.

[Vol. X, No. 6.

ville to Millville, a distance of nine miles. The company is capitalized at $80,-
000. John E. Sayles, of Uxbridge; M. P. Burbank. of Whitinsville. and T. S.
Johnson, of Worcester, are interested.

NIAGARA FALLS. ONT.— The Falls View vV Chippewa Electric Railway
Co. is being organized, and proposed to build a line between the cities named.
B. R. Paine, >tiagara Falls; Martin Comstock, liiiffalo; and Kdward Baxter,
Fort Erie, arc the promoters.

POTTSVILLE, PA. — The Pennsylvania Railroad Co. projects the building
of an electric branch from Pottsville to Primrose and from Mmervillc to Forest-
villc, a total distance of 12 miles.

KANSAS CITY. KAS. — The projected Kansas City. Roscdalc & Argentine
electric railway is being promoted by ex-Congressman Mason S. Peters, who
will apply for a franchise.

RL'SHVILLE. IND.— The Indianapolis. Morristown & Rushvillc Traction
Co. proposes to parallel the Cincinnati, Hamilton & Dayton Ry. between In-
dianapolis and Rushville 'with an electric line. J. H. Mahonev. ex-president of
the Indianapolis city council; Edward W. Little and Dr. J. N. Navin are in-
terested. The company has a right of way to Rushville and will jnit surveyors
to work as soon as the franchise is granted.

AMSTERDAM. X. Y.— The Amsterdam & Ilagaman Traction to. has lieen
incorporated with a capital stock of $100,000 to build a five-mile line from .Am-
sterdam to Hagaman. Among the directors arc William K. Arch bold and
Robert R. Reid. of New York. Robert E. Drake, of Syracuse, and Lewis E.
Harrower, of Amsterdam.

MANCHESTER. ME.— It is reported that A. F. Gerald, of Fairfield, who
has just completed the Togus. Me., street railway, is promoting a project to
connect Bangor, Manchester and WJnthrop by an electric line.

VALLEJO. C.AL. — J. N. Patterson has petitioned for a franchise for a street
railway, to be operated by electricity or other power, in Vallejo. Application
for a franchise was made through L. G. Harrier, attorney.

HOMESTEAD. PA.— The Homestead Belt Line Street Railway Co. has been
organized and will apply for a franchise to build a four-mile electric line
through the city. T. L. Parry, president: Louis Rott, secretary; H. P. Wig-
gins, John E. Jones and J. F. Milliken, directors.

FI.r>RENCE. TENN.— The Florence Street Railway. Lighting iS: Power Co..
capitnlized at $150,000. has been incorporated and proposes to build an eight-
mile electric line in Florence, three miles of which will be completed and in
operation within 15 months. A franchise has been granted E. A. Schubert and
others, of Fostoria, O.

HOT SPRINGS. ARK. — The Commercial Club of Mena. Ark., is promoting
an electric line to connect Mena and Hot Springs. J. H. Hamilton, N. AI.
Terry, and J. D. Shaver, of Mena, have been appointed as a committee to make
preliminary arrangements for the road's construction.

D.\YTON, O. — The Dayton & Northern Traction Co. has been incorporated
with a capital stuck of $400,000 and proposes to build an electric line from
Dayton via Brookville & Arcanum to Greenville. Dr. L. E. Lowes, of Dayton,
is the principal promoter.

T(_>LEDO. O. — The X'alley Electric & Power Co., capitalized at $100,000, has
filed incorporation papers, application being made by W. B. Taylor, G. K. Det-
wilcr. A. K. Detwilcr. H. E. King and T. H. Tracy.

FAIRMONT, W. VA.— H. S. Sands, of Wheeling, and C. S. Sands, of Clarks-
burg. W. Va., are promoting an electric railway to be built in Fairmont.

RICHMOND, VA. — J. H. Mulholland, of Richmond, is securing capital for
the construction of a seven-mile double track electric line to be known as the
Westhampton Park Ry.

COLUMBUS, O.— The Suburban Electric Railway Co.. of Columbus, capital-
ized at $150,000. has been incorporated by P. Jones, G. W. Dunn, E. Denmead,
A. L. Thurman and A. W. Field.

COPENHAGEN, N. Y— A. L. Stoddard, of Whitesboro, N. Y.. is reported
to be promoting an electric railway from Copenhagen to Lowville, the power to
be furnished from High Falls.

ELIZ.MiETH. N. T.^Henry H. Isham is promoting a new electric railway
in Elizabeth to be known as the Suburban Line. Mr. Isham was the organ-
izer of the Elizabeth street railway, subsequently acquired by United States
Senator John Kean.

NEW YORK, N. Y.— The Elm Street Connecting Railway Co., capitalized at
$20,ooo. has been incorporated and proposes to build a line 6.000 ft. long in
Elm St. Any power but steam may be used. Charles E. Warren, Sharon
Graham. William A. Dibbs. Mark J. Martin and Henry L. Jeffries, of New
York City, and D. E. Clifford Moorehead, of Jamaica. L. T., are among the
directors.

PROVIDENCE. R. L— The Providence & Fall River Street Railway Co.
has been incorporated with a capital stock of $200,000. fully subscribed, and
proposes to build an electric line between Providence. R. I., and Fall River,
Mass.. a route which will aggregate m miles of railways in Massachusetts.
The promoters are James T. Shaw, of Brookline. Mass.. E. P. Shaw, of Ncw-
buryport. and E. P. Shaw, Jr.

BANGOR. ME.— It is reported that the Penobscot Central Railway will be
extended this summer to Pushaw and other neighboring resorts. E. J. Emery,
purchasing agent.

WASHINGTON. D. C— The Washington City Transportation & Power
Co., capitalized at $5,000,000, has been incorporated in West Virginia by M. A.
Nobles. Samuel M. Hineman, John J. Boardman, Thomas W. Jenkins and
Herbert McCann, all of Philadelphia. It is proposed to build a rapid transit
system in the city of Washington and suburbs.

CAMDEN. N. J.— The project of the Camden & Suburban Railway Co. to
extend its line in Haddon Ave., thus affording a direct service from Camden
to Haddonfield. has been revived and franchises for a double track extension
have been applied for. Property owners along the route have also presented
petitions to the city council praying that the franchise be granted. W. E.
Harrington, manager.

BALTIMORE, MD.— The United Railways & Electric Co. has an applica-
tion before the city council for certain extensions within the city, and the right
to double track a portion of its route. William A. House, manager.

KOHERSTcnVN. I'A. -William F. Sadler, Jr., secretary of the Trenton
(N. J.). Lawrenceville tS: Princton Railroad Co., represents a New York
syndicate which proposes to build a number of electric lines through Lan-
caster County. Pa. Application for franchises has been made, and the routes
partially surveyed. The first of the projected railways will connect Rohrers-
town. Silver Springs^ Mount Joy. Elizabethtown, Columbia and Marietta.

CLEVEL.AND, O.— The Portage Lake Traction Co., of Cleveland, has been
incorporated witli a capital of $10,000, by David M. Glasscock, Carl II. Nau,
Henry Lancefield and I'harles L. Stocker. An electric line will be built to
connect Cleveland, Ravenna and Kent.

es, whose connection with the newly in-

COLUMRUS. O.— Hon. Paul Ton
corporated Suburban Electric Railway Co. was noted in the "Review" bulletin
June 4th. is reported to be also promoting a new interurban line to extend
from Milliards to Columbus by way of Arlington,

T<.)LEDO, O. — The Victory Park Railway Co. has been incorporated with
a capital stock of $50,000, to operate an electric railway on Put-in-Bay Island.
Frank Caughlin, Charles W. Ryan and Frank J. Arbuckle, Toledo, incor-
porators.

HAMILTON, O.— The Ilainilton & Lindenwald Electric Transit Co. pro-
poses to operate a line through East Hamilton, and has applied for the
necessary franchises. Consents of property owners have been secured. Ira
S. Milliken. purchasing agent.

JOLIET, ILL.— The Joliet Railroad Co. has petitioned the city council for
franchises through certain streets of Joliet and the right to locate additional
switches, tracks and turnouts, for which privileges it proposes to pay the city
$5,000. F. E. Fisher, general manager.

WAUKEGAN. ILL.— The Waukcgan. Fox Lake & Western Railway Co-
capitalized at $100,000, has been incorporated. R. D. Wynn and Richard
Cole, of Waukegan, are believed to be promoting the line.

CHICAGO, ILL.— The Illinois & Rock River Railway Co.. capitalized at
$1,000,000, has been incorporated by Ephraim Banning. Thomas Banning, T. C.
MacMillan, A. F. Milliken and G. E. Plumb, all of Chicago. It is the imme-
diate intention of the company to build a 64-mile railway along the Rock
River from Sterling to Rockford, which will later be extended into Wisconsin
through Beloit and Janesville, to aggregate about 125 miles. Either the over-
head trolley system or compressed air will be vised, and if the former, motors
of unusual size will be purchased. The transportation of freight will be an
important feature of the business, and it is desired to have the Sterling-Rock-
ford line in operation by early spring. Surveys of the route have already been
made. It is announced that G. E. Plumb will be president and Ephraim Ban-
ning counsel for the company. Mr. Pliinib may he addressed at 205 La Salic
St., Chicago,

LIBERTYVILLE. ILL.— The Chicago, Fox vS: Geneva Lake Electric Rail-
way Co., capitalized at $100,000, has been incorporated by F. V. Itissell, Oak
Park, 111., and Clayton Cunningham. Charles A. Hill. K. S. Holmes, Albert A.
Patterson and (ieorge D. Hale. Jr.. Chicago, who also comprise the board
of directors. An electric railway will be constructed from the east line of
Lake County, 111., to a point in McIIenry County on the Illinois-Wisconsin
state line. Headquarters of the company will be established at Libertyvillc.

OGDEN. UTAH.— The Ogden Rapid Transit Co., capitalized at $100,000,
has been incorporated to build street railways in Ogden and suburbs, using
electricity, compressed air or other motive power. D. Dee, George H.
Matson, J. W. F. Volker and David Eccles are promoters.
# » »

RIGHTS OBTAINED.

LANCASTER, PA.— The Conestoga Traction Co. has secured all rights of
way for a 15-mile extension of its line from Lancaster to Ephrata and construc-
tion will be commenced at once. It is estimated that the line will cost $200,000.
Frank S. Given, manager.

DUpUESNE. PA.— A charter has been issued to the Duquesne & Dravos-
burg Street Railway Co.. capitalized at $12,000, to build an electric line two miles
long from Duquesne through the borough of Dravosburg. The promoters are
L. G. Woods, Pittsburg, president; J. H. Gross, John HotTman, J. H. Miller
and John F. Rodgers, all of Pittsburg.

SALT LAKE. UTAH.— The Salt Lake Valley Railway Co.. whose incorpor-
ation and project to build an electric railway to Ogden. LT^tah. were noted in
the "Review" bulletin February i6th, has secured a franchise from the city
council at Salt Lake to operate the proposed line in that city. T. W. Naylor
and William P. Hemphill of Salt Lake are concerned.

ALLEGAN. MICH.— The township board has granted a franchise to David
Cornwall of Monterey and Milton D. Owen of Allegan for an electric railway
through the township. The projectors also hold franchises through Monterey
and Salem, and have applied for rights through Ottawa County. They propose
to build a 21-mile line to connect with the projected Grand Rapids-Holland
Ry., to carry both passengers and freight, through a populous district remote
from steam railways. The franchises include the right to establish electric light
and telephone lines through the same territory.

LEAVENWORTH. KAN.~A franchise has been granted the Leavenworth
Electric Railway Co. to make several extensions of its system in Leavenworth
for the purpose of bringing the Kansas City-Leavenworth Railway Co. into
the business district of the city. E. E. Coombs, manager.

HARRISON. N. Y.— The Larchmont (N. V.) Horse Railway Co. has been
granted a franchise to extend its line through Harrison to connect with the
Port Chester Ry. on the east. It has been announced that the Larchmont lines
will be operated by electricity in the place of horses. E. F. Campbell, super-
intendent, Larchmont.

WALTHAM. M.\SS.— The Waltham Street Railway Co. has been granted a
location of tracks through South Weston, Main. Prospect. Crescent, Maple,
Moody and High Sts. to the Newton line. The road is to be completed before
Dec. 1, 1900.

STKI'.I'".

RAILWAY REVIEW.

365

PUBLISHED ON THE I9TH OF EACH MONTH.

WINDSOR & KENFIELD PUBLISHING CO.,

TELEPHOND. HAnniSON 784.

MONON BUILDING. CHICAGO.

SUBSCRIPTION, - - - THREE DOLLARS.
Foreign Subscription, Four Dollars American Money.

Address all (\iiiiinutii<afio»s and Re>nitianr^s to Windsor if- Kenfifld Viiblishhifr Co..
Motion liuildiitg^ Chicago,

H. H. WINDSOR. . F. S. KENFIELD.

Editor. Business Manager.

EASTERN OFFICE. 123 LIBERTY STREET. NEW YORK.

C. B. FAIRCHILD. EASTERN REPRESENTATIVE.

CORRESPONDENCE.

We cordially invite correspotidence on all subjects of interest to those
eng-affed in any liranch of street railway work, and will gratefully appreciate
any marked copies of papers or news items our street railway friendd may send
us, pertaininy either to companies or officers.

DOES THE MANAGER WANT ANYTHING?

If yon contemplate the purchase of any supplies or material, we can save
you much time and trouble. Drop a line to The Rkvihw, stating what you are
m the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make uo charge for publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.

VOL. X.

JULY 15, 1900.

NO. 7

The Brooklyn Rapid Transit Co. is to be congratulated upon
its success in securing the conviction of three of the men charged
with conspiring to depress the market value of its securities by
circulating false reports. While the sentences imposed on the
men were very light, and their punishment in no sense commen-
surate with the damage done by them, yet the example will iirob-
ablv deter others from similar conduct.

The decision of the Supreme Court of New York, mentioned in
our issue of March, 1899, dismissing an action brought to prevent
electric lines on Long Island from running freight and express
cars, has been affirmed by the Court of Appeals. In the decision
of the Supreme Court Judge Marcan used this language: "The
public having discovered that the transportation of freight can be
made more economically than by former methods there is no
meritorious reason why it should not enjoy that advantage."

Apropos of Mr. Liiulley's recommendation that electric rail-
ways should be brought under the jurisdiction of the state rail-
road commissioners and required to file periodical reports, as are
the steam railroads, it is stated that in those states where this has
been done — Massachusetts. Connecticut, Rhode Island, New York
and Pennsylvania — the electric railways are prosperous, the rela-
tions between the railways and the municipal and state authorities
most amicable and the agitation for numicipal ownership less vio-
lent.

Our English contemporary. Lightning, of London, discusses
the comments in our ."Vpril issue on the reduced rates put in effect
by the Hamilton S: I.indenwald Electric Transit Co.. of Hamilton.
Ohio, and also our review of the decisions of the United States
courts in the various cases where they have passed upon the v.alidity

of laws (or compeMing a reduction in street railway fares. The
editor of Lightning unfortunately made the error of locating the
Hamilton Ik Lindonwald road in Ontario instead of fJhio, and
conse(|uently liis strictures on the ultra-conservatism of Americans
arc misplaced. We really have no desire (or Canadians to regulate
their conduct in accordance with the "intricacies of the much-
vaunted American constitution " '^ilii'. companies have to do this,
however.

TIk daily press o( Detroit is full of comments on the (act that
the street railway companies of that city which wanted to sell to
■the I'ingrce commissioners for $i6.Sco.ooo now <il)ject to the valua-
tion of $10,247,000 placed on the property by the asscssor.-i. The
valuation for taxation last year was $2,600,000 and the value a«
reported by the comjianies' officers in March last was $1,101,115
Of course if the properties were worth the price asked for them
a year ago they are worth as much nf>w. but it must be remem-
bered that the company has debts as well as assets. The bonds
issued by the three "Johnson" companies aggregate $15,465,000, so
that when this sum is subtracted from the selling valuation of
$16,800,000 the difference. $1,. 3.35.000, is not far from the valuation
as returned. The assessment of $10,247,000 is an attempt to fax the
company on its debts, an unreasonable proceeding since the
owners of the bonds are also subject to taxation on the same
property.

About once every so often we see that a legislature or a city
council has a bill under consideration providing that passengers
in street cars who cannot find scats shall only pay 2j^. or .1 or 4
cents as the ca?e may be. Such bills seldom get farther than a
committee, and it is not often that the street railway men find it
neces.iary to present arguments to show the absurdity of such
plans to meet the conditions they are supposed to remedy. The
"low rate for standing passengers" idea appears to have taken a
firmer hold on the San Francisco supervisors than is usually the
case and Mr. Clayton, secretary of one of the companies afTccted.
considered the passage of the ordinance so imminent that he ap-
peared before the committee having it in charge and presented a
long argument against it. The main points Mr. Oayton made
arc abstracted on another page of this issue and will prove of value
to others who may be similarly situated in the future.

There is only one remedy for the crowded street car. and that
is to adopt the European practice of limiting the number of pas-
sengers permitted to board the car. But this remedy is worse than
the disease, as the more progressive English companies are be-
ginning to realize.

The paper on "The Functions of Modern Tramways" read before
the gathering of English tramway managers at the exhibition in
London, throws an interesting side light on several conditions on
the other side. Mr. John Young, who is the manager of the Glas-
gow .system, refers to the democratic tendency of the modern
tramw.iy and predicts the same solution of social evils resulting
from tenement crowding as has been worked out here. He point-
edly remarks the lack of consistency on the part of city authorities
which allow the speed of a butcher's cart to be restricted only ac-
cordin.g to the judgment of a policeman, while gentlemen may
drive their dogcarts at 12 miles an hour and autos at 14 to 16
miles, while the electric car. by far the most easily controlled of
any of these, is restricted to ei.ght miles an hour. He rightly
states that under this condition the modern tramway cannot confer
its greatest benefits.

He also combats the popular idea over there as to the congestion
of streets by the running of cars, and describes Broadway in Xew
York under the system of bus transportation and with its present
improved transit. In Glasgow electric cars stop at points desig-
nated by signs which are on an average of 600 feet apart.

In reference to the increasing of .■\merican trade abroad much
has been said concerning the necessity of sending letters, catalogs
and other printed matter in the language of the country it is
desired to canvass, but too much emphasis cannot be laid on this
requirement, as United States consuls continue to report they are
constantly receiving for distribution from .\merican firms hand-
some and expensive catalogs, which are absolutely worthless for
the reason that they arc printed in the English language. Makers
of electric railway materials desiring to extend their foreign trade

366

STREET RAILWAY RE\'IE\V.

[Vol. X, No. 7.

flioiild particularly consider this point and put forth every effort
to approach foreign tramway managers under the conditions to
which they arc accustomed, for English and European dealers arc
making strenuous endeavors to regain some of their lost prestige
in this fieid and secure for themselves the business that has been
coming to America. The Germans seem to be taking the lead in
this respect and are exhibiting an activity that would do credit to
Americans. The German way, when introducing goods into a new
district or country, is first to mail to every possible buyer letters
and attractive catalogs in the proper language: and they invariably
send a representative to complete the work. It is the necessity
of taking this latter step that prevents many of our medium sized
supply houses from enjoying an export trade which they un-
questionably would have if their goods were better known by
foreign managers.

The difticulty has been partially overcome in a number of cases
by making agency connections with established dealers in the coun-
tries it is desired to reach and by various commercial bureaus, but
arrangements of this kind, while good if they .-rre the best that can
be made, are never as satisfactory as direct pcr.sonal representation
by special agents. To secure this personal representation, it has
been sug.gested that a few of the smaller houses not in direct com-
petition with each other could with profit club together to support
one good traveling representative speaking Spanish, French and
German, who would carry samples and be able to explain fully the
merits and .idvantages of the goods he was handling. Some pool-
ing of interests in this way could be made of advantage to all con-
cerned and especially so when dealing with territory where the pos-
sible business has not yet reached large proportions.

Again, it should be remembered that it is usually hard for a for-
eigner to understand the somewhat complicated .>\merican system
of discounts and when prices are quoted in letters or catalogs
they should always be given net. It is also well to add as full infor-
mation as possible relative to the cost of shipment in order that
the enquirer may compute just how much the material will cost
delivered at his door.

It must also be remembered that foreigners usually expect long
credit, often from four to six months, and if a firm is not prepared
to give this it is almost useless for it to attempt an export business.
Ratings may be secured through the consular service or from any
one of a number of established rating agencies.

It is usually considered that the discussion of political questions
is entirely outside the province of a technical journal and thi.< is
true of the ordinary political issues. Silver is not an ordinary issue.
It is a matter of small moment to the street railway man, as such,
whether the United States retains the Philippines or annexes Cuba,
though doubtless he has convictions on those subjects. The tariff
was defined by General Hancock to be a local issue, and many of
both parties now agree with him though the statement lost him
many votes at the time it was made. Pensions and militarism and
the Boer war may furnish much good camjiaign material from the
politician's standpoint, but they are outside our field. It mav even
be said that any or all of the issues between the two great political
parties of this country, with the single exception of the silver ques-
tion, might be decided either way and after a comparatively short
time for the country to become adjusted to the new conditions the
street railway industry would not be in the least affected. But this
is not true of silver.

The avowed objects to be secured by the free coinage of silver at
the ratio of 16 to I are two: First to enable debtors to scale debts
contracted on a gold basis. Second, to increase the prices of all
commodities. The merchant, the manufacturer, and the farmer, in
event they succeeded in weathering the financial panic that would
surely follow a change from our present gold basis, mi.ght not
suffer from the appreciation of prices, because they could get more
for the commodities they have to sell. How different is the street
railway company, which would have to pay increased prices for all
it bought and could only demand the old rate for the rides it had to
sell. We all know how Milwaukee, Cleveland, Detroit, Indianapo-
lis or San Francisco would look on a proposition to permit their re-
spective street railways to charge a To-cent fare.

The problem of paying the company's gold bonds would interest
the officers and stockholders and cause them many sleepless nights.
but the employes would suffer even more. The nominal sum avail-
able for wages, by far the largest item in the cost of operation,
vQiild be reduced because of the appreciation of materials and sup-

plies, and its purchasing power would be decreased. The street
railway employe would surely suffer in two ways — he would be paid
nominally less that at present and what he did get would be worth
less' in proportion than it now is. For these reasons we say that
the great issue of the coming campaign as far as street railway men
— from the president down to the track greaser — are concerned, is
the silver question.

A few days ago the Democratic party declared its position in the
following language:

"We reafiirm and indorse the i)rinciples of the national Demo-
cratic platform adopted at Chicago in 1896, and we reiterate the
demand of that platform for an Ainerican financial system, made by
the American people for themselves, which shall restore and main-
tain a bimetallic price level, and as part of such system the imme-
diate restoration of the free and unlimited coinage of silver and gold
at the present legal ratio of 16 to t. wilhotit waiting for the aid or
consent of any other nation."

The foregoing might be considered ridiculous were the advocates
of these principles not in so deadly earnest. The silver plank-
quoted may be considered .T .symptom of the disease; the cause is
hinted at in the following extract from an address delivered at
Stevens Institute in l8q8 by Col. H. G. Prout:

"For more than a century w^e have been taught that a capacity to
do things fell upon us like a mantle with the Declaration of Inde-
pendence, that the .American does not need to be trained or disci-
plined to rule a nation, command an army, edit a paper or preach
the gospel. * * * * This provincial conceit, born of ignor-
ance and nursed by wrong teaching, is the greatest peril of the re-
public. If it is not restrained and cured it will ruin us.

"The Kansas farmer sits on his fence and spits :ind thinks and
produces a system of finance, and his neighbors gather around,
ignorant that the same thing has been tried and failed over and over
again in the last five thousand years, and they shout. 'Behold the
Kansas idea; behold the great American idea;' and they proceed
to ruin the credit of the State, and one result is Bryanism."

.'\fter 56 days an agreement was concluded between the St. Louis
Transit Co. and its former employes on July 2d which terminated
the strike, but the settlement thus effected was only permitted to
stand for a week and on July gth the strike and boycott were re-
newed, but with no prospect of success as we go to press.

The agreement of July 2d was short, consisting of but six sec-
tions. The first section provided that the agreement made March
lOth, last, and abrogated by the employes on May 4th. was to be
continued in effect. The agreement of March loth was that men
who may have been discharged solely because they were members
of the emploves' union should be reinstated: that 10 hours, com-
pleted within 12 consecutive hours, should constitute a day's work,
to be paid for at a uniform rate of 20 cents per hour: that men re-
quired to report at a specified hour should be paid from that time
until relieved, those not put on duty receiving half pay until re-
lieved: that shopmen, greasers, etc., shall be paid for overtime.

The last section of the new agreement related to the hiring of
men by the company and provided that additional men as needed
should be selected from a list of the men in the company's service
on May 7th last; the men at work July 2d were not to be interfered
with, and persons who had been guilty of any acts of lawlessness, or
violence were not eligible to this list. The fifth section provided
that the company should meet any employe or committee of em-
ployes representing themselves, other employes, or an association
of employes regarding matters of mutual interest. The other three
sections recited that employes should be free to join or refrain from
joining any association of employes, and provided that employes
who should by threats or officials who should in any manner seek-
to induce a man to join or refrain from joining the union should be
immediately discharged.

This a.greement except in so far as it provided for what most per-
sons would call merely a recognition of undisputed rights was noth-
ing more than was secured by the agreement of March lOth. It is
interesting to compare it with the demands made on May 4tli,
which were 26 in number. Four of these were covered by the
agreement of 'March loth; 7 related to minor questions of arranging
work that could easily have been settled without trouble had they
been presented separately: i provided for the submission of pro-
posed time tables to the union for its approval; and the other 14
made membership in the employes' union compulsory and provided
means for enforcing the agreement.

July 15, i(/jo.J

srki':i:r railway kevikw.

367

On llic face of llic aKi<.<.iiii;m, tlicrcforc, iicillicr llic men nor llii;
company liad Rained anything, unless (he provision that wliile an
cni|)loyc might not use threats or force, an olTicial might not use
any inllncnce whatever, lie considered as a victory for organized
lahor. ()n lIic other liand tin- h)ss to Imih parlies was enornions.
'llic- loss ill wa^'i"' rilone In Ihc men on a very conservative esti-
mate amounts to more than $joo,0(K); tile hiss in gross receipts by
the company is over three-ijuarlers of a milMon, which means a loss
of earnings from operation of over $,;oo,ooo. When tliere are
added the cost to the city and county of maintaining order, or
rather of trying to maintain order, and the losses suffered by busi-
ness men, the cost of this strike becomes a matter of millions.

The total net income of the United Railways Co. (the lines oper-
ated by the St. Louis Transit Co.) for the year 1899, after deducting
interest charges, amounted to only $267,000. The directors of llu-
company fully appreciated what a strike would mean t(j the stock-
holders, but the demands of the men left no choice but a fight and
the loss had to be accepted, and it amounted to more than a year's
profits.

The second strike — that of July (Jth — has been ordered because it
was alleged that the company had refused to keep faith as to re-em-
ploying the strikers. The company stated that no men other than
those on the union's list had been put to work since July 2d, except
those who had been contracted for and were virtually employes.
This question the company offered to submit to the attorney for the
strikers. Notwithstanding the protestations of the company that il
had lived up to the agreement in spirit and letter, the strike and
boycott were renewed.

The controver.sy having been thus unforlunately reneweil. it is
to be hoped that there will be no repetition of the disorder and vio-
lence accompanying tlie first strike.

A FEW HINTS ON CREATING PLEASURE
TRAFFIC.

Hy .1. W. l^ickeiis, E.xcurston Agent, Columbu-s [O.; R.v. Co.

Ill conducting a successful street railway pleasure resort I do not
think the manager should depend upon the population along his
line alone for patronage, but he should endeavor to make liis park
draw from towns within a radius of 50 miles or even more. An
excellent w'ay to do this is to engage a man who has bad experi-
ence in the railroad business and have him visit the surrounding
towns and cities, calling on the secretaries of societies, superin-
tendents of Sunday schools and other persons apt to be interested
in giving picnics and outings, explaining to them the advantages of
your park and booking their excursions wherever possible. The
terms you can make will of course vary with different conditions.
It the excursion is going to give you a large crowd that will pat-
ronize the -Street cars you can afford to give the use of your
grounds free, but oftentimes societies will be glad to pay a reason-
able amount for certain exclusive privileges at the park. A good
scheme is to quote a lump sum for the grounds and for transport-
ing a definite number of people in special cars from a railroad depot
or other central point to the park and return. The Columbus
Railway Co. is able to offer special inducements to out-of-town
parties by an arrangement with the various steam railroads center-
ing in Columbus, whereby special excursion rates are given to all
fraternal orders, Sunday schools, churches and parties desiring to
have an outing at either of our two parks.

It is best to have your traveling agent take the road not later
than January 1st, and by the time of the opening of your resort he
should have considerable business booked for the season. .A. great
many managers make the mistake of opening their parks too early.
Parks should not be opened before the first or middle of June, as
the weather is not usually settled before that time, and a week of
bad weather at the start is very discouraging.

In advertising for excursion business, illustrated booklets, setting
forth the beauties of the park can be used with excellent results,
but in getting out a book do not fill it with miscellaneous adver-
tisin.g matter. T have seen fine pamphlets in which the park illus-
trations were completely lost hy reason of the number of advertis-
ing pages included. Of course, if you want to make your pamphlet
earn money from the advertisements you can obtain for it, well and
good, but if your idea is to advertise your park, then devote the
book to the park, w-ith possibly a few pages of local advertisements
at the back to help pay the cost of cuts and printing. If you only

have 10 or u cuts, it is best to make your book of these alone than
to have 48 pages with twice the number of cuts and fill the rest of
the paniiihlet with advertising matter.

Our attractions consist of a casino, merry-go-round, dancing
pavilion, baby rack, cane rack, knife rack, bowling alleys and a
toboggan slide. fJur slide last year earned $.3.1 per day (or three
months. The cost for bath-house, slide, toboggans and bathing
suits was $1,100.

Great care should be taken in the selection <ii attractions for the
casino. I have fmind that vaudeville performances are the most
Iirofitabic drawing cards I tan obtain. Light opera will pay in a
city of 200,r.co population or over, but (or summer resorts near
Miiall cities and towns vauflevdie will prove the better investment.
In order to conduct a park properly, and rater to the largest num-
ber of people, intoxicating lii|uors should not be permitted on the
grrjunds.

NO STRIKE AT CINCINNATI.

After several conferences, the Cincinnati Street Railway Co. and
its employes last month reached an agreement on all questions
in dispute between them, and in view of the many strikes and boy-
cotts that have been declared by street railway employes' unions
during the past few weeks it is a pleasure to record this instance
where a spirit of frankness and good will on the part of the com-
liany has been met with a like spirit on the side of the employes,
and as a consequence, questions that threatened serious disturb-
ances have been settled to the satisfaction o( all concerned without
straining the relations existing between the two parties.

Considerable dissatisfaction has o( late arisen among the em-
ployes of the Cincinnati company, but the men decided against
taking violent measures and to bring the questions at issue before
the company, with the understanding that they did not desire to
strike, but wished to have the points discussed and an amicable
adjustment reached. President Kilgour courteously received his
men and told them it had always been the policy of the company
to do everything in its power for its conductors and motormcn in
the matter of compensation and lightening the burdens of their
services, to an extent not inconsistent with the obligations and
interests of the company. He then pointed out the injustice of
one or two of the demands, but promised to give the matter the
fullest attention. On June 9th he issued a long letter, of which the
follow-ing is an abstract:

The Cincinnati Street Railway Co.. after carefully looking over
its business for the past fiscal year, terminating June 30. 1900. and
comparing it with the year 1899. is satisfied that it can in justice
to all parties in interest make an increase to its conductors and
motormen in the matter of compensation. This increase will be in
the form of a reduction of time of the working hours. Whereas
heretofore and at the present the working hours have been 12 hours
per day and compensation 16 2-3 cents per hour, with relief in the
middle of the day for dinner and in the evening for supper, here-
after, the number of hours will be reduced to Joy^ hours, making
the compensation 19 cents per hour. This will necessitate engaging
300 additional men to maintain the present service.

The company also modified its rules so as to permit employes to
ride free on the cars when not in uniform by showing their badges.
In addition to these *changes it is said the company promised to
arrange a system whereby employes will be paid a regular divi-
dend on an amount equal to their annual wages at the same rate
as the stockholders receive on their stock.

Shortly after the letter was issued President Kilgour received an
appropriate testimonial from the men as an expression of their ap-
preciation of his effort? in their behalf.

NEW ROAD IN COLORADO.

Mr. Thomas Carlon. of Denver, gives us the following informa-
tion concerning the proposed Lcadville (Col.") Street Ry. : It is the
intention to connect Leadville with Stringtown. Bucktown. Malta
and a noted pleasure resort at Evergreen Lakes; a good service
will also be maintained in the city of Leadville. The road as njaw
contemplated will be about eight miles long but will be extended
later. A company will be incorporated in July and it is hoped
to commence construction work by August ist. Mr. Carlon's Den-
ver address is No. 2737 Decatur St.

368

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

PARK ATTRACTIONS AT NASHVILLE, TENN.

The Nashville Street Ky. leases 56 aeres of tine park property
situated seven miles out on one of its lines, and the company has
gone extensively into the park attraction business, this department
being under the supervision of a special manager, who engages all
the vaudeville and musical attractions, and arranges special fea-
tures for special occasions. The company does not deal with theat-
rical agencies exclusively, but advertises for and makes terms with
suitable independent attractions wherever they can be found.

The resort, which is known as Glendale Park, is laid out as shown
in the accompanying diagram. It contains a large two-story
casino, in which is a restaurant, a theater having seating capacity
for i.coo, ice cream parlor, soda water fountain, etc. There are
also ball grounds with grand stand which will seat 2,000, a carrousel
pavilion, a small zoo. shooting galleries and other side issues.
Flower beds, rustic benches, shady walks, swings and good drink-
ing water at convenient places add to the general attractiveness of
the place.

The company engages for the season a brass band of 14 pieces,
which gives free concerts every afternoon and evening, and an
orchestra of 10 pieces for the vaudeville performances, which are
given every evening, with matinees Tuesday, Thursday and Satur-

COPPER SAVING BY THE JOINT TRANSMIS-
SION OF DIRECT AND ALTER-
NATING CURRENT.

Cfii/dreni rtfrjA Room/
5rtoormgGaf/gt
bowling Alletf'

Games

OUTLINE PLAN OF PARK.

day afternoons. The vaudeville attractions are changed at frequent
intervals. Prices for reserved seats in the evening are 10. 20 and 30
cents, and for the matinee 10 and 20 cents. A number of free out-
door attractions are also given through the season, these consisting
of high tight rope and trapeze acts, balloon ascensions, etc. The
summer season opened .April 15th and closes October iSth, The
carrousel was made by G. A. Dentzel, of Philadelphia, and has
proved one of the best paying investments at the resort.

.All correspondence in connection with the park and theater is
written on special letter-heads, at the top of which appear the
words in red ink, "Glendale Park," and just below in black ink are
two or three lines describing the place. Down one side of the sta-
tionery is printed in display type the following notice, which gives
an idea of the rules under whicli attractions are engaged:

"All parties contracting to play at this park are required lo send
billing and photos io days in advance. If this is not done you will
consider your contract canceled.

"If you are in doubt of coming, do not write for time, as there
are others who will be glad to come.

"Number of photos required — Enough for two frames, also
lithos, etc , if you have them.

"If your act is not up-to-date you will be closed after the first
performance, without pay."

The company operates a double track line to within one mile of
the park, where the tracks separate into a large loop, on which
the resort is situated, this arrangement giving excellent facilities
for handling large crowds, as there is no delay in switching cars
or turning the trolley pole. Mr. Yeatman C. Alley is manager of
the park.

« ■ »

Mr. E. L. Sternberger and others of Jackson, O., are endeavor-
ing to lease the bank of the Toledo canal, on which they propose
to build an electric railway.

Dr. Frederick Bedell presented a paper at the New York meet-
ing of the American .Association for the Advancement of Science,
June 26th to 30th. in which he discussed the <iuestion of systems
for the joint transmission of direct and alternating currents from
the point of view of copper saving. The author states that no en-
gineering obstacles arise lo detract from the practicability and de-
sirability of such a system. The reciuirenient is a system of line
distribution whereby indepcndenl alternating current and direct
current generators may supply current to independent alternating
and direct current ai)i)aratus. the alternating and direct currents
being independent in their generation and utilization, and combined
in their transmission.

That the two unlike currents may be transmitted o\er the same
wire and in no wise interfere is tints explained: Sujiposc we have
a direct current of 10 amperes and add thereto an additional ampere
of like (direct') current. The whole current is now 11 amperes,
which flows with uniform density in the conductor, so that the
original current of 10 amperes has only lo-ii of the conductor for
its use. .An additional current of like kind, therefore, interferes
with the original current. Let us now suppose that with an orig-
inal direct current of 10 amperes, we have an added ampere of alter-
nating current. Half the time this is o{ the same polarity as the
direct cm-rent, and increases the current density in the conductor;
but half the time the alternating current is opposite in polarity to
the direct current, and during this time makes the total flow of
current less and the current density less than for the direct current
alone. In other words, the additional ampere of direct current
interferes all the time with the original direct current: whereas the
additional ampere of alternating current acts as a detriment for
half the lime, and as an assistance for half the time, these two ef-
fects tending to cancel.

Each current acts as if it had the whole conductor to itself, and
hence the line loss depends on the sum of the squares of the two
currents and not on the square of their sum. In a given conductor
of resistance equal to R and two unlike currents I and i the losses
are R I°-f R i'. If they were two like currents, the losses would be
R I-+2 R I i+R i".

Dr. Bedell presents tables showing the saving in line drop or in
copper, showing that either may be as much as 50 per cent.

The conclusion is that since direct current can be transmitted on
the whole more economically jointly with alternating current than
separately, it follow'S that the radius of economic transmission of
direct currents can be thus extended.

CONSPIRATORS FOUND GUILTY.

July 2d Alfred R. Goslin, Eugene L. Packer and Charles T.
Davis were convicted in the criminal branch of the New York
Supreme Court on the charge of conspiring to depress Brooklyn
Rapid Transit stock. Henry Bogart. indicted for the same olTense.
was acquitted. It is alleged that one of the jury was ofifered a
bribe of $25,000 to hold out and prevent an agreement. The three
men found guilty were sentenced on July ,^d: Goslin was given six
months in jail and a fine of $500. and Packer and Davis each three
months in jail and a fine of $250.

FREIGHT ON STREET RAILWAYS.

The New York Court of Appeals has affirmed the decision of the
Supreme Court rendered over a year ago in the suit brought by
Mr. A. A. DeGrauw to prevent the Long Island Electric Railroad
Co. from running special cars for freight and express. This is a
victory for the railway company, whose plans are to transport
freight over the trolley lines of Brooklyn, to and from the ware-
houses, factories, docks, and the like. The tracks will be used at
night for that purpose.

A representative of the company states: "It is contemplated to
extend the service over to Greater New York eventually. It is
not possible to say when the project will go into operation, hut
work upon it will be rapidly progressed."

JuLy IS, 1900.]

STREET RAILWAY REVIEW.

Power Station of the Northwestern Elevated Railroad, Chicago.

Tile power pliint of llic Norlliwesterii ICIcvalcd Kailroad Co., of
Chicago, now api>roacliiiig completion, is the sixth of the great
stations for generating electric power which have been built by the
Yerkes interests in developing the urban transportation systems of
the north and west divisions of the city, and is no exception to the
others in embodying the latest and best practice in all that is con-
ducive to economical operation. The original plans for the me-
chanical features of this station were drawn by the late Mr. Salvator
r'nlis, jr., who also designed the oilier V'erkes plants; the electrical

riC. l.-E.XTERIOR OF STATION.

oquipniciU of the station w;is ilesigncd by .Mr. J. K. Chapnuin.
electrical engineer' for the \'erlces elevated roads and for the
Chicago Union Traction Co., and he has made some changes in
the plans as first ailopted. The engineer in eliarge of the work
was Mr. Z. E. Knapp.

The building is on l''ullertnn Ave., near Soutliport .-Vve., about
.1,000 feet west of the elevated structure and about midway between
the two e.xtrcmeties of the line. It is of yellow brick with con-
crete roof and checkered steel Moor. The outside dimensions of
the building are J54 feet 10 inches by 11.2 feet; a longitudinal wall
separates the boiler and engine rooms. The basement floor is 9
feet 4 inches below and the coping of the side walls 49 feet 6 inches
above the street level. The basement is 12 feet 4 inches high, and
extends under the entire building: it is finished in granitoid with
a concrete floor. At the south end of ilu- building the basement
extends out to the curb line.

The boiler room is 50 feet 2 inches wide inside: it contains ]J

boiler rooms arc at the same level, and the height from the floor
to the bottom of the root trusses, 38 feet 4'/2 inches, is the same
in both rooms, The basement under the boiler room contains the
smoke flues and the blow-off piping, and the ash conveying ma-
chinery will also be placed there.

The three boiler feed water pumps, which arc of the vertical du-
plex admiralty type made by the Henry H. Worlliinglon Co., arc
in the basement just west of the stack.

South of the stack in the boiler room arc two 2,oao-horsepowcr
lierryman feed water heaters; the condenser is between the stack
and the partition wall of the building. The exhaust from the feed
and air pumps is taken to these heaters, which may be connected
in scries or in multiple, one or both used, or both cut out.

One of the most interesting features of the boiler installation is
the steam header which is shown in plan in Fig. 9. This header
consists of six lengths of 28-inch wrought iron lap welded pipe

Fli;. J.— SWlTcHIIOARD.

with the flanges welded on; it is divided into three sections each
about 50 feet long, and each of these sections is anchored near its
middle point as indicated in the drawing.

The space between two sections is about 14 feet and across this is
the expansion connection made of four Us of 8-inch steel pipe.
The four U's enter a multiple cross-header at each end. and these
cross-headers are each connected to the adjacent section of 28-inch
pipe by a 16-inch Chapman gate valve. The branches to the en-
gines are 8-inch for the small engine and 12-inch for the large ones.
.An au-xiliary steam header 6 inches in diameter and tapping each

FIG. .V-PLAN AND ELEVATION OF STATION.

Habcock & Wilcox water-tube boilers set in batteries of two, with
extended-front Murphy automatic smokeless furnaces. From the
furnace front to the west wall is 13 feet, and behind the boilers is
a passageway 4 feet 7 inches wide. The floors of the engine and

section of the main header is provided for the auxiliary machinery.

The feed water supply pipes are in duplicate and are carried on

top of the boilers. The stems of those valves which are to be used

habitually are connected through universal joints to long rods

370

STREET RAILWAY REVIEW.

[Vol.. X, No. 7.

which extend down to the front of the furnaces where they are
within reach of the boiler room attendants.

The flue dampers being at the rear end of the boiler settings, Mr.
Chapman designed an ingenious arrangement for manipulating

FIG. 4.— SECTIONS OF STEAM SEPARATOR.

ihcm from the furnace front. The damper shaft from each boiler
projects through the wall of the setting, and is fitted with a quad-
rant of gear teeth; meshing with the teeth of the quadrant is a
worm, the shaft of which extends through the extended combus-
tion chamber and in front of the boilers terminates in a handwheel.
The center line of the stack is 215 feet from the south wall of the
building; when the extension ultimately contemplated is com-

WJBj

FIG. S.-ELEVATION OF WEISS CONDENSER.

pleted the building will be 430 feet long, with the stack in the center.
The stack is 27 feet square at its base and rests on a foundation of
piling, driven 30 inches between centers, on top of which is a con-
crete footing 31 feet square and 5 feet thick.

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Jur.v IS. r'/jo.

S'lRl'J'.T RAILWAY REVIEW.

371

At 35 feet above the ground tlic cxiiiiial milliiu; of the stack be-
comes octagonal. The tliieUiK-ss of tlio walLs i.s gradually reduced
from 44 inches at the base to 1.3 inches at the to|). The top has a
cast iron hood; the internal diameter at the top is i6 feet and the
short diameter o( the external octagon 21 feet 3 inches. The total
height of the slack above (he street level is 203 feel aiicl from the

foratcd plate which prevents the current of sleam from coming in
direct contact with the water accumulated in the separator. This
horizontal plate is of V:i-inch steel in three pieces, and perforated
with i2f) holes i inch in diameter; it is 16 inches from the bottom
of the separator. The exit to the engine is a lo-incli pipe located
with its center 19 inches from the lop of ihc separator.

I'MG. 7.-ALLIS-CORLISS ENGINE WITH l.SnuKW. SIK.MENS-11 ALSK E (;ENEKAT(iK.

bottom of the smoke flue is 217 feet 6 inches. For the first no feet
there is an inner shaft of lire brick, i6 feet internal diameter, and
decreasing in thickness from 17 inches at the base to 9 inches near
the top. A curved partition wall divides the stack for the first 20
feet; the flue inlet is 16 feet high by 4 feet wide.

The building as it now is contains room for five units, one of 750
kw. and four of 1,500 kw. capacity. Only three of the large units
are now installed. The engines were all built by the E. P. AUis
Co., of Milwaukee, and are of the cross compound condensing
Corliss type direct connected to Siemens & Ilalske generators. The
engine room is 57 feet 7 inches wide by 250 feet long.

The large engines have cylinders 30 and 60 inches by 60-inch
stroke, and are designed to run at 75 r. p. m. The center lines of
the high and low pressure engines are 24 feet 8 inches apart; the
tly-wheel is 25 feet in diameter. Each engine has two governors;
one regulates the working cut-oflf in both cylinders and the other
trips a safety cut-oflf valve when a safe speed is exceeded.

The smaller engine has cylinders 23 and 46-inches by 48-inch
stroke and runs at 80 r. p. m. The fiy-wheel for this engine is 20 feet
in diameter.

The shafts for these engines were made by the Bethlehem Steel
Co. and are of lluid compressed open-hearth steel hollow-forged
over a mandrel. For the large engines the shafts are 28 inches in
diameter at the Hy-wheel and 22 inches at the bearings; the axial
hole is 8 inches in diameter.

In Fig.' 4 are shown two vertical sections of the separator for one
of the large engines. The shell is of J/j-inch steel, 42 inches inside
diameter, and the heads are of 5-8-inch flange steel bent to a spher-
ical surface of 42-inch radius. The length of the separator over
the head is 9 feet 4^ inches; it is supported on a castiron base,
which brings the top 9 feet 11 inches above the floor. The longi-
tudinal seam of the shell is a double strap, double-riveted butt joint
with ?-s-inch rivets 4 inches on centers; the transverse joints arc
single riveted. All rivet holes are drilled. The steam enters the
separator at one side at a point sH inches below^ the center and
impinges on a shield in front of which are baffle plates arranged as
shown in the drawing. The pocket at the lower part of the shield
is provided with a pipe to carry the intercepted water below the per-

The receiver and separator lor each unit arc located in the base-
ment between the foundations of the high and the low pressure
engines, and this permits all of the piping, both steam and exhaust
to be placed under the engine room tioor and arranged compactly.
Fig. 4 shows the |)iping for engine No. 2. It will be noted that the
supply pipe, 12 inches in diameter, as brought from the bfiilcr room

FIG. 8.— BASEMENT OF ENGINE ROOM.

is about 5 feet above the inlet to the separator, and in the vertical
section is a safety stop valve: this valve is of the sector type, simi-
lar to the Corliss engine valve, and is normally open with the oper-
ating lever weighted. It is held in this position by a pawl con-

372

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

no. 9.-PI.,AN OF STKAM HEADER

nected to a slow-running governor on tlie engine; wlicn the engine
speed rises above the maximum limit as set, the pawl releases and
the suspended weight closes the valve by gravity.

The receiver is 61 inches in diameter and 10 feet 6 inches high.
The 14-inch exhaust from the high pressure cylinder and the 20-inch
supply to the low pressure cylinder open into the receiver 2 feet 6
inches from the top. The exhaust pipe from the low pressure
cylinder is 22 inches until it is clear of the engine foundation and
a 22-inch Wainwright joint 2 feet 6 inches long; thence it is 28 inches
in diameter to the exhaust main. The live steam lines are all extra
heavy lap-welded wrought iron pipe and the exhaust piping of ca5t
iron. The live steam valves are extra heavy-ribbed, bronze-seated
gate valves of the Chapman make. The working pressure is 160
pounds.

the Southwark Foundry & Machine Co. and is large enough to
take care of the ultimate capacity of the plant, 14,000 h. p. It is
very interesting to know that the installation of this central con-
denser instead of the independent condenser first contemplated
made a saving of over $io,oco in the cost of the piping and enabled
the building to be made about 30 feet shorter.

The auxiliary machinery at present installed is for 7,000 h. p. of
engines only. It consists of a steam engine driving the air pump
tandem and belted to the circulating pump, the latter being in the
basement. The air pump is an air comprcsser of improved type,
with a Weiss positive slide valve, and works free from water, the
intake of the pump being from the top of the condenser. The cir-
culating pump is of the Bibus rotary type and handles only the cold
inifctinn water.

FIG. ll.-STEAM HEADERS AND FEED PIPING.

The city of Chicago has a 12-foot brick tunnel in Fullerton Ave.,
through which water is drawn from the lake to flush the north
branch of the Chicago River, and the company has arranged to
take its supply of condensing water from this tunnel. The intake
is a 30-inch pipe, which is carried along the east wall of the build-
ing, just below the level of the basement floor; the return to the
tunnel is a 36-inch pipe along the longitudinal partition wall of the
building, also below the basement floor. The original design of
this station contemplated the use of a separate condenser for each
engine, but this was changed and a central condenser of the Weiss
counter-current type was installed. This condenser was built by

Fig. 5 shows the Weiss condenser in elevation. The exhaust
main, which is in the basement of the engine room between the
engine_ foundations and the dividing wall, increases in size from 22
inches for the small engine to 55 inches after passing the fourth one,
and joins an immense elbow in which the openings are 65 inches
in diameter. The vertical 65-inch pipe is carried up and opens into
the enlarged head of the condenser 10 feet in diameter; from this
head a pipe extends down to near the bottom of the hot well, and
constitutes a water leg or barometric tube. The condensing water
is handled by the Bibus pump and delivered to the condenser
through a 22-inch pipe at a point about 6 feet above the steam inlet.

July 15, lyoo.]

STREin RAILWAY REVIEW.

373

NOKTIIVVKSTICRN KI.EV ATEl) STATION.

From the lop of the condenser a pipe is taken and carried down to
the bottom of a smaller well, where it opens under water, forminj!
a second barometric tube. Near the top of this smaller barometric
tube is placed a separator, from which a 9-inch suction pipe leads to
the air pump.

A small pipe conncctinR the main condenser vessel with the sni:ill
barometric tube insures, at all times, a sulTicicnt quantity of water
in the small auxiliary hot well to seal the tube. The water from

Sec rwrj A A

FIG. lO.-SECTION or STEAM HEADER.

the auxiliary liot well flows over a weir into a bucket (marked B
in the drawing), the latter having a hole in the bottom which allows
the normal flow to escape. But in the event of a sudden and heavy
overload, when the supply of water has been adjusted for a light
load, causing the temperature of the discharge to reach the boiling
point, an abnormal quantity flows over and down the small baro-
luctric tube filling the bucl;et, tints by the increased weight opening
a free air valve into the condenser. This reduces the vacuum to
just lielow the boiling ijoiiit. and maintains it there until the at-

lendant adjusts the quantity of injection to meet the increased de-
mands, and all without a total loss of vacuum.

Two 28-inch pipes, with a Blake back-pressure valve in each, con-
nect the 65-inch exhaust riser to a 40-inch free exhaust pipe open-
ing above the roof. The boiler feed is drawn frolii the condenser
hot-well at practically the same temperature as the exhaust steam
entering the condenser.

FIG. I2.-BASEMENT OF BOILER KOOM.

The advantages claimed for the Weiss central condenser, aside
from the simplification in the piping and economy of room already
mentioned, are the less power required to drive the machinery, the
less amount of cooling water (one-half to two-thirds) required as
compared with the ordinary jet condenser, the lesser head on the
circulating pump, and the higher temperature of the hot-well.

FIG. 13.-PLAN A.\n ELEVATIONS OF ENGINE PIPING.

374

STREET RAILWAY REVIEW.

[Vol. X, No. 7-

Since the supply of injection water is constant and independent of
the vacuum, a sudden increase of load or a leak does not act to
reduce the vacuum when it is most needed, and lience the condenser
is very reliable in its action.
The station has been in partial operation since June ist and the

opposite the stacK. It is built in two decks, the station panels
being placed below and the feeder panels above. The construction
of the switchboard is apparent from Fig. 14. and Fig. 15 shows the
arrangement of the panels, and Fig. 16 the details of a feeder panel.
As arranged at present, current from three of the generators

itMviwniMttKnH

FIG. 14.-SWITCHBOARD.

performance of the condenser has been all that could be desired;
the temperature of the exhaust has been between 115 and 118 de-
grees F.

In addition to the live steam and exhaust piping and the engine
.separators and receivers, the engine room basement also contains
the electric cables to and from the switchboard. These are placed
overhead along the east wall of the building. Turner oil filters
and pumps for forcing the oil to the engines are also in the engine
room basement. For feeding cylinder oil an oil pump, made by

passes through the upper of the two Thomson wattmeters and that
from the fourth unit through the lower one. On the feeder board
an extra or emergency panel has been provided; it is the one imme-
diately over the wattmeter panel of the lower board. An auxiliary
bus bar (the upper one in Fig. 15) connects all the feeder panels,
including the emergency one; the regular feeder panels have two
single throw switches, one for connecting to the station bus and
one for connecting to the auxiliary bus, and the emergency panel
but one switch. In event of an accident to the circuit breaker or

\^■l.Doo,ooo
CJ1 Cables

■e-i.oa 000 en Cable i

FIG. I5.-ELEVATI0N OF SWITCHBOARD.

FIG. 16.— DETAILS OF SPARE FEEDER PANEL.

the Phoenix Metallic Packing Co., is attached to each of the low
pressure engine cylinders and is driven from the reciprocating
parts of the engine; sight feed lubricators of the usual type are used
on the high pressure engines.
The switchboard is located along the east wall of the engine room

other apparatus the panel aiTected is disconnected from the main
bus, connected to the auxiliary, and the switch on the emergency
panel thrown in. General Electric circuit breakers. Thompson
wattmeters, and Weston ammeters and voltmeters are used.
The company has contracted with the John A. Mead Manufactur-

July is, iqoo.]

STREET RAILWAY REVIEW.

375

ing Co., of New York, (or the construction of a complete coal and
asli convcyiiiK plant, which will not be completed for some months
yd. IVniporarily the coal is wheeled into the bnildinK on a wooden
platform Iniilt in front of the furnace and level with the tops of the
hoppers.

The lot owned hy the company is 595 feet lo inches lon^, and the
present building 254 feet 10 inches. The coal-storage building is
24x80 feet, zy feet 6 inches hif^h at the caves and 46 feet 7J4 inches
at the ridge, and i^ at llu- extreme north edge of the lot. This
stor.-ige building is to be comiecled with the boiler room by an
overhead passage way for the conveyors and by a tunnel. The
overhead way is 3S feet 3'/j inches above the ground, and its inter-
nal dimensions are 6 feet 6 inches by 8 feet; the tunnel is 6.\g feet
inside and the foundations are 14 feet 6 inches below grade.

.About so feet north of the power station are located the receiv-
ing hoppers into uhuli ilie coal is unloaded directly from the
freight cars. Just ihmiIi nl these arc two ash tanks which can be
discharged into cars or wagons. The coal crushing machinery is
at the li(i]i|iers and from' here conveyors take the coal to the ele-
vatiir at Ihe in.illi end ..I llie storage building, and thence to stor-
age hoppers, or to the bunkers in the boiler room. Ashes are
taken by a conveyor from the basement of the boiler room up and
around and finally dumped in the steel ash tanks.

The capacity of the conveying system is 50 tons per hour. The
coal storage building holds 1.500 tons and the bunkers in the boiler
room hold 300 tons.

The chief engineer of the station is Mr. John Wright.

THE ST. LOUIS STRIKE.

After fifty-six days of lawlessness and riot the St. Louis street
railway strike, in many respects one of the greatest clashes that
has ever occurred between capital and labor, was formally declared
oflf on July 2nd, when representatives of the company and the
executive committee of the employes union signed the following
agreement:

1. The provisions of the agreement of March 10, lyoo, as to
rales of pay and hours of service will be continued in force by the
company.

2. Every employe of the company to be free to join or not to
join any organization, and no discrimination to be made for or
against him because of the manner in which he exercises his free-
dom.

3. Any attempt on the part of any employe to induce another
employe by intimidation or threats to join or not to join any union
shall be cause for the immediate discharge of the person guilty of
such attempt.

4. .\ny attempt to influence any employe by ;in official of the
company to join or not to join any union shall be cause for the
discharge of such official.

5. The company will meet any employe or committee of em-
ployes, whether representing themselves, other employes or an
association of employes, regarding any matter of mutual interest.

6. For the purpose of filling vacancies which may now exist
or hereafter arise, the committee of former employes, of which
T. B. lulwards is chairman, shall prepare a list of the men who
were in the company's service. May 7 last, and as the company
now or hereafter needs additional men it will select them exclusively
from this list until it is exhausted, not interfering, however, with
men now in the service. No person shall be eligible to this list
who has been guilty of any acts of lawlessness or violence.

In the two preceding issues of the Review will be found an
account of the causes of the strike and the principal events oc-
curring in connection with it up to June 13th. For the purpose of
making the record complete we give herewith a summary of events
after that date.

June 14. There were no disturbances of any kind during the day
or night. All divisions in the city were operated on regular
schedules and save for the presence of members of the sherifTs
posse comitatus at the car barns and power stations there was
very little outward evidence that a strike was in progress. A
coroner's jury brought a verdict of homicide against a member of
the posse who had shot and killed a rioter on June loth. The
deputy sheriff was not arrested, however.

June 15. No rioting took place. The strikers submitted a new
agreement to the company as a basis of settlement of the con-
troversy. The sheriff continued to add new members to his posse.

June 16. f'resident Whitaker, replying lo the proposition sub-
milled by the strikers on ihe 15th, slated he could not accept the
suggestion to arbitrate the mailer of tlie reinslaleinenl of former
employes as the coinijany intended to keep faith with its new men
and retain ihem in the places assigned ihem. There were no serious
ilislnrbanees during the day.

June 17, A car on liuchd Ave. was slightly damaged by an
explosion of dynamite and a woman was roughly handled by a
mob of shop girls for riding on a car.

June 18. General Manager Baumhr<fT slated that many appli-
cations for reinslalemeni had been received from strikers, and he
was taking the old men back at the rale of fifteen or twenty a
day. BiAh day and night cars were running on former schedules
without prdice i)roteclion. A few slight outbreaks occurred in
various parts of the city, but none of ihcni were serious. Judge
Spencer rendered an important opinion, holding that all fiersons
ecjiivicted <jf placing obstructions on the street railway tracks
during the present strike came under the provisions of the stale
law making the ijenalty for obstructing the operation of a "rail-
road," imprisonment in the pcnilcnliary for a term not exceeding
twenty years.

June 19. The situation remained practically unchanged; Gov-
ernor Stephens in an interview stated that the backbone of the
strike had been broken.

June 20. The day passed without event worthy of record, all
cars running as usual, although not carrying as many passengers
as they had before the strike.

June 21. The situation continued as on previous days. The
sheriff granted furloughs of two days to several of the companies
in his posse, which at this time numbered about 1,500 citizens.

June 22. The board of police commissioners decided that the
posse comitatus should be reduced to 500 men, but special pro-
vision was made for recalling 1,000 of the deputy sheriffs for special
duty on July 4th, if necessary, as it was feared the general discharge
of firearms and fireworks on that day might occasion acts of
violence.

June 25. A temporary injunction was issued against the strike
leaders restraining them from interfering with the operation of
United States mail cars on any of the lines of the St. Louis Tran-
sit Co.

From this time on until the end of the strike there was very
little of importance to record. Small outbreaks occurred more
or less frequently, but were quickly quelled by the police or special
deputies. Occasionally a wire was cut or a torpedo exploded under
a car, but the men evidently had begun to realize the hopelessness
of forcing the Transit company into granting their unjust demands.
and were only waiting an opportunity to obtain their old jobs on
the best terms they could make. An attempt was made to institute
a general boycott against the company, but this was practically a
failure from the start.

July yth the strike and boycott were renewed, it being alleged
that the company had taken on new men in violation of section 6
of the agreement. The company replied that all the new men com-
plained of had been contracted for prior to July 2d and were vir-
tually employes at that time; it was offered to leave this question
to the attorney for the men.

Reports indicate that neither the strike nor the boycott will
prove successful. On July 12th ofKcials of the company stated
that so far as it was concerned there was no strike, and traffic on
the cars was increasing daily.

A new- electric railway between Quebec. Can., and La Bonnf
Ste. Anne was opened June 27th.

A new and extensive system of transfers has been put into effect
by the United Railways & Electric Co.. of Baltimore, in order
to comply with a recent act of the General .■\ssembly requiring
the company to carry a passenger from any point on its system
to any other point within the city limits for a 5-cent fare.

The inventor of a new car fender offered to prove to the
officials of the Camden (X. J.) & Suburban Railway Co., the
value of his device by standing in front of a car fitted with it. and
letting it pick him up while the car was going at high speed. The
officials succeeded in persuading him 10 try it on a dummy instead
and at the first test the dummy was ground to pieces under the
wheels of the car.

376

STREET RAILWAY REVIEW.

|V.)r. X, No. 7.

The English Tramway Exhibit,

AS SKEN BY A MBMBBR OF THE "KKVIKW'JsTAFI''.

First Exhibit of its Kind Abroad — A Splendid Success — Fine Displays Well Arranged — Large Attendance of
Tramway Officials — American Exhibitors Praised for Enterprise.

The Internatioiinl Tramways it Liglu Railways Exhibition, the
first ever held in Kurope. was lormally opened at the Royal Agri-
cultural Hall, London, June 22nd, and will close July 4th. It was
the first occasion on which municipal and private tramway inter-
ests have cordially co-operated toward a mutually desirable object,
and it is expected that the informal meetings of leading ofiicials
of municipal trannvay committees and companies, which have taken
place during this exhibition, will do something to smooth the path
of tramway progress in Britain.

England is on the verge of a complete tramway conversion.
London to-day is the most backward in its tramway system — the
oninil)us and little "bob" horse car being the typical Londoners'
ideal mode of travel — but scarcely will the doors of this exhibition

way men, who have not "missed a meeting in tlie past ten years."
agree that this London exhibition of tramway cquipnuiu is the
largest and most complete ever held.

The exhibition was open for private view June 22d, when it was
declared formally opened by W. H. Dickinson, Esq., chairman of
the London County Council, in the presence of 300 guests of the
management, the patrons of the enterprise and many members of
various city corporations; a very dainty .luncheon was served and
much speechmaking indulged in. One hundred and eighty-five
guests sat down to the beautifully decorated tables. Among the
.American visitors present were: Harold P. Brown. New Vork,
of the Edison-Brown Plastic Rail Bond Co.; W. J. Clark and Mr.
I^icc. New Vork, General Electric Co.; D. C. Warren. Chicago,

[.\TERX.\TIO.NAL TRA.MWAYS AND LKiH'l iv All.w AVS KXHIIilTK ).\'. LOXIli>-N.

have closed before the new- installation of the London United
Tramways Co., of which Mr. J. Clifton Robinson is managing
director, will be put in operation on the West London lines.

In reviewing the different exhibits that were displayed the vis-
itor, if he w-ere acquainted with the origin of various trarriway ma-
terials, would certainly be impressed by the predominance of the
American product and ideas. Many .American manufacturers have
come forward with large and creditable displays, indicating that
they are well aware of the immense future business to be obtained
in this market.

The Tramway Exhibition was conceived, promoted, and man-
aged by the owners of the Tramway and Railway World, of Lon-
don, to whom great credit should be given. Many old .■street rail-

"Street Railway Review;" W. A. Parker, Milwaukee, Christensen
Engineering Co.; Geo. A. Harwood, Mansfield, Ohio., Ohio Brass
Co.; F. C. Green, Albany, N. Y., Consolidated Car Heating Co.;
E P. Thomas, Lorain (O.) Steel Co.; G. W. Wallaston, Jersey
City, N. J., Dixon Crucible Co., and J. G. White. New York.

Mayors and other officials of large English cities and representa-
tives of the army and navy were present in large numbers.

As the list of exhibitors and description of the hall were pub-
lished in the "Review" for April, they will not be repeated here;
suffice to say the display was extremely gratifying to all concerned,
and will doubtless become an annua! feature in English traction
events. There were 91 exhibits, some of which were even larger
lluui any seen at the conventions of the .American Street Railway

July 15, igoo.]

STREET RAILWAY REVIEW.

.^77

AssiK-ialion. < )iu- iniiip.-iiiy is indilcil uilh li;ivin(* spent $30,000
on its exhibit. 'I'lie illiisfr:ilicins ull ln.u miiiiilcti- Mini ;iltr;ictivc
many of the displays are,

.AKricullnral I fall was ample for all requirements, and allowed a
liheral .space for each company's display. The iirilish WeslinR-
house Co. has the larRcst exhibit, followed closely by Dick, Kerr
Si Co., the liritish Thomson- Ilmislon Co., R. VV. lilackwcll & Co..
(he J. G. Brill Co., the Ohio Brass Co., and others. AH of the
exhibits were well arranged to show their respective merits, and
many neat advertisiiiR souvenirs weri' to be had for the asking.

T have been much impressed vvilh ihe fact that while American
ideas largely predominati', :il the ^Mme lime it is very evident that
there is a strong disposition on llie pari of tramway companies to
i;i\e tlie jircfcrence lo home inannfaclnrers (jr to .American com-
panies manufacturiuji here. Next in (U'der come .American goods
sold by F.nglish aEenIs Strong competition has developed be-
tween these various interests and there is great activity on the part
of all the .sellers to capture tlic big orders in prospect, one of the
largest of which is the I,ond(jn County Council's cimlract. Rail-
way material and equipment here are sold largely upon the recom-
mendation of the various city councils or corporations, and it is a
sure thing that they will award their contracts to English concerns
if the matters stand anywhere near equal.

Withinit attempting to describe in detail each exhiljit. T will
briefly mcnti<ni our .Xnurican displays and a few of the niort
notable Knglish concerns

SOME KXTflBITS.

British Wcstinghouse hlectric & Manufacturing Co., London. —
This exhibit extends over the entire length of the Agricultural
Hall, and is an actual electric tramway in practical operation, com-
lilelc in all details from the power house to the moving car. The
line on which the car runs is ,110 feet long. The current is ob-
tained from a Wcstinghouse underground conduit, built on this
company's sectional system. Each end of the exhibit is paved so
that the conduit and rails present the appearance that they would
have in a street. The intervening portions are open so that they
can he readily inspected. The power station, which is at the main
entrance of the hall under the east gallery, is equipped with a gas
engine, electric generator and switchboard, all of Wcstinghouse
make. Motors of the same build are shown mounted on trucks
and dismounted for inspection. A handsome double-decked tram
car, specially designed for this exhibit and fitted with every modern
improvement, including electric signal bells at each seat outside
and inside the car in order that passengers may easily signal the
motorman to stop, runs on the line, carrying passengers. A con-
spicuous feature of the exhibit is the Wcstinghouse electro-mag-
netic brake CNewell patents'), which is operated electrically by the
motors that drive the car. .Another important feature is the Wcst-
inghouse electro-pneumatic control system whereby all the
railway and other motors on a train, can be simultaneously oper-
ated from one point. This exhibit may be said to represent .nn out-
lay of about £rt.ooo. and is of British construction entirely.

The British Insulated Wire Co.. Ltd.. of Prescot. shows a full
line of cables, section pillars, tec and disconnecting joint boxes.
Mr. G, If. Ncsbitt is in charge.

Miller S; Co.. Edinburgh, are well represented with one of their
directorate, Mr. W. Gordon, in charge. Their exhibit consists
of chilled car wheels, wheel presses and switch points.

The Ohio Brass Co.. Mansfield. C. shows a large variety of ar-
ticles in a very attractive manner. The exhibit is in the charge of
Mr. Geo. A. Pfarwood. the company's general foreign agent, as-
sisted by Mr. L. K. Cameron, of the Toronto (Can.') office: it con-
sists of head lights, gongs, flexible pole brackets, railbond material,
track brushes and cleaners, and overhead material in great variety.

The Christensen Engineering Co., Milwaukee, has one of the
large exhibits, showing in operation several of its air-brake equip-
ments. Mr. W. .A. Parker, European manager of the Christensen
company, is in charge.

OI'EXIXO THE EXHIIIITION.

TlH- t.M-r)tleniait facinir tlit- sle{>H with hin hal in liiK band is W. H. DickinMjn.

Estj.^ Chairman of the London County Council.

Chas. Churchill & Co., Ltd., London, have a large line of Ameri-
can planers, shapers, lathes and general machine tools, the Q &
C Co.'s pneumatic hammers and riveters, track drills, jacks, rail
saws, fenders, etc.: also the Stanwood car step.

The Lorain Steel Co.. Lorain. C. has a large display of rail
joints, electric welded joints, portable crossovers and Dupont car
trucks, and an exhibit of special track construction, similar to that
used in several cities in Northern England which have recently
adopted electric traction. The special feature to be noted is the
solid piece construction, and the extreme length of the points, one
open point and one crossing. The points are 12 feet and the cross-
ing 9 feet 6 inches Messrs. E. P. Thomas and Carroll Burton in
charge.

f'lectric Tramway & Equipment Co.. Birmingham, shows a full
line of overhead material. This company makes this line to sell

OHIO BRASS CO. EXHIBIT.

direct to the sujiply trade, as it does no contract work itself.
also agent for Nmtal's (Pittsburg) gears and pinions.

It is

The Consolidated Car Heating Co.. .Albany. N. Y.. displays a
large line of electric heating apparatus under the supen-ision of
Mr. Francis C. Green, general superintendent.

. Dick, Kerr & Co.. Ltd., London, the Electric Manufacturing
Co.. Ltd.. and the Electric Railway & Tramway Carriage Works,
Ltd., combined their exhibit, which comprises a complete line of
tramway appliances from the rails and overhead materials to the

378

STREET RAILWAY REVIEW.

[Vol. X, No. 7-

rollipR stock. The special features of their exhibit are several new
types of cars — first, the bogie vestibuled top seat car- for heavy city
service, with Bellamy reversed stairway; second, a bogie cross-
bench car for high speed, suninier suburban service; third. 4-wheel
single-deck car. seating capacity 26 persons, etpiipped with air
brake, with axle driving compressors. Mr. W. Rutherford and
Mr. C. Armstrong are in charge.

J. G. Brill Co.. Philadelphia, has a Brill convertible car made for
the Leeds (Eng.) Corporation and several types of car trucks.
This display attracted a great deal of attention and much favorabU
comment. The Brill cars and trucks are almost as well known
here as at home and are much liked.

Brush Electrical Engineering Co., Ltd.. London. — This exhibit
is in charge of Mr. King and is large and of a very attractive nature.
The Brush company is very particular to state that it is tha actual
manufacturer of the entire line of railway equipment. The exhibit
shows a bogie vestibuled car. such as constructed for the Swansea
Tramway Co. This motor car is arranged to seat 44 persons and
has two compartments, which can be used for separate classes or
for smoking. The car runs on bogie maximum traction trucks and
is consctiuently able to go round very sharp curves. In the exhibit
are also tramway motors and controllers, electrical service brakes.
and nianv other articles of the well-known Brush make. The

The British Thomson-Houston Co., Ltd., London. — This exhibit
consists of cars and motor eciuipment. .Among the cars shown is
a full equipped car built by Messrs. Hurst-Nelson, and mounted on
Brill trucks, also a car similar to what the British Thomson- Hous-
ton Co.. is supjilying to the London United Tramways, mountei!
on Feckliam trucks and et|uipped with B. L. motor brake equi])-
ment.

The Pearson Huggins Co., Ltd.. Bristol, is the maker ol uni-
forms, and has a very attractive display in exhibit No. 47. Mr.
\nhiir House is in charge.

The Weston Electrical Instrument Co., of Newark, N. J.. i> rep-
resented by F.llicott Bros.. it:< I-ondon agent, who showed a ful!
line of Weston apparatus.

The I'.ritish GrilVm Chilled Iron & Steel Co.. Ltd.. London. —
This company has a very complete exhibit of wheels, electric motor
wheels, and axles shown in various stages of use, and some that
have been put under a test to show the durability and tensile
strength of the metal.

Bergthcil Ik Voung, London. — This firm is European agent for
the H. W. Johns Xfanufacturing Co., of New York, and the Johns-
Pratt Co., of Hartford. They show a full line of electric car heat-

DICK. KERR & CO. -ENGLISH ELECTRIC MFG. CO.
ELECTRIC R.\ILW.\Y i: TR.AMVT.W CO.

Brush company is to be congratulated on its exhibit, which com-
pares favorably with any .American or Continental competitors.

Robert W. Blackwell & Co.. Ltd.. Londmi.— The Blackwell ex-
hibit ranks with the very best shown in the hall, and the variety of
traction materials exhibited is probably the greatest. The exhibit
is under the direct charge of Mr. J. Pringle, and associated with
Mr. Pringle are many gentlemen connected with the various firms
of which the Blackwell company is European agent. Mr. Long,
the vice-president of the Peckham company; Mr. Scott, of the Cut-
ter company, Philadelphia, and Mr. Harold P. Brown, of the Edi-
son-Brown Rail Bond Co., of New York, are among the Ameri-
cans in attendance at the Blackwell stand. The Blackwell com-
pany shows a large variety of American made goods, prominent
among which are the Crane Co.'s steam specialties, the Grifting
Co.'s Bundy separators, the Peckham Co.'s various types of train
way trucks, McGowan pumps, etc. The exhibit of Harold P
Brown. No. 120 Liberty St.. New York, deserves special mention.
Mr. Brown has fitted up a booth adjoining the Blackwell stand, in
which he practically demonstrates his system of bonding rails. His
tests arc very interesting and comprehensive and the means he has
taken of demonstrating his article cannot fail to produce good
results.

ROBT. W. BLACKWEW, & CO.

ers and the well-known Johns asbestos coverings. The gentlemen
in charge are Mr. Pell. Mr. A. H. Berry, manager of the electrical
works of the H. W. Johns Co., of New York, and Mr. H. H. Lus-
comb, secretary of the Johns- Pratt Co.

Joseph Dixon Crucible Co., London and Jersey City. — This ex-
hibit is in charge of Mr. G. W. Wollaston. manager of the Euro-
pean branches of the Dixon company, with a full line of Dixon
graphite paint, dynamo brushes and resistance rods.

Tlic Babcock & Wilcox Co., Ltd., London, exhibits a model of
Its water tube boiler.

The Worthiiigton Pumping Engine Co., London, has a very
I)ron\inent stand in the main entrance, composed of pumps, heat-
ers and condensers.

Smith, of New York. — This exhibit is in the charge of Mr. Edwin
Lansing, the European manager of this house, and Mr. Lansing is
able to tell all that is worth hearing about headlights, signal lamps
and torches.

The Hale & Killnirn Manufacturing Co.. of Plnla(lol]ihia, shows
a line of car seats and scat materials. Mr. S. .-\. Walker, of Phila-
delphia, is in charge.

NOTES OF THE EXHIBITION.

The catalog of the Tramways Exhibition is a book of 180 pages
and most admirably arranged. Sufficient space is devoted to each
exhibitor to allow him to state the exact nature of his product, his
cable address and any other information that would be useful to
the visitor. A plan of the exhibition is also arranged so that each

Jui.v 15, ir/30. 1

STRF.KT RAILWAY REVIEW.

379

Ijriiilli (';ni !"• Icjc'.Mi'd c.isily. 'I'lif catiiliin is liomul in canlboard,
will] a very taslifiilly dosinncd cover.

.\<> fasi as tile c|r|,iil.M in|l^ rif tlir vaiiniis lily coilMclls aiul ODr-
poraliciis anive in llu- hall a typiui iitcn amiiniiicciiK'nl of llic (act
is made, stating vvlio lliey are. .iiid fmni wliicli city tliey may have
come, and lliese aniionncements are distrihnted at llie varions
1mm, Ills, so lliat the e.\liil)itor is kept pu'-tetl at ;ill limes as in tin'
rcspiinsilile Ir.imvv.iy men that may he in the hall.

In KhaneinK thronKli the exhibition hall one would be much im-
pressed by the great predominance of .American goods. .\ great
many of such goods vvliile .shown nnder the name of an luiglish
or Scritcli finn, and to all ap|)carances made in Cireat Britain, still
they have the stamp of an American origin plainly tni them. There
is no need of concealing the fact that the ICnglish municipal cor-
porations are loyal to their own manufacturers, and if circum-
stances ;ire .anywhere near etpial they will award their contracts
to their hinne concerns. This does not to any very great e.xtent
prohibit Ihe .American manufacturer from this marUet, as the
.American-made goods as yet, have many points of advantage over
those of home construction.

Mr. I'^rancis C. Crcen, superiiuendenl of the Consolidated Car
Healing Co., of .Mbany, N. Y., is attending the exhibition, an'd in

WESTINGHOUSE EXHIBIT.

charge of that company's exhibit. He states that the company
has already equipped about J50 cars in England and on ihe Con-
tinent, with its electric heaters.

Mr. G. A. Harwood. general foreign agent of the Ohio Brass
Co., is making an exti-nded trip throughout the world, which will
be of about two years' duration. Mr. Harwood expects to keep
continually among the F.uropean agents of the company.

Mr. W. Gordon, director of Miller & Co.. Ltd., Edinburgh, is
in charge of that company's exhibit. Mr. Gordon took quite an
extended tour in the United States about a year ago, and is a
warm admirer of .American business methods in general. Miller
& Co. are the oldest makers of chilled wheels in Great Britain,
and have until the last few years supplied Ihe greater part of the
flemand for such articles.

The promoters of the Tramways & Light Railways Exhibition
otlfered at the suggestion of several tramway managers a prize of
£2$ for the best invention for securing a dry seat on the tops of
tramcars and omnibuses, in all conditions of weather, and a sec-
ond prize of £2^ for the most practical and efficient life-saving
guard or fender for tramcars. There were about fifty competitors
for the dry-seat prize and five or six tried for the fender award.
The judges awarded the seat prize to Peter Burns, of Birming-
ham, who showed a scat which automatically reversed itself when
not in use, allowing the underneath seat to be used for posters or
advertisements. The competition for the fender award was very

keen, and several very efficient devices were shown. The judges
gave the award to Wilson & Bennett, of No. 123 Market Street,
Hyde, who showed an automatic life guard that was placed far
under the car.

The Wcstinghousc Electric & ManufaclurinK Co.. Ltd., of Lr)n-
don, is erecting a large plant at Manchester, England, capable of
employing 5,000 British workmen.

.\Ir. Lawrence Fulton Braine, general manager of the Continu-
ous Kail Joint Co., of Newark. N. J., was in attendance at the
exhibition. D. C. W.

f.ondon, July i, igoo.

• ■ >

CHICAGO UNION TRACTION EARNINGS.

The statement of gross earnings of the first fiscal year that the
Chicago Union Traction Co. has operated the lines of the old
North and West Side companies shows a gain for the year of 5.2
per cent. The month of June was the only one that did not show
an increase for the combined system; in this month the West Side
gained $8,000 and the North Side lost $.12,000. Of this about $21.-
000 is believed to be due to opening the Northwestern Elevated and
the balance to cool weather and the labor troubles.

The comparative figures are as follows:

i8r)9-if)oo. 1898- 1 899. Increase.

July $ 653.811.60 $ 612.329.19 $41,482.41

-August 672.049.55 612.764.02 59.283. 52

September 633.253.80 605.900.28 27.35352

October 679.o.?9.8o 623, 194. 1 5 55.845.65

November 608.836.45 .563.710.43 45.126.02

December 621.614.90 587.979.lt .■53.635.79

January 587.020.70 53'.''57.7I 65.362.99

February 520.593.70 483.896.20 36.696.90

^larch 580.420.90 575.041.20 5.37970

April 600.952.40 586.088.35 14.864.05

May 647.347.20 621.882.11 25.465.09

Jii'ie 614.952.65 639.166.19 *24.2I3..54

Total $7,412,770.00 $7,043,608.00 $369,162.00

* Decrease.

• ■ »

TEN-CENT FARES SAID TO BE ILLEGAL.

For several years it has been the practice for the Brooklyn Rapid
Transit Co. to increase the fare on one of its Coney Island lines
to 10 cents during the summer season. The object of this was to
provide one route on which the cars would not be so crowded
and thus better accommodate those patrons to whom the higher
fare was no hardship.

This year the usual increase of fare on one line was followed by
an application for an injunction by one Peter H. McNulty. The
Supreme Court. Justice W. D. Dickey, on June 19th refused the
injunction restraining the collection of a lo-cent fare, but staled
that an action through the attorney-general to forfeit the charter
of the company would lie.

« ■ »

SYRACUSE, N. Y., BENEFIT ASSOCIATION.

In our March issue, page 141. we gave some particulars con-
cerning the Employes' Mutual Benefit Association of the Syracuse
(N. Y.) Rapid Transit Co.. and among other things stated that the
membership was at that time 148. Since Mr. E. G. Connette has
been general manager of the company he has taken considerable
interest in this association and persuaded the trustees that it
would be advantageous to remit the initiation fee of $1 to appH-
cants for a short period. The result of this action and of the active
work of the trustees has been to increase the membership to 250.
The total number of employes of the company is about 350. but
many of those who have not joined the association are ineligible
because of age.

The United Traction Co.. of Albany, N. Y.. has filed a protest
with the State Board of Tax Commissioners against the valua-
tions placed upon its property which were increased from S225.671
in 1899 to $864,.500 in 1900.

380

STREET RAILWAY REVIEW.

I Vol. X, No. 7-

ATTRACTIVE FOLDER FROM TOLEDO.

DRAINAGE CANAL TRIP.

The Toledo {U.) 1 raction Co. has issued a lO-i age inkier. ^o-K
X 8'A in., on one side of which appears a colored lithographed map
showing the location of all the traction company's lines. Two of
the pages on the reverse side are devoted to the latest time-tables
of the company, and in the remaining space is given a description
of the growth and commercial prosperity of Toledo, a history of
the Toledo Traction Co., a description of Lake Erie Park and Ca-
sino, and the plans for the Ohio Centennial and Northwest Terri-
tory Exposition to be held at Toledo from May i to Oct. 30, 1902,
and for which nearly $3,000,000 li.is been practically jiledged from
various sources.

FREGIHT CAR ON MAXIMUM TRACTION
TRUCKS.

The VVinstnn-Salem Railway & Electric Co., of Winston, N. C.
has recently had the J. C. Brill Co. build for it a car which is well
worthy of the attention of street railway men. especially those con-
nected with roads where there is much transportation of heavy
freight. It is a 30-ft. flat car mounted on Brill maximum traction

fmit ' II W\

ELECTRIC FREltJHT CAR.

trucks. The framing of the car is of the usual freight car type
with truss rods and needle beams. Both ends are fitted with dashers
and brake wheels, and stake pockets are placed along the sides.
The body is 7 ft. 6 in. wide at the sills. The trolley stand is sup-
ported on four posts at one end of the car. The trucks have a
wheel base of 4 ft., the driving wheels are 33 in. in diameter. 3-in.
tread and H-in. flange. Each truck has one G. E. 58 motor. There
are two Brill sand boxes and two pedal gongs.
•-•-•

CHEAP FARES FOR WORKINGMEN IN ENG-
LAND.

,\t a conference last month between the chairmen of committees
in the House of Lords and the House of Commons, and repre-
sentatives of the British Board of Trade, it was decided to adopt a
model clause to be inserted in all tramway bills providing for
cheap fares and special cars for working people. The provision is
as follows:

"The company, at all times after the opening of the tramways
for public traffic, shall, and it is hereby required to. run a proper
and sufficient service of carriages for artisans, mechanics, and daily
laborers each way every morning and every evening (Sundays.
Christmas Day. and Good Friday always excepted), at such hours,
not being later than 8 in the morning or earlier than 5 in the even-
ing respectively, as may be most convenient for such workmen go-
ing to and returning from their work, at fares not exceeding one
halfpenny for every mile or fraction of that distance. On Saturdays
the company, in lieu of running such carriages after 5 o'clock in the
evening, shall run the same at such hours between noon and 2
o'clock in the afternoon as may be most convenient for the said
purposes. If complaint is made to the Board of Trade that such
proper and sufficient service is not provided, the Board, after con-
sidering the circumstances of the locality, may by order direct the
company to provide such service as may appear to the Board to
be reasonable. The company shall be liable to a penalty not ex-
ceeding .£5 for every day during which it fails to comply with any
order under this section."

♦ » »

The endless chain scheme for selling street car tickets has reached
Cincinnati.

The members of the Chicago Trade Press .Association, on June
25th, made an inspection trip down the drainage canal and visited
the controlling works at Lockport. The party consisted of about
60 gentlemen and ladies and was escorted by President William
Holdenwcck, of the Sanitary District Trustees.

While appreciating what has already been done, the members
present were ui-animous in the hope that the District would be suc-
cessful in its efforts to have the Chicago River deepened and wid-
ened, allowing vessels of greater beam and draft to pass through
the river and into the canal. This work is absolutely necessary if
the commercial supremacy of Chicago is to lie retained.

SALE OF THE STEPHENSON CAR WORKS.

tJn June 12th, llic John Stephenson Car Works at Elizabeth, N.
J., were sold at public auction to J. C. W"illetts and .Adolph Wumpf-
heimcr. of New York, representing a creditors' committee. The
plant, which comprises seven buildings and 80 acres of land,
brought $177,000, and material on hand sold for $49,283. The
original cost of the works was $400,000; of the material, $143,960.

It is said the new owners will re-open the plant at once and will
build high-grade street cars for all conditions, as formerly.

TRACKS PAVED WITH GOLD.

It has been discovered that large quantities of stone which the
Oenver City Tramway Co. has been using for paving between its
tracks, contain gold ore in paying amounts, some of the specnnens
assaying at $5 and .$7 to the ton. The stone was taken from quar-
ries in Boulder County, and it is said thousands of tons have been
used in Denver's streets.

The discovery was made by an expert miner, who recognized
traces of the precious metal in a small piece of the paving stone
picked up in the street.

LABORATORY TRAINING.

In discussing operating w-ork as a feature of electrical laboratory
training at the meeting of the Society for the Promotion of En-
gineering Education, Prof. W. S. Aldrich. of the University of
Illinois, lays down these principles:

"Training in handling electrical machinery is quite as essential
as training in electrical measurements. The one should be done
and the other not left undone. If with all of his familiarity with
galvanometer work the young electrical engineer is left to the
mercy of the wireman or the operating engineer his laboratory
training has been incomplete. A knowledge of the behavior of
electrical machinery and confidence in handling electric circuits is
becoming more necessary with each widening use of electricity.
The utilization of alternating currents and the operation of alternat-
ing current machinery constitute today a most interesting and im-
portant field, one with which the electrical student cannot become
too familiar. It is the result of experience that students who have
been given a course of electrical labofatory training involving
study, inspection, illustration and operation, liave a better under-
standing of testing work than if they had been put at once into the
latter without attention to the former."

IMPROVEMENTS ON ST. LOUIS & SUBURBAN.

It is announced that the St. Louis & Suburban Railroad Co. has
in contemplation improvements and betterments to its system that
will cost over $500,000 and possibly $1,000,000. The roadbed will
be thoroughly overhauled, new switches and curves put in, and it
may be decided to cast weld joints on all divisions. New rolling
stock will also be purchased and the overhead work improved and
strengthened.

But the principal changes will be made at the DeHodiamont
power house. This station has become inadequate to handle the
rapidly increasing traffic of the road, and it will be necessary to add
new machinery or else build an entire new station. Which cours''
will be followed has not yet been decided.

July is, lyoo.

STREET RAILWAY REVIEW.

381

THE STREET RAILWAY AT DERBY, CONN.

llu' piiiiiccr electric road of New England is ihat owned and
operate<l by the Derby Street Railway Co., of Derby, Conn. The
charter was granted in 1887, and on the night of Apr. 30, 1888, the
first car was run over the four miles of track. Electric roads
at that time were hardly more than a theory, and in consequence
the Derby line has passed through all the vicissitudes attendant
upon the development of a new idea. Looking over the 13 years
of the company's existence an excellent conception of the devel-
opment of electric railroading may be had.

The first power house was built at the Derby Docks and was
equipped with one i7S-h. p. boiler, one loo-h. p. engine and one
7S-h. p. Van Depoele generator, with the necessary "exciter," and
one throw-over switch. Originally the road was intended for
freight but upon the completion of the plant, the freight motor had
iu)t been received and the passenger cars, equipped with the Van
Depoele 15-h. p. motors, were put into service. These motors
were set up in a cab in the front of the cars and were geared to
the axle by sprocket chains.

These crude motors were used until the fall of 1889, when the
passenger service, having grown beyond all expectations, the Gen-
eral Electric F-20 under-running motors were given a trial and.
proving very satisfactory, all cars were finally equipped with them;
they were used until 1894, when the G. E. 800 nnder-ruiining motors
were put in and are being used today.

The Van Depoele generator was used until i8yj, when it was
replaced with an Edison bi-polar 150-kw. machine. This proved
satisfactory until 1894, when a new station was built on Main St.
in Derby. The general dimensions of the present power house,
which is of brick and stone, are 60 x 55 ft. The boiler room is 28
X 55 ft. and 30 ft. high, and is equipped with three 6oo-h. p. Bige-
low & Co. boilers. National feed water heaters. Chapman & Ken-
nedy valves, Davidson condensers and pumps, and Sellers injectors.
The steam pressure carried on the boilers is 100 lb.

The engine room is 30 x 55 ft. and 20 ft. high, and is equipped
with two 6oo-h. p. AUis-Corliss engines and two direct-connected
General Electric generators of 400 kw. capacity. The switchboard
has six panels, with a Thomson recording wattmeter, two Weston
voltmeters and two Weston ammeters. The current is generated
at 525 volts.

The completion of this power house marked a point in the devel-
opment of the road for which the company had scarcely dared to
hope. At the beginning the almost superstitious opposition of
the people to an electric road and the fight of a bob-tail horse car
company to secure travel, raised obstacles hard to overcome. With-

are the McGuirc "Columbian" and the motors arc the G. E. 800 and
G. \i. 1200. The car equipment includes steel gears and pinions
made by the United Slates Projectile Co., 2%-lb. trolley whccia
made by the H. A. O-sbornc Manufacturing Co., New Haven fare
registers, Consolidated electric car heaters, "Standard" air brakes,
Corning brake shoes, 33-in. 300-lb. car wheels made by the Boston
Car Wheel Co. The bearings are all babbitted.

Nine regular and 10 extra conductors and the same number of

lU.. 1 lioU.hK l.\ i-lKBl I'OUKK UULsk.

motormen are employed; 11 hours constitute a day's work, the
average wages paid being $55 per month.

The overhead construction consists of No. o trolley wire and
three No. 0000 feeders five miles long, made by J. A. Roebling's
Sons. The overhead fittings were made by the General Electric
Co. and the Ohio Brass Co. The poles are of wood. The over-
head construction is maintained by the repair shop employes, six
men being employed, who work 10 hours a day and are paid $50
a month. The repair shop is located on Main St.. Derby, and is
125 X 25 ft.

The company has two car houses, one on Main St. and the

FIG. 2— ENGINE IN FIRST POWKK HOUSE.

FIG. 3 — V.\N DEPOKIK GEXER.\TOK.

in a short time the electric road became the popular one, however,
and eventually absorbed the horse car line, equipping that with
electricity and making a belt line between .\nsonia and Derby.

From three cars the rolling stock of the company has grown
to 12 open and 12 closed motor cars, and 5 open and 2 closed trail-
ers. The cars were made by Brill and Jackson & Sharp; the closed
cars are 18 ft. long and the open cars are lo-bench. The trucks

other at Lake Housatonic Park. The former is 35 x 125 ft, built of
brick and will shelter 14 cars. The latter is 65 x 130 ft., built of
iron, and will shelter 16 cars. Hydrants with hose attached are
conveniently located in the buildings for use in event of fire; one
watchman and one inspector are employed.

The company operates about 10 miles of single track, an exten-
sion of about two miles, having been opened on Sunday, May 27th.

382

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

The heaviest grade on the road is yVi per cent and 400 ft. long.
The track is laid with 90-lb. girders and 60-lb. T-rails, made by the
Lorain Steel Co., the Johnson Co. and Wm. Wharton, jr. & Co.
The ties are of chestnut 6 x 7 in. x 6 ft. spaced 2 ft. between centers.
The joints of the 9-in. rails are made with 8-hole fish plates and the
6-in. with 6-hole fish plates. "Crown" bonds are used. The streets
are for the most part paved with macadam, but there are ij4 miles
of Belgian block.

In the operation of the road four tons of George's Creek, pea

FIG. 4 — KHECTING BOII.ER.S AND ST.\CK OF NEW PLANT.

and dust coal are burned daily, the cost per ton running from $1.50
to $3. The average car-mileage per day is 625.

The cost of power per kilowatt-hour is 1.56 cents, distributed as
follows: Fuel, .8654; labor, .5717; supplies, oil, waste, etc., .0450;
water, .07892.

^^Bi"^ ^^^^^^^^B^3£s^S^^^^Kt

1^^ mMk
raffia 1^' .|i

:-j,io

FIG. S — 600-H. p. ALUS ENGINES IN NEW PLANT.

The operating expenses in cents per car-mile are as follows:

General expense 1. 576

Transportation 5962

Maintenance of overhead construction, way and buildings 604

Maintenance of equipment 1.835

Power station 2.368

Losses by damage 459

Total 12.804

The maximum speed of the cars is nine miles an hour, the sched-
ule speed being 7.25.

The officers and operating staff were: President, H. Holton
Wood, Boston; vice-president and treasurer, Charles E. Clark,
Derby; secretary, F. W. Wallace, Ansonia; general manager, B.
W. Porter; superintendent, George N. Kennedy; chief engineer,
H. Schmitz; attorneys, Woostcr, Williams & Gagcr, Derby. The
authorized capital stock is $250,000, of which $150,000 has been is-
sued, and the authorized funded debt is $250,000, of which $150,000
has been issued. Early in June of this year the Derby Street Ry.
was acquired by the Connecticut Lighting & Power Co., of New
York, otherwise known as the Young syndicate, which has re-
cently secured control of a large number of other street railways
in Massachusetts and Connecticut. The consideration is stated to
have been $350,000.

A few years ago the company purchased a tract of land a short
distance north of Derby on Lake Housatonic, and opened a pleas-
ure resort. Pavilions and baseball grounds were provided and

FIG. 6 — CUKVE AT NAUr.ATUCK liKlDGE.

launches put on the lake. This park proved a delightful place for
the people of this section to spend the warm summer days and
evenings, and has been a profitable investment.

There is one point in track building, overlooked in the first con-
struction, in 1887, which experience disclosed was a very important
one^a good joint. The hasty and imperfect work at the joints
caused endless trouble. The joints were soon improved, however,
and the resultant change brought the road into the popular favor it
has since enjoyed.

Figs. I, 2 and 3 of the illustrations show the boiler and engine
rooms of the original power plant, and when these views are com-
pared with Fig. 5 which shows the direct-connected unit now used,
the progress made in building machinery for railway power plants
is very evident. Fig. 4 is a view of the stack of the new station
when in course of erection and Fig. 6 shows the big curve at the
Naugatuck River bridge.

PETITION AGAINST CHEAP FARES.

Residents of Evanston, a northern suburb of Chicago, have pre-
sented to Mayor Harrison one of the few petitions ever drawn
protesting against a reduction in car fares. It now costs 10 cents
to go from Chicago to Evanston by street car, but it has been
proposed to connect the Chicago, Milwaukee & St. Paul Ry.
with the newly opened Northwestern Elevated and run express
trains into the city, charging a 5-cent fare. The delegation that
called on the mayor urged him to disapprove of the plan as it is
feared the reduced rate would bring to Evanston an undesirable
class of residents and turn the suburb into a popular excursion
resort.

The Ohio Board of Public Works has granted permission to T.
N. Fordyce of Detroit, Mich., to build and operate an electric tow
line along the Miami & Erie canal for the purpose of drawing canal
boats.

July 15, 1900.]

STREET RAILWAY REVIEW.

383

Electrical Measuring Instruments.

By J. Franklin Stevens.

Mr. Rtcvcus in pruHldfiU uf Ihi' Kt^yKtotm Electrical IdHtrumcnt Co., of Phlladrlphia, and lliio pa|icr waji rrad at a Htati^d nieellnif of the Franklin

Institute.

1*AKT I.— The autlKir tniiclK'n brit-My on tlu* liintory of tlic Hubjt'cl .-uid IIk- Hucc<'Hft with which infttrumrnl niak<-TN havir mrt the dcmaniN for new types of
iiislriHiifiits. Next tlic iiisfniini'iits iiri'dcd in ni.-tkintr ordinary i-It-ctrical niraHurrnientM arc e numerated, and the rc'|uirenii*nlKof a practical and Halisfactory
inslninii'iit for ini-asiii inn \ olt.it,'.-. current or power delim.d. 'riie fiifferent lyjpeH of iiiHtrumeiilH in common iiwr are then claHsified and tlicir renjM'clive advan-
tajjes, ilisadvantatres and liinitai ions for v;irions classes nt work <lisciissed. Tlie six typi-s of inHtrnnicnls considered are: Hot-wire. Klcctru.Htatic, Tani;ent
(^aivonometer, I>.\'naiiiomeler, I)'Arson\;il j,.-al\'anonieter, ICIectro-niat'iletic.

I*.M<T II. A ft. 'I < oni|>Ietint,' tin* iliscnssion of I lie cliaracterisiicK ami limitations of tile different tyiws. the <|m'HlionH of H|M'ciflcationH and inntallation arc
taken up. Tlie im]ii.rt.iiici- of selet tiii^r a nianiif.tctun-r who iias le.arned the " trick" of making an instrument projMrrly, in dwelt u|Min and HUififeBtions are
made as to the way ol .ivoidin^ the troubles that arise between the maker and the pnrcham-r and hih enifineer bccauite the inHtrunienlH are careleHMly nr iifnor.
anlly handled by thi' switchboard contractor. The ]>ermiHKibb' errors in instruments, the <lefinitionH of the ohm, amiKre and volt, and remarkii on teminif and
calibrating follow next, and the cojicltiston deals with special forms of indicatint; instruments.

.Since we liave available a very extensive literature bearing on the
subject of lal)oratory testing instruments, in vvhicli can be found
descriptions of tlic instruments employed, tbcir construction, appli-
cation and approximate laws, I shall pass over that portion of the
subject and confine myself to commercial direct reading indicating
inslrumcnts, such as arc to be found in evcry-day use.

The history of the art embodied in the commercial manufacture
of indicating instruments is extremely interesting, but shows many
analogies to the development of other branches of electrical engi-
neering, with the single exception that practical data in published
form are extremely scarce. Every one entering this field is com-
pelled to master some of the most intricate problems known to
the profession, and must learn for himself how best to apply theo-
retical deductions to practical mechanical devices. Until very re-
cent years, our sole guide has been the study of early and primitive
types which in their time were useful and valuable, but which today
fail to reach the high standard we have learned to demand of an
instrument whose function is to indicate the input or output of our
many and varied electrical devices. Every new device put before
the public has meant a new condition to be met by the instrument
manufacturer, requiring of him a new design or modification of an
existing design. Two rather recent examples of this occur to me:
one, the increasing tendency to employ high voltages in commercial
work, reaching frequently 12,000 volts in the case of series constant-
current arc light systems and 33,000 volts in long-distance power
transmissions; the other, the rapid development of the electric auto-
mobile, which requires a volt-ammeter of as high a degree of accu-
racy as the portable laboratory instrument, yet able to withstan.I
the roughest usage ever accorded an instrument of precision,
coupled with restrictive specifications as to size and weight. In
every instance instrument manufacturers have met the demandi
made upon them better, I think, than many of our fellow-workers
have in some other lines. Much yet remains to be done, and much,
I am confident, will be done in the matter of perfecting existing in-
struments in the near future. Gradually inefficient or unreliable
types are being relegated to oblivion and the remaining ones
brought closer and closer to standard uniform construction.

Tlic great majority of measurements required today can be made
with a voltmeter, ammeter and wattmeter, and, while it might be
thought that the wattmeter is merely a combination of the voltmet-
er and ammeter mounted in one case, this is not true in all classes
of measurement. While it is true that the reading of the wattmeter
represents the product of the readings of the voltmeter into the
ammeter in the case of direct current measurements, it is not true
in the case of alternating current measurcinents, save in the very
exceptional case of a circuit possessing neither capacity nor induct-
ance or a balance of the two. When either inductance or capacity
exist there is a consequent lag or lead of the current wave relative
to the pressure wave, and, since the instantaneous readings of the
volts and amperes represent the mean effective or virtual values,
that is, the square root of the mean square, their product differs
from the reading of the wattmeter, which indicates the integrated
values of two curves, the maximum and minimum values of which
occur at dififerent times. To obtain an agreement between the
values obtained by volt-ampere readings and watt readings, it is
necessary to multiply the volt-ampere readings into the cosine of
the angle of lag or lead, so that the ratio of the watt readings, as
given by a properly constructed wattmeter, to the volt-ampere read-
ings gives us the power factor of the circuit, and from the two sets
of readings we can readily determine the angle of lag or lead and
the so-called wattless current. Probably this is well known to all of

you, yet scarcely a week passes but I have to explain the matter
to one or more customers who cannot reconcile the difference in
the two sets of readings and arc inclined to believe that some, if
not all, of their instruments arc indicating erroneously.

Before touching on the different types of indicating instruments
which are most commonly found in commercial use, let us consider
for a moment the essential requirements of a practical and satisfac-
tory instrument for measuring voltage, current or power. To start
with, the instrument must be direct reading. We have no time to-
day to convert angular deflections into true values by means of
tables of constants, but insist that the pointer shall indicate directly
in definite units the value of the passing load or the impressed elec-
tro-motive force. We must next be assured of the accuracy of the
calibration, and for that depend principally upon the reputation of
the maker or check the indications by comparison with a secondary
standard. Beyond this we must know that the accuracy of the indi-
cations is not affected by the influence of ordinary external fields or
by normal variations of temperature, due either to heating within
the instrument, by means of the passage of the current to be meas-
ured, or to variations in the temperature of the room in which
they are installed. All instruments should be mounted in dust-
proof cases, and the systems carried in jewelled bearings; the move-
ment of the pointer should be aperiodic or dead-beat, and, so far as
possible, the system should contain nothing subject to change or
deterioration, and should be constructed so that it will withstand
successfully the ordinary rough usage liable to be accorded it in
practice. The question of gradual change of accuracy, due to the
change in some constituent part of the system, has led me to
strongly advocate the use of electro-magnetic instruments with
gravity control for switchboard use whenever the conditions render
them applicable, and I fully expect to see this type of instrument
become more popular as its advantages become more widely appre-
ciated. Such a system is not applicable for portable instruments,
save the dynamometer system for alternating currents, and even
then a spring control must be used; nor is the series electro-mag-
netic ammeter practical above about 1,500 amperes, due to the
structural difliculties involved in carrying the bus bars directly to
the instrument terminals. The one objection most commonly urged
against the electro-magnetic instrument for direct current switch-
board use is the unequally divided scale, for, as a rule, the scale
only covers a range starting at 10 per cent of the total up to maxi-
mum. In most cases, however, this objection is purely captious,
for a switchboard voltmeter is seldom used to indicate more than
10 per cent above or below the normal voltage; and the ammeter
indications are of principal importance in the higher ranges to pre-
vent a possible overload of the circuit or generator. In alternating
current circuits an equally divided scale is an impossibility, so why
should we sacrifice constancy in direct current measurements for
the sake of an equally divided scale when the lower registers are so
seldom used? In portable direct current instruments the proposi-
tion is somewhat different, as we desire to cover the maximum
limits of possible measurement on a single scale instrumnet; there-
fore, an equally divided scale is desirable and practically necessary.

Taking up now the different types of instruments which are in
most common use. we find they may be roughly diWded into six
classes, depending on the principle by means of which measure-
ments of voltage, current or power are made: (i) the hot-wire; (2)
the tangent galvanometer: (3) the electro-static; (4) the dsmamom-
eter; (5) the D'Arsonval galvanometer and (6) the electro-mag-
netic.

The hot-wire instrument is designed to operate by the expansion

384

STREET RAILWAY REVIEW.

[Vol. X, No. 7-

of a fine wire or strip of conducting material due to the heating
produced by the passage of the current to be measured, and, there-
fore, the indications are proportionate to the square of the current.
This type of instrument possesses the advantage of indicating with
equal accuracy the current flow on either direct or alternating
current circuits and is independent of the frequency of the circuit
or of the shape of the current wave; it is, further, unaffected by the
presence of external fields. These advantages, however, are all
that can be claimed for this system, and to offset them arc many
serious disadvantages. Since the instrument operates by virtue of
temperature differences, it is extremely susceptible to variations of
external temperature, and such variations must be compensated
either by mechanical means, which provide for bringing the
pointer to zero by increasing or decreasing the tension on the work-
ing wire, or by providing auxiliary heating strips which are sup-
posed to automatically adjust the tension of the working wire on
the general principles of a thermostat. This may seem a small mat-
ter to most observers, but to me it signifies an error in principle,
and reminds me of one of our early types of arc dynamos which,
by reason of incorrect construction, we found to spark badly; so,
in place of correcting the design, an air blast was provided to blow
out the spark. Another point of objection is the constant change of
zero, due to the fact that until the wire has been stretched to its
elastic limit it will fail to return to the same point after having
been stretched by the heat applied and will always show a slight
residual strain. To attempt to correct this prior to installation in
the instrument means, judging by my own experience, that at least
90 per cent of the wires will break during the preliminary stretch-
ing process, and the remaining 10 per cent will stand but a very
slight overload in service. As overloads are quite common, this
would constitute a serious objection, for it means the return of the
instrument to the manufacturer for the insertion of a new wire
and recalibration. Another very serious objection is the amount of
current required to operate the instrument. The average resistance
of a modern hot-wire voltmeter is 4 ohms per volt, which means a
current flow of .25 ampere. This low resistance effectually bars
this type of instrument for accurate testing, since the amount of
power abstracted from the circuit to be tested vitiates the accuracy
of the results obtained and introduces serious errors, which must
be allowed for in all calculations. Recently an attempt has been
made to introduce the hot-wire instrument as a shunt ammeter,
particularly for alternating current measurements, .^s a shunt am-
meter, the hot-wire instrument is a distinct failure, for, while the
manufacturers claim it can be operated on a drop of .3 volt for full
scale, my personal experience has shown a drop of 6 volts to be
necessary. On the makers' figures, 300 watts would be required
to operate a i.ooo ampere ammeter, nearly .4 horse-power per in-
strument, while on the sample I have tested 6,000 watts, or 8 horse-
power, would be required, .\gain. it has been shown that these am-
meters when calibrated on direct current arc not accurate within 10
per cent when used on alternating currents, unless the reactance in
the shunt is exactly equal to the reactance in the instrument, a con-
dition almost impossible to obtain, even with the most careful de-
sign.

A modification of the hot-wire system has been proposed, con-
sisting of an enclosed chamber containing a fixed resistance wire,
one end of the chamber, which is made air-tight, consisting of a
flexible diaphragm operating the pointer through a system of
levers. In this case, the heat supplied to the wire by the passing
current causes the air in the enclosed cylinder to expand and, con-
sequently, puts the diaphragm under tension, very much on the
principle employed in the aneroid barometer. I find by actual ex-
periment that such a system could be applied to voltmeters, and
could be so made that it would be accurate in its indications and
would possess a reasonably high resistance. The feature, however,
which renders this system impracticable is the slowness with which
the readings can be taken. The pointer will not come to rest until
after the heat supplied the air enclosed within the chamber is equal
to the heat radiated by the walls of the enclosing chamber, and
from one and a half to two minutes are required before the pointer
will come finally to rest at the part of the scale marked to indicate
the impressed e. m. f. This is true no matter how small the air
chamber is made; and while it is possible to shorten this time by
carefully covering the sides and one end of the cylinder by a heat
insulating jacket, still it cannot be constructed so as to give an in-

stantancous reading, and every attempt to shorten the time by cov-
ering the walls of the chamber results in a corresponding increase
of the time required for the pointer to come back to zero after cur-
rent has been shut off. In other words, the instrumnet is similar
in its action to an ordinary thermometer, which, as you know,
cannot be made to respond instantly to changes of temperature.

Electro-static instruments, which depend for their action on the
mutual attraction of two plates connected to the opposite sides of
the line, are still used, but not extensively, for high tension meas-
urements. They will indicate correctly on either direct or alter-
nating current circuits, but are limited to measurement of voltage.
It is impossible with this type of instrument to obtain a low read-
ing, as the attraction of the plates toward one another varies ap-
pro.ximately with the square of the potential difference between
them. I say "varies approximately" advisedly, as the capacity of
two plates varies directly with the square of the voltage only when
the distance between the plates is maintained constant, which in
this case is an obvious impossibility. .\s a rule, these instruments
cannot be made dead-beat without introducing elements liable to
seriously interfere with their accuracy; and. while there are no errors
due to temperature changes, and while they are also extremely effi-
cient, requiring no current flow at all, they are affected very con-
siderably by external influences, particularly by static charges,
which are almost invariably present in power stations or dynamo
rooms, and, as you probably know, it is practically impossible to
provide a shield for static effects.

Instruments employing the principle of the tangent galvanometer
are still employed, and for certain classes of measurements are ex-
tremely useful. They can be particularly recommended for use as
ground detectors or diflferential voltmeters, where the actual value
of the indicators is of small moment, the particular object being to
show a balance of two opposing voltages or the presence of a
ground by deflection. In this system the magnetized needle is sus-
pended vertically, and is acted upon by two equally and oppositely
wound solenoids; that is, the solenoids are wound with two wires
in multiple and then cross-connected, so that we have two circuits
equal in effect but opposite in action. I might say in passing, that
if the proper proportions of solenoids to magnetized needle are
employed, and the length of the magnetized needle properly pro-
portioned to its area, the tangent galvanometer instrument
may be made extremely accurate and also quite permanent. Care
must be taken, however, that under no conditions can the direction
of the lines generated by the solenoids oppose the lines existing
in the magnetized needle, otherwise the value of the calibration is
almost instantly destroyed.

For measurements of alternating current voltage, and also for the
measurement of the watt output of any alternating current source
of energy, the dynamometer system, in one of its many modifica-
tions, is unquestionably the best type of instrument that can be used.
This instrument indicates directly the mean effective voltage of the
line to which it is connected, and is equally accurate for direct cur-
rent measurements, provided readings are taken with the direct cur-
rent flowing through the instrument in one direction, then the direc-
tion of the current flow reversed and a second reading taken, the
mean of the two readings being the correct value of the impressed
electro-motive force. This for the reason that the instrument is
extremely susceptible to the influence of external fields. Further,
the dynamometer type of instrument is only properly adapted for
use in portable instruments. The fact that two readings are neces-
sary on direct current prohibits its use as a switchboard instrument
on direct current circuits, and its delicacy, coupled with its field of
low intensity and its susceptibilty to error, due to the presence of
iron in its immediate neighborhood, whether used on direct or alter-
nating current circuits, renders it impracticable as a switchboard
instrument for alternating current circuits. As an ammeter, it can-
not be successfully employed for measurements above .5 ampere,
due to the difficulty of providing perfectly flexible contacts capable
of carrying large currents. When you attemp't to convey a current
into a moving coil beyond the carrying capacity of a flexible con-
ducting spring, recourse must be had to mercury contacts, and a
mercury contact should never be employed in a portable or enclosed
type instrument. In the dynamometer instrument great care must
be taken to have the moving coil as light as possible; and to ren-
der the instrument aperiodic, or dead-beat, an aluminum air vane,
moving in a partially enclosed chamber, must be employed. Manu-

July 15, igoo.]

STREET RAILWAY REVIEW.

385

ally liberated LiraUcs acting uii llic (k-liiati; iiiuving system sIiduM b(,-
avoided, as their continued use results in a serious derangement of
the moving parts.

Instruments based on ilu- ininciiilc nl the D'Arsonval galvanom-
eter arc very extensively used today for hoth switchboard and port-
able instruments on direct current circuits; they can be calibrated so
as to show an eiiually divided scale, and, if properly constructe<l,
are an extremely elVicicnt instrument. Further, they are very well
adapted to the measurement of resistances and grounds. In the
construction of this type of instrument the important factor is the
permanency of the permaTieiU magnet fields employed. It is essen-
tial, in the first place, that the proper grade and quality of steel shall
be employed, which means a steel possessing high permeability and
a high degree of retentivity; then this steel nmsl be carefully
worked within drl'inilc liiniliiin liiii]Kr.ilures .md must be treated

CAR BARN AT QUINCY, ILL.

Through the courtesy of the Quincy Horse Railway & Carrying
Co. wc arc able to reproduce herewith plan and elevation drawings
and a group of photographs of a well-designed and substantially
l)uilt car barn that has recently been completed by this company at a
cost of $11,000.

The building whicli will be used mainly for storage purposes is
i.)0 ft. long by 80 ft. wide at the ground, with side walls of hard
machine bricks laid in brown mortar, and footings of concrete.
Measuring over the foundations which are of rubble range work the
dimensions are 130 ft. 4 in. by 80 ft. 4 in.

Two rows of steel columns resting on concrete foundations spaced
16 ft. c. to c. and 24 ft. from the side walls, extend the length of the
building and support the steel roof trusses shown on the rear cicva-

*j^'*h

KXTERIOK OF C.\R B.^RN.
INTERIOR OF BARN.

EXTBRIOR OF HEATING PLANT.
REPAIR PITS.

with great care and skill in the processes of magnetizing and age-
ing. Further than this, the moving coil should be extremely light
and the whole system carefully shielded from the influence of ex-
ternal fields, and yet so shielded that the moving coil will not be
robbed of an appreciable number of lines of force, due to the pres-
ence of the shielding iron. The greatest field for this type of in-
strument is in the measurement of heavy currents; that is, for cur-
rents of 1,000 amperes and upwards, due to the fact that it can
be operated as a shunt instrument, requiring an extremely small
drop of potential, full scale being obtained with a drop of from .03
to .05 volt. This means a relatively high cfticiency, and, while the
instrument does not possess all of the advantages of a series am-
meter, yet it is far easier to install, and, where a high degree of ac-
curacy in current indications is not demanded, will be found very
satisfactory in practice.

(To be continued.)

tion and in the interior view. The construction of the column
foundations is also shown in one of the drawings. The roof is 18 ft.
from the ground at the sides and is formed of ifj-in. iron sheeting,
on which are placed four coatings of tar and gravel. An orna-
mental terra cotta coping extends along the edge of the roof at the
front and back of the structure.

The front wall for the entire width of the building is fitted with
sliding doors on upper hangers so that at least one-half of the en-
trance may be thrown open at one time, this feature greatly facili-
tating the ingress and egress of cars. The front wall above the
doorways is supported on two 20-in. I-beams. Seven tracks extend
the full length of the interior.

In designing the barn special care was taken to secure good venti-
lation, lighting and heating. Twenty-lour small ventilators along
each side of the raised portion of the roof and numerous windows
and doors in the sides and ends of the building as shown in the ele-

386

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

\eroae
north Llei/ation

iron*
B'Kl -

.^^2'

•'■QiO'iO Coping^

T »

"inn

\fiooroJdarn

I "P ^0"

front cr eotn 5T ^'evarion

At tntrgnce^

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ELEVATIONS ."VND PLANS OF CAR BARN, QUINCY, ILL.

vations insure plenty of fresh air and light, and a steam heating
system keeps the repair pits and the interior of the barn at a nearly
constant temperature in winter regardless of the outside tempera-
ture. A low pressure steam heating system is used and the gener-
ating plant, consisting of an Haxton boiler, is housed in a separate

-H'Jh-

HINTS ON SEEKING FOREIGN BUSINESS.

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Exterior Pier

PIEK FOUNDATIONS.

building 150 ft. from the barn. The installation is of sufficient ca-
pacity to heat not only the car house but also a work shop that the
company intends to erect shortly. The figure, $11,000, given as the
cost of the building does not include the expense of putting in the
heating system.

The cable conduit and tracks on Grand avenue, Kansas City, Mo,,
have been moved bodily to one side of the street to make room
for new tracks. Greased skates running on rails were inserted
beneath the yokes and the conduit forced over by jacks.

An expert salesman writing in the Engineering Magazine for
June gives some excellent advice to American manufacturers on
what to do and particularly what not to do if they are seeking for-
eign markets for their goods. A brief summary is as follows:

Write to customers in their own language; in default of this write
to the Frenchman, Belgian, Italian, Russian and Scandinavian in
French and to the German, Austrian and Dutch in German.

Do not mimeograph letters.

Give full and concise answers to letters asking questions.

Pay an agency similar to the Bradstreet or Dun companies to ad-
vise you as to the standing of would-be customers; do not expect
the American consul to do this work.

Solicit foreign business just as you would the home business by
employing competent salesmen.

Do not think that foreigners are dishonest or unwilling to pay
for goods ordered.

Do not neglect the export trade because the domestic business is
good.

The Pueblo Electric Street Ry. has been reorganized, the new
name being the Pueblo Traction & Electric Co.

A conductor in the employ of the Buffalo, Kenmore & Tona-
wanda Electric Railway Co. caused the arrest of a noted criminal
recently. He saw the man drive past his car in a carriage in the
direction of the depot, and immediately telephoned the police.

July is, lyoo.]

STREET RAILWAY REVIEW.

387

RECENT STREET RAILWAY DECISIONS.

KDIlKIi 1!Y J. I,. KOSENBERGER, ATTORNEY AT LAW, CHICAGO.

MUST LOOK OUT FOR CARS HIDDEN BY TREES.

Kcllcy V. WaUcficM & Stuncliain Slrci-t Railway Co. (Mass.), 56

N. E. Rep. 285. Mar. i, 1900.

There is, the supreme judicial court of Massachusetts says, no
absolute rule of law requiring a traveler to look and listen before
crossing the tracks of an electric railway in a public highway. It
also says that his conduct is not to be judged of in the light of
what has happened, but in the light of the circumstances as they at
the time presented themselves to him, and he cannot fairly be
charged with the result of arithmetical calculations after the event,
by persons not confronted with the necessity of action. Yet, not-
withstanding this, it holds guilty of contributory negligence a
driver of a grocer's wagon who looked for a car only once, and
that when he had reached, on a cross street, a point about 80 feet
from the track wliich he was approaching, and neither looked nor
listened at all at any time for any car that might when he did his
looking be temporarily hidden behind an impenetrable row of
pine trees so placed that he could see beyond its further end, but
coming from behind which such car would reach the crossing
just about the time he did.

OPERATING CAR IN UNUSUAL MANNER AND INJUR-
ING PASSENGER ON RUNNING BOARD.

Citizens' Street Railroad Co. v. Hoflfbauer (Ind.), 56 N. E. Rep. 54.
Jan. 9, 1900.

It is a well-settled rule, says the appellate court of Indiana, that a
carrier of passengers is held to the highest degree of care and dili-
gence for the safety of passengers consistent with the mode of con-
veyance employed. But the duties imposed by the law upon those
who operate steam railways are not the same as those imposed upon
those who operate street railways. And the principles of law which
govern these two systems of transportation are not altogether the
same, although many general rules are applicable to both.

A street railway engaged in the carriage of passengers, the court
goes on to state, is not an insurer. But it must use every reasonable
precaution in the management and operation of its cars. And its
duties in this regard are not the same when it is operating its cars
in the usual manner as when in an unusual manner. If the car is run
in an unusual manner, and a danger arises therefrom which does
not ordinarily exist, it is the company's duty to warn passengers of
such danger. A passenger has the right to presume, in the absence
of knowledge or warning to the contrary, that all necessary precau-
tions have been and will be taken for his safe transportation. The
care and vigilance required in operating an open car may be greater
than that required in operating a closed car. If a danger approaches
of which the passengers are ignorant, they should be notified, so
they may take steps to avoid it.

Take this case. A man, anxious to get to the city to keep an ap-
pointment, boarded, as it was growing dark, an open car running,
where there was but a single track, towards the center of the city.
But the car was at the time going backwards. Soon the man found
that the car was carrying him away from his destination, and was
running head end first, as cars usually run. The conductor was at
the rear end of the car. He had paid his fare to the city, and wanted
a transfer. Having had no warning of danger, he left his seat and
stepped upon the running board to go to the conductor to get the
transfer. Unfortunately, however, the car was not then running
upon the track which he supposed, but upon a track which brought
the side of the car he was on near the poles along the track, which
was here double, and he was struck by one of the poles.

Now the court says that it is evident that a passenger might leave
his seat in the car, and go upon the running board, under circum-
stances which would require a court to say, as matter of law, that
he was guilty of negligence, and assumed the risk of contact with
things outside the car. But under such conditions and circum-
stances as here stated it declares that it cannot say, as matter of law,
that the passenger's own negligence contributed to his injury. It
was a question for the jury, which, in this case, not only answered
it in his favor in the general verdict, but, in answer to an interroga-

tory, said that, under all the circumstances, the passenger, at the
time of the injury, exercised such care as would be exercised by an
ordinarily prudent person under like circumstances.

Furthermore, the court holds that there was no error in permit-
ting witnesses to testify that the usual and ordinary use of the run-
ning board was for passengers to go from one part of the car to
another, and that passengers used the running board for that pur-
pose. The company could not daily permit a certain part of its
car to be used for certain purposes by passengers, and then be heard
to say it was not liable for an injury to a passenger so using the car
because that particular part was constructed for another purpose.

When this passenger went upon the foot board, the court holds, he
took upon himself the duty of looking out for himself against the
usual and obvious peril of the place, as long as the car was operated
anil managed in the usual manner. But the danger of being hit by a
trolley pole while on the foot board was not such a danger as he was
bound to anticipate when the car was running in the unusual man-
ner of having the foot board next to the trolley poles, and he had
no knowledge that it was so running. In the absence of knowledge,
he had the right to assume that the car was properly managed, and
was running with the foot board away from the poles, and that there
was no danger from trolley poles while on the foot board. His fail-
ure to look ahead was not necessarily negligence, unless he had
reason to anticipate danger. He had the right to assume that the
company was running the car in the usual manner, and that it would
perform its duty in guarding the safety of its passengers.

However, the court reverses a judgment which the passenger ob-
tained because of what it considers the too great breadth of an in-
struction which told the jury that if it found the two facts, namely,
that the car was on the wrong track, with the running board next
to the poles, and that the passengers were not warned, negligence
was shown, which, it holds, was taking from the jury the question
which the latter should have decided from all the facts and circum-
stances existing at the time.

LIABILITY WHERE PASSENGER IS THROWN

THROUGH WINDOW WHEN WHEEL BREAKS AND

OTHER PASSENGERS TESTIFY TO EXCESSIVE

SPEED.

Johnsen v. Oakland, San Leandro & Haywards Electric Railway

Co., Consolidated (Cal.), 60 Pac. Rep. 170. Feb. 21, 1900.

■Where a passenger upon an electric street car was thrown across
the car, against and through the window on the opposite side of
the car from where he was sitting, the supreme court of California
holds that the jury may well have said from the evidence that this
would not have happened if the car had been traveling at a proper
and lawful rate of speed, and holds that it was justified in finding
that the proximate cause of injury was the excessive rate of speed,
notwithstanding the flange of one of the wheels 01 the car may have
broken, while it was upon a curve, and the car left the track. In
other words, the court holds that it cannot be said, as matter of law,
where such an accident happened, that, if the speed of the car had
been but eight miles per hour, the passenger would still have been
precipitated through the window of the car, and have received the
injuries suffered.

Moreover, having thus settled that the defective wheel was not
necessarily the sole cause, or to any degree the direct and proxi-
mate cause of the injury, the court holds that, even conceding a
latent defect in the wheel, and the exercise of the proper amount
of care in selecting and using the wheel by the defendant com-
pany, still, the passenger's cause of action might be lull of merit,
and presented a proper case to go to the jury upon the question
as to the proximate cause of the injury.

Then it was argued that the various other passengers who were
riding on the car at the time the accident occurred, who were in-
troduced as witnesses by the plaintiff to show the rate of speed the
car was traveling, were not competent to give an opinion upon that
question. But, in view of the fact that they were regular travelers
upon this line of cars, and that the schedule and statutory time was
eight miles per hour, the court holds that there could be no question

388

STREET RAILWAY REVIEW.

[Vol.. X, No. 7.

but that the testimony given by them to the effect that the car was
going very fast, and at an imusual rate of speed, was proper evi-
dence to go to the jury. And, indeed, the court says, the law
recognizes a very broad and liberal rule in the reception of opinion
evidence of nonexperts as to the rate of speed cars may be traveling.
To this it adds that the fact that these witnesses were passengers
upon the car, rather than bystanders, did not bar them from testi-
fying in this respect, they having only given an approximate opinion
as to the rate of speed the car was going at the time, while they
were fairly intelligent, and had at least made casual observation as
to the speed of the cars at other times.

EXTREME CARE MUST BE EXERCISED TO PROTECT
WORKMEN ON TR.\CK.

Bengivenga v. Brooklyn Heights Railroad Co. (N. Y.), 6.2 N. Y.

Supp. 9I.J. Mar. 6, 1900.

An employe of an asphalt company, who was carrying a shovel-
ful of hot asphalt ready for deposit between the rails of the track
of the railroad company, waited for a car to pass, which came
along just in time to prevent its deposit, and then stepped between
the tracks to deposit the asphalt, when he was struck by a freight
car, which followed the passenger car. The evidence also tended to
establish that the car which struck the man give no signal of its
approach. He got judgment for damages, against the railroad
company, which the appellate division, second department, of the
supreme court of New York aflfirms.

Under ordinary circumstances, the court says, it is quite probable
that upon the evidence the man would have been held to be guilty
of contributory negligence, as matter of law, had he been a traveler
upon the highway. But the court does not think such result should
follow under the peculiar circumstances of the case. It holds that
the railroad company was chargeable with notice of the fact, both
by its contract to repair the street and its actual condition, it being
torn up, that workmen were upon the track at this point, and were
required to be, in order that the work might proceed.

It is evident, the court goes on to say, that the operation of the
cars created a condition in which this man and those engaged upon
the improvement were required to work in the intervals between
the moving cars upon the track, and, under such circumstances,
would remain thereon many times until the car came very close
upon them. The condition was one where the person operating
the car was required to exercise extreme care for the protection of
the workmen, and it is evident that abundance of warning was re-
quired. The car was also required to be under such control as that
it could be stopped practically upon the instant. A finding being
authorized that no warning of any description was given of the
approach of this car, the railroad company's negligence was estab-
lished.

Whether the man should have observed the car, or not, became a
question of fact for the jury. Yet, as the condition was one where
he had the right to assume that warning would be given, and as
the prosecution of the work required that the asphalt should be
deposited while hot, the court says that it is quite evident that the
operation of the car was to be had with regard to the man's being
between the rails of the track; and it thinks that he might rely upon
the fact that the operator of the car would stop the same when it
reached the point where he was upon the track. But whether, un-
der such circumstances, he ought to have immediately looked, after
the passage of the first car, or whether he was justified in relying
upon the assumption that the railroad company would discharge
its duty to give warning of the approach of the car, and stop the
same before working an injury, was, the court holds, a question
of fact for the jury. The returning of a verdict in his favor, shows
the lattcr's view of it.

CASE MADE WHERE PARTY DRIVES INTO UNNOTICED
SAGGING WIRE ON STREET.

Lloyd V. City & Suburban Railway Co. (Ga.), 35 S. E. Rep. 170.
Mar. 2, 1900.
As a physician and his servant were going along in a vehicle
drawn by two horses at an ordinary gait, — a slow trot, — the servant
driving, they encountered, at a cross stree,t, a wire, belonging to the
street railway company, which had sagged from the poles and was
swinging at about the height of the horses' necks from the ground.

The wire touched the horses" necks as they were driven under it,
and caused them to jump, and to move forward more rapidly. Then,
passing over the horses, it struck and caught the doctor and the
driver, and injured them, as well as cut off the top of the vehicle.

Both of the men testified that they did not see the wire until it had
struck the necks of the horses. The driver testified that he was
looking straight forward along the street, as it was his duty to do,
but did not see the wire until the doctor made an exclamation and
threw up his hands, the wire then being within twelve inches of his
face, yet that he could have seen it 100 yards, if his attention had
been directed to it. The doctor, according to the evidence, was not
looking ahead, but, as was his custom, relied upon his driver to look
out for obstructions, etc., on the road or street. There was no evi-
dence as to the length of lime the wire had been allowed to remain
swinging across the street. Nor was there any evidence as to what
caused it to sag from the poles. Moreover, the evidence disclosed
that, from the time the wire was seen by the doctor until the time
it inllictcd the injuries, the occupants of the vehicle could not stop
the horses or avoid running against the wire.

Under this state of facts, the supreme court of Georgia holds, it
was error to grant a nonsuit in the actions brought by the doctor
and his servant, respectively, to recover damages.

It is a general rule, the court says, that, when a person sees that
he is in danger in consequence of the negligence of another, he is
bound to avoid that danger, if he can do so by the exercise of ordi-
nary care; or, if he has reason to apprehend danger occasioned by
another's negligence, he must exercise ordinary care to avoid it.
But whether a person who is in the habit of traveling the streets of
a city day after day, and these streets are clear of obstructions,
ought to see a wire the size of the little finger, when he is looking
straight ahead in the direction of the wire, and, could have seen it
a much greater distance, if his attention had been called to it, is, the
court thinks, a question for the jury, and not for the court. And,
assuming that the jury would find that the plaintiffs in these cases
ought, by the exercise of ordinary care, to have seen the wire, this,
the court holds, would be conclusive that there was negligence on
their part; but still, if the defendant was also negligent, and the
plaintiffs' negligence was less than that of the defendant, they could
recover damages, if, after seeing or having reason to apprehend the
danger, they could not then have avoided it by the exercise of ordi-
nary care.

MAY EXPECT ONE WILL CEASE TURNING TOWARDS
TRACK WHEN GONG IS SOUNDED.

Cawley v. La Crosse City Railway Co. (Wis.), 82 N. W. Rep. 197.

Feb. 27, 1900.

A motorman has a right to expect, the supreme court of Wis-
consin holds, that a person in a buggy turning towards the track
in front of his car will respond to the gong and cease such move-
inent, and is bound, as an ordinarily careful man, to exert efforts
to stop his car only after the contrary becomes apparent.

FRANCHISES ARE NOT LIKE PROPERTY
TRUST.

HELD IN

State v. Superior Court (Wis.), 81 N. W. Rep. 1046. Feb. 27, 1900.
In holding that a court of equity has no jurisdiction to restrain
a city council from exercising a discretionary legislative power
vested in it to grant corporate rights and franchises, the supreme
court of Wisconsin makes the point that such corporate rights and
franchises are not like a fund or property held in trust for the
citizens and ta.xpayers of the city.

FAILURE TO GIVE TIMELY SIGNALS EVIDENCE OF
NEGLIGENCE.

Dennis v. North Jersey Street Railway Co. (N. J.), 45 Atl. Rep.

807. Feb. 26, 1900.

It is not error in a trial judge, the supreme court of New Jersey
holds, to charge the jury that, if the motorman operating on the
public streets an electric street railway car, on which a bell or gong
is maintained to be rung or sounded as a signal of danger, fails
to give timely signals of danger in approaching a street crossing
which he intends to cross, such failure is evidence of negligence
on the part of the motorman.

July is, 1900.]

STREET RAILWAY REVIEW.

389

aJNTKIBUTORY NKGI.IGICNCK OF PASSENGER IN-
JUKI'i:) ON RUN HOARD UY OUTSIDE OBJECT.

Elyiin V. Cuiisr;li(lalc(I I'raction Co. (N. J.), 45 All. Rrp. 7w. I'"i'l).
26, 1900.

Tlicrc was cvifkiicL- in (his case frniii wliicli llio jury iiukIiI infer
(hat the plaiiUilT, a |)asscngcr on a trolley car, had notified the
conductor of his desire to alight; that the car had slowed down;
that the passenger had got upon the run hoard, in preparation to
alight; that the car then increased its speed, and that the passen-
ger, in endeavoring to again signal the conductor, leaned over so
far that his head was hrought into contact with the handle of the
door of a milk wagon proceeding in the same direction with the
car; and that he thus received the injuries for which he brought
suit.

In making absolute a rule to show cause why a new trial should
not be granted, after verdict for the plaintifT, the supreme court
of New Jersey holds that on taking such a position the passenger
was under a duty to use his powers of observation, and observe and
avoid dangers ab extra, as it calls them, or from without, and
that the evidence that he leaned over so far as to be carried against
a passing vehicle, whichhcdid not observe, and which, if he had
used observation, he could have observed and avoided, established
his negligence contributing to his injury.

It does not decide, but propounds as a query, whether, in re-
spect to dangers ab extra, or from without, not created by the
carrier, nor the result of the construction or operation of its road,
it is negligence per sc, or in and of itself, in the passenger to take
a position on the run board of a car. And yet it docs intimate that
the true rule might be that a passenger who is invited to take pas-
sage in a street car so full of passengers that he is obliged to
stand on a run board, is not to be considered as negligent with
respect to dangers arising from the construction of the car, or its
operation by the carrier and its servants, but that the passenger
may be considered negligent with respect to dangers which may
be said to arise ab extra.

APPERTAINING TO FORECLOSURE OF TRUST DEED
AFTER A DEFAULT.

Rumsey v. People's Railway Co. (Mo.), 55 S. W. Rep. 615. Dec.
T9, 1899.

In a suit to foreclose a trust deed on the property of a street
railway company, the supreme court of Missouri holds that where
there is no pretense that bondholders not made parties have any
interest in the bonds which the trustee named in the deed does not
represent, or that he is not acting in good faith, whatever fore-
closes the trustee, in the absence of fraud or bad faith, fore-
closes them, without their being made actual parties. But where
the petition to foreclose is in behalf of all the bondholders who
may desire to become parties to the suit, it holds that it is their
right and within the province of the court to permit them to inter-
vene.

Tt also holds that a clause in such a trust deed declaring the
bonds due on default of payment of one coupon for 30 days is self-
executing, as it is termed, valid, and will justify a decree for the
full amount of the bonds.

Nor does the court consider that a decree of sale under fore-
closure proceedings is vitiated because, while it provides that the
property be sold to the highest and best bidder for cash, it also
provides that the bonds and coupons secured by the mortgage deed
of trust may be put up, to amount which they may be proportion-
ately entitled to, in payment by the purchaser or purchasers. It
maintains that if the purchaser has the requisite bonds, in payment
of which the proceeds arising from the sale of the property are
to be applied that there is no reason to go through the useless
ceremony of paying cash on the bid. and then taking up the bonds
with the same cash.

Neither docs the court think that such decree can be said to be
erroneous in ordering the sale of the property by a special com-
missioner, the statute not prohibiting it and it not being an un-
usual way for the -conducting of such sales when made under de-
crees of courts of chancery.

.^n appointment of a receiver having been acquiesced in by all
the parties to a suit for more than a year after it was made, the
court holds that they must be held to have waived any frrcgu-
larity if any there was in the appointment. One reason given for

this is that an application for the vacalion of an order appointing
a receiver must be made in a reasonable length of time.

ICvidencc touching the relations of the president with, and in-
fluence over the board of directors of the street railway com-
pany, the court pronounces mere matter of opinion, and not admis-
sible for any purpose.

CONSTRUCTION OF INHIBITION AGAINST CONSOLI-
DATIONS INJURIOUS TO COMPETITION.

Trust Co, of Georgia v. State CGa.), 35 S. E. Rep. 323. Feb. 27,
1900.

That portion of paragraph 4, section 2, article 4, of the consti-
tution of the state of Georgia which denies to the general -as-
sembly "power to authorize any corporation to buy shares or
stock in any other corporation," the supreme court of Georgia
holds is not absolute in its terms, but was designed only to prevent
the general assembly from authorizing one corporation to pur-
chase shares of stock in another when doing so "may have the
efTect, or be intended to have the efTecf, to defeat or lessen com-
petition in their respective businesses, or to encourage monopoly."

This clause of the constitution, the court goes on to say. applies
to and includes all corporations, and consequently is applicable to
street railway companies, and enforceable as to them whenever
they directly or indirectly violate its provisions.

However, in interpreting what is meant by "competition" in
this connection, the court suggests that it is well enough to bear
in mind that there is a vast difTerence between the business of
street railway companies, constructed generally simply for the
purpose of passenger travel from one portion of a city to another.
and steam railroad companies, whose business is the transporta-
tion of freight and passengers for long distances, and involving
business in extensive territory. And it does not consider it viola-
tive of the constitutional provisions for a consolidation of street
railway lines to be cflfected where it will probably lead to granting
the public generally along their routes greater and less expensive
facilities and conveniences of transportation. Such a case it main-
tains was one where, with the disconnected lines, a passenger, by
paying the usual fare of five cents, could go only in one direction,
and only to a point on the line which he first took; but. with the
separate lines connected, one could start upon any line of the
system, and for the same fare, by procuring a transfer to any other
line in the system, he could reach at the same expense any point
upon any of the lines that were controlled by the entire system.

LL\BILITY FOR INJURY TO EMPLOYE FROM DEFEC-
TIVE CAR.

Murdock v. Oakland, San Leandro & Hay^vards Electric Railway
Co. (Cal.). 60 Pac. Rep. 469. Mar. 6, 1900.

To furnish a car for the use of the public, or even for the use of
the motorman and conductor, which is in such defective condition
that it starts with a jump or jerk, or will make sudden lunges, so
that if started before passengers are seated they must be steadied
by the conductor, and the employes must brace themselves to es-
cape injury, the supreme court of California holds, is clearly negli-
gence. Indeed, in one part of its opinion it says that it was gross
negligence to send out such a car for the patronage of the public.

Nor docs the court consider that a nonsuit was justified where a
conductor went to work upon such a defective car, not knowing
at the time it was defective, but soon after discovered the defect,
and that the use of the car was surrounded with some danger, and
thereupon continued work for the period of an hour or more until
he was injured. It says that if the employe, upon the discovery
of the defect, had at once made complaint to the company, and
had been promised that it should be remedied, clearly he would
have been justified in continuing work for a reasonable time in
expectation that the promise would be kept: and what would be a
reasonable time is a question of fact for the jurj-. Again, the
employe clearly had a reasonable time in whiqh to make complaint
to the company of the defect, and that. too. would be a question
of fact for the jury. So the court holds that whether the conductor
had been guilty of that which would defeat his recovery in this case
was a question of fact, and not of law.

The employe, the court goes on to say. certainly was not bound
to stop and leave the car at the moment he discovered the defect,
regardless of the number of passengers, and regardless of the lo-

390

STREET RAILWAY REVIEW.

[Vol. X, No. 7-

cation of the car upon the track as to its distance from the power
house or other cars. The dangers surrounding its further use by
the employe should be great in order to justify such a course of ac-
tion. There was no such great danger here. These being the prin-
ciples of law bearing upon a state of facts like those in this case,
the court holds that it was a question of fact for the jury to say
whether the conductor should have made complaint at once, or, as
a reasonably prudent man. might have waited until noon to make
complaint, or delayed until night, or still have delayed an addi-
tional length of time.

It will thus be seen, adds the court, that an employe is not barred
from recovering damages in every case, as matter of law, when he
knows a defect exists in the appliance, and that there is a certain
amount of danger surrounding its use. He is not bound, as matter
of law, to stop work instanter in all such cases. If the exercise of
ordinary prudence demands that he stop work at once, he must
stop, but, if otherwise, he should make complaint to the employer
of the defect, and for a reasonable time thereafter cannot be held
as matter of law to have assuined the risk.

Judgment for defendant, upon motion for nonsuit, reversed.

I,I.\BII.rrV WllKRE ATTORNEYS' FEES ARE ASSUMKD
ON COMPROMISE.

Pilkington v. Brooklyn Heights Railn.ad Co. (N. Y.). 6.^ N. Y.
Supp. 211. Mar. 13, 1900.

A party who claimed to have a cause of action against a street
railroad company made a written contract with his attorneys, by
which he agreed that they should receive for their services one-third
of any sum for which the case inight be adjusted, and that neitlier
party should settle the case without the consent of the other. Ac-
companying the summons and complaint was a notice to the com-
pany, signed by the attorneys, that they claimed a lien in accord-
ance with this agreement. The company effected a settlement
with the party for $2,600 and agreed with him. in writing, "to ad-
just any claim for costs or for any lien upon the cause of action
which the said attorneys may be able lawfully to establish."

In this latter feature, particularly, the case seems to be different
from most, or all, of the cases in the books. In deciding it, the
appellate division, second department, of the supreme court of New
York holds that the attorneys were entitled to one-third of $2,600:
that their client was still under a valid obligation to pay them that
sum, and that what the company contracted to do was to assume
his liability, and so assume it as to finally release and discharge
him, and that it could not be assumed that the company intended
only to agree to pay or adjust such lien as the attorneys should be
able to establish against it by a continuance of the litigation or
otherwise.

But this being settled, the court does not consider that the per-
formance of the agreement could be enforced by a suinmary order.
disobedience of which could be punished as for a contempt. Nor
does it think that this was made otherwise by the amendment to
section 66 of the code of civil procedure to the eflfect that "the
court upon petition of the client or attorney may determine and
enforce the lien." That, it holds, does not confer power to de-
termine and enforce a stipulation in the action not between attor-
ney and client, although relating to the former's lien.

To sum up, the court says that the attorneys have their claim
against their client, who has a fund of $2,600 on which they have a
lien for their compensation; and in addition they have the com-
pany's written agreement, made for a valuable consideration, bind-
ing it to pay and discharge this claim and lien, and which is en-
forceable by action. Or they have the undoubted right, supported
by numerous and uniform decisions, to proceed to judgment in this
action for the protection and enforcement of their liens, either by
default in case no answer has been served, or in the usual way
if the action is at issue.

REQUIRED SALE OF TICKETS OUTSIDE OF CORPOR-
ATE LIMITS AND USING COUPON TICKETS.

Rice V. Detroit. Ypsilanti & Ann .^rbor Railway (Mich.), 81 N. W.
Rep. 927. Feb. 20, 1900.
By the terms of a village franchise the duty was imposed to sell
five tickets for 50 cents, good between a certain point outside of
said village and any point in the village. The franchise further
provided. "All such tickets shall be kept for sale upon each and

every car operated by it." The company contended that the fran-
chise was in force only within the territorial limits of the township,
and did not cover territory in other townships. But the supreme
court of Michigan does not think that this contention can be sus-
tained.

The court holds that the franchise was in the nature of a con-
tract, and imposed obligations upon the company which those hav-
ing the right to ride between the points mentioned in it had a right
to enforce. It says that the company saw fit to contract with the
village for a rate outside the limits of the village, and to agree that
tickets sliould be sold on its cars, and that this contract it could not
repudiate. The tickets must be kept for sale on the cars at any
point on the line, intermediate as well as terminal.

To illustrate, the tickets which the company was accustomed to
sell consisted of two parts, applying to and from a point in a town-
ship intermediate between the two terminal points stated. A pas-
senger asked to buy a strip of the five tickets at this intermediate
point, having ridden on a part of ticket that he had up to such point,
and the court holds that his ri.ght under the village franchise in
iiuestion was not diflfcrent tlian it would have been had the franchise
of the intermediate town.ship been silent on the subject of fares,
and that he was entitled to buy the tickets at such point.

But it was urged that no dainage was shown, for the reason that
the tickets which the company was accustomed to sell, consisting,
as they did, of two parts, were not the kind of tickets required by
the franchise, and that the company was not required to accept the
strip or coupon from the intermediate point to the village, but was
only required to furnish a through ticket. The court replies that it
might be a sufficient answer to say that a failure to sell the tickets to
the passenger when demanded entitled him to nominal damages,
at least, and that no more than nominal damages were awarded in
this case; but, it goes to state, a further answer was that the com-
pany had placed its own construction on the requirements, and had
provided tickets to suit itself. The passenger was entitled, by
means of such tickets, to a ride between the two terminal points
for 10 cents. He sought to obtain it by means of the only tickets
kept by the company for sale. One part of such a ticket had been
given up, and, if he had been able to obtain the tickets requested,
the remaining portion could have been paid for with the other
coupon. Hence, the judgment given for 5 cents, the amount sued
for, and costs, was affirmed.

PHYSICAL EXAMINATION OF PLAINTIFF IN CASE
IN UNITED STATES COURT.

Camden & Suburban Railway Co. v. Stetson (U. S.), 20 S. C.

Rep. 617. Apr. 9, 1900.

It is settled in the supreme court of the United States that no
power to make an order for the surgical examination of the plain-
tiff in an action to recover damages for injury to the person exists
at common law; in other words, that the court has no inherent
power to make it. But the supreme court now holds that where
the state in which the United States court trying such a cause sits
has a law which provides for the making of an order for the ex-
amination of the person of the plaintiff in a case of that charac-
ter, the law of the United States (section 721 of the Revised
Statutes') applies that law to that case; in fact, to all cases of
such a nature on trial in Federal courts sitting in that state. More-
over, such a statute as the New Jersey act of May 12, 1896, on the
subject, it does not think violates the federal constitution. Nor
does it consider that the citizenship of the plaintiff at the time of
the injury is material, so long as the United States court that
tries the case has jurisdiction thereof and the parties at the time
of the commencement of the action.

THE COLOR LINE IN NEW ORLEANS.

The railroad committee of the Louisiana Legislature has reported
favorably a bill compelling all street railway companies in New
Orleans to provide separate cars for whites and blacks. It is said
the companies will offer no opposition and the bill is expected to
pass both houses.

.\n ordinance has passed the Kansas City Board of Aldermen re-
quiring all street railway companies operating in the city to sprinkle
between their tracks.

July 15, 1900.]

STREET RAILWAY REVIEW.

391

The Functions of Modern Tramways and What Glasgow is

Doing Towards Their FulfiHment.

By John Young.

'I'lils paiKT \v;is ifiid ;ii the iiiiM-1 i iii: of the Tratiuvay .tnil Kif;ln Hail
7. I'JIM). Mr. S'tMiiiir is ifi-iuTal iiiaiiat,M'r of the (llasifnw t'lirimi alHin 'I'raitiwaVH. anil is lar(fi-ly rcspMiiHiblr for Uicir salisfaclory (li-xolopntenl and oiMTali<»n.

ami I.,if;ln RaiUv.-iy AsHofiatioii al ttir International Tramway and I.ii^lit Railway Kxliibilioii, June

In his ill (rod lie I ion tin- author toiu'lies upon the hackwanltii'ss of thi; rulers and proprietors of tlie llritish Isles in r< ad buildinif, anil ri-% iews the drvelo|>*
inenl of road traiisportal ion up to the time of the moih-rn tramway, which meanH an electric tr.'imway. The most )>crpleKini; ijuestion for municipalitieii and
boards of heallli. is the llollsin^^ problcttl, .-mil for lliis the electric tramway ofTer« a ready solution, fclectric tramways are safe and comfortable mean* of
transport, Iml to (ultill iheir functions properly the unjust speed restrictions should be removed. One of their trrcatest benefits is that they economize the
streets as the author illustrates by the exjierieiice of New York. The p.-ijjer concludes with a tirief resume of the bi»tory of ClaAKuw tramway 1ine« and the
results obt.ained from their operation.

Tramways are practically the latest tievelopment of road-making.

It took the inhabitants, or perhaps I should say the rulers and pro-
prietors, of these islands long centuries to realize the enormous
importance of roads for the development of the country. Their
backwardness in this regard seems the more inexcusable when we
consitkr the object lesson given by the Romans during their occu-
pation. ,'\t any rate, the fact remains that it was only about the
middle of last century that the construction of roads for carriage
traHic was really undertaken. I believe the first carriages or
coaches seen in this country appeared in the latter half of the i6th
century. The pack horse, however, continued as general goods
carrier until a couple of centuries later, and it was only in our own
grantlfather's time that the horse track was being developed into a
road for carts and wagons, and the beast of burden into a draught
horse.

I presume ibe mclropolis wotdd, in the earlier times, have the
best roads in this country. This makes it all the more ditVicult to
realize the recorded fact that "so late as 1736, the roads in the
neighborhood of London were so bad that in wet weather a car-
riage could not be driven from Kensington to St. James's Palace
in less than two hours, and sometimes stuck in the mud altogether."

I need not follow closely the process of road-making. Now in
our county and suburban districts we have the improved roads of
Telford and macadam, perfected by the steam roller; and for our
city streets, the cobble stones have been superseded by square
dressed sets, wooden blocks and asphalt. In order to get the fullest
use of the streets, however, something more has been found neces-
sary than simply to improve their surface. In this age of unpre-
cedented progress, people had become impatient of the old means
of locomotion. They had become so accustomed to fast, comfort-
able, and even luxurious railway traveling that something on rails,
smoother, as well as faster, than coaches and buses, was demanded.
Hence the introduction of tramways, or street railways as they are
more appropriately called in America.

Although to this country belongs, I believe, the credit of the first
tramways, their adoption and rapid development in America have
given our enterprising cousins the right to claim that their coun-
try is the real home of tramways. I do not wish in any way to
detract from their rightful claim, but there is one simple reason why
tramways "caught on" so rapidly in America. It is in the fact that,
the country being comparatively new. the paving of the streets was
in most cases so primitive and rough that, once our friends got
the idea of the "street railway," it became evident that to lay rails
on wooden sleepers was the readiest way for them to arrive at
smooth riding on their streets, and they did not hesitate.

But it is of modern tramways that I have more particularly to
speak. In the ordinary acceptation of the word "modern" it is the
opposite of ancient. In this country we are apt to think of any-
thing ancient as belonging to the dark ages. When we speak of
Ancient Britain we inean Britain about the beginning of the Chris-
tian Era. This comes of our living in a country with a history. It
is rather difTerent in the new countries where so many of the bright-
est and best of the sons of these isles have made their homes.
There you hear men talking in fatherly tones of the "old days"
when referring to matters which occurred half a dozen years ago.
It is when the visitor, whose hair may happen to be turning gray,
looks at the speaker and finds him to appearance not far gone in
the twenties, that he realizes that he is from home. When tram-
ways or street railways are spoken of anywhere, what happened six
or eight years ago is ancient history. That being so. the term
"Modern Tramways" must be taken to mean tramways that are
quite up-to-date.

It is only now that the people of this country are awakening to

the important part which modern tramways are calculated to play
in catering for the wants and requirements of communities. The
object lessons on electric traction, which have recently been given
in a good many of our cities and towns have worked wonders.
The men who took part in the pioneer reporting and working in
favor of it had to exercise both persistence and patience, but what
they foresaw has now come with a vengeance.

i'lven with horse traction the usefulness of tramways on the pub-
lic streets and highways for carrying the people from point to point
was fully demonstrated, especially in a few of the larger cities.
The limits of such a system were, however, very apparent. The
cost of a horse tramway service and its speed necessarily limit it
to districts closely populated. It can scarcely be said that steam
cars or oil motor cars have been more successful or more popular
than horse cars. Some eight or ten years ago the cable system
was strongly advocated in this country, but even then electric trac-
tion had taken such a strong hold in America that the revolution
in street railways and street railway interests had already begun.
just as it has here now. From that time cable cars have been grad-
ually disappearing in favor of the bright, flexible, and universally
popular electric cars. We may, therefore, take it that when we
speak of modern tramways we practically mean electric tramways.

What is it that we expect modern tramways to do for us? Obvi-
ously their great function is to provide the best and cheapest possi-
ble facilities for conveying the inhabitants of populous places from
one point to another on the public streets or highways. Tram-
way traffic is necessarily local, and for comparatively short dis-
tances. You have only to give the facilities, however, and the
whole population seem eager to take advantage of them, some for
business, some for pleasure, and many for both. Modern tram-
vifays are, perhaps, the most democratic of all modes of transporta-
tion. They are practically brought within the reach of and are
used by the whole community without distinction, just as the public
streets are.

During my time no question has been more perplexing to large
corporations and boards of health than the housing problem. I
look upon electric tramways as a godsend to them. No other
agency has come to their hand which can be made so powerful and
effective for spreading population and lessening that congestion
which had wrought so many evils in our cities. Surely it is a
great boon if we can. upon any or all of the leading thoroughfares,
convey the workers in our cities comfortably, expeditiously, and
at a merely nominal fare for any distance up to say five or six miles,
and so give them and their children a chance of living in homes
where they can have fresh air and healthy surroundings.

Railway companies — all credit to them — have done much in the
direction indicated, and there is still room for them to do more.
Railway passengers, however, are chiefly those who travel some
considerable distance, and tramways act both directly and indirectly
as feeders to railways. We undoubtedly must look to electric tram-
ways as the chief means of handling the great local highway traffic
of a city population.

The prizes oflfered by the promoters of the present exhibition
point to two of the requirements of a tramway service. A "fender"
suggests safety, and a "dry seat" comfort.

Electric cars may be generally considered quite as safe as horse
cars. When any mistake or accident takes place, however, there is
greater chance of the consequences being serious. We certainly
want the best fender we can find, and all the car equipments must
be day by day maintained in perfect order, but for safety we must
rely very much upon the competence, the sustained alertness, and
the good judgment of the drivers.

With regard to comfort. I think our electric cars, running on

392

STREET RAILWAY REVIEW.

[Vol. X, No. y.

well-constructed permanent way witli well-jointed 6o-foot rails, do
not leave much to be desired. On the question of seats, I do not
approve of upholstery. A well-formed inside seat is quite comfort-
able for a short distance without a cushion, and is much better
from a sanitary point of view. Top-seated cars may now be looked
upon as standard in this country, and I hope the competition at the
present exhibition will hasten the adoption of a top scat which is
otherwise satisfactory and always dry.

It is, of course, essential that tramway fares should be as low as
the operators can reasonably afford. I shall have occasion to refer
to this point further on, when speaking of what Glasgow is doing.
City people nowadays look upon it as a calamity if they have to
wait more than a couple of minutes for a car. The service must,
therefore, be as close as the traffic will justify, and at regular inter-
vals. Of course, the other requirements of an expeditious service
are that there should be the least possible delay in stopping and
starting, and the cars should run as fast as well-regulated street
traffic will safely permit. The modern electric car in the hands of
a trained motorman, is a perfect marvel in its flexibility and elas-
ticity of movement.

The speed at which a tramway car should be permitted to run
should depend upon the power you have of controlling and stop-
ping it, and also upon the nature and amount of the other traffic
on the street. On this point I would, with all due respect, make a
remark on the restrictions placed upon the operating of tramways
in this country by the Board of Trade. Tn my opinion they are
unnecessarily stringent in the m.itter of speed. The maximum
speed allowed — eight miles an hour — is all right in the busy central
parts of a city, but with a clear headway on a good street or sub-
urban road, such a restriction for an electric car. which is so com-
pletely under control, is quite unnecessary to secure safety. Surely
a car on grooved rails should be allowed to run faster than a vehicle
which, having no such guide, can go meandering all over the street
to the danger of the lieges. But it is not so. The speed of a
butcher's cart seems only to be restricted by the possible pace of
the horse, or at best by what a policeman may consider reckless
driving, A gentleman may drive at the rate of twelve miles an
hour in his dogcart; a motor car may go whirring along at 14 or
16 miles an hour, or a bicyclist as fast as he likes: but an electric
car — the safest and best carriage for the general public ever in-
vented— must not go faster than eight miles an hour. Under the
present regulations, electric tramways cannot, in my opinion, con-
fer upon the people the fullest benefits of which they are safely
capable.

One great benefit of modern tramways is that they economize
space upon the streets. This is not so fully realized as it should
be. Some people still seem to retain the idea that the opposite is
the case. It is quite clear, however, that even horse cars econo-
mize space as compared with the buses and cabs necessary for the
same traffic. Very much more is this the case with electric cars,
which make better time and save the whole space occupied by the
horses.

Perhaps the best proof of this is to be found in Broadway. New
York, which is a very busy, though not a very wide thoroughfare.
It so happened that my first visit to New York was in iSPc In
the beginning of May of that year I had the privilege of traveling
upon the rather primitive omnibuses which almost literally covered
Broadway at that time. They were single deckers, as the cars are
now. There was no conductor. The passengers simply dropped
their "nickel" fares into a box upon the upper end of the bus, or
passed them up for the nearest passenger to put them in. K small
window admitted of the driver seeing into the bus when he chose to
turn around, and there was a hole through which he could pass
change to anyone who asked for it. The driver's duties were rather
complicated, but he got alon.g somehow. .A.lthough at the time I
speak of there was no outward appearance of any clfange being
contemplated, I found on my return from the Pacific Coast six or
seven weeks later that the buses had entirely disappeared from
Broadway. .\ double line of tramways had been laid during the
interval, and horse cars had superseded the omnibuses. It was
smart work. It must be remembered, however, that the practice
in .America is simply to close the street against all traffic for the
time being when the lines are to be constructed or altered. In this
way the whole street can be attacked at once with as many men as
can find room to work. In this instance the change seemed very
gratifying. Instead of buses spread all over, there was in both
directions the regular and systematic line of car traffic, and it was

quite noticeable that the general traffic of the street was being con-
ducted with greater regularity and much less appearance of crowd-
ing than before.

When I next saw Broadway, in 1896. the car traffic had greatly
increased, and was being operated by the cable system, which had
been installed at very great cost. Now, however, the fourth stage
has been reached, and the cable is giving place to electric traction.
The traffic is now enormous, but I have never seen Broadway look
so crowded as it did fifteen years ago when the omnibuses had
possession. And what applies to Broadway would equally apply to
a similar street in any other city.

I shall now state, shortly, what Glasgow Corporation has been
and is doing towards fulfilling the functions of modern tramways.
The Glasgow Corporation tramways system dates from 1871. The
corporation originally constructed, and have always owned, the
tramways. They have also, under the Glasgow Act of 1870, pos-
sessed powers to operate them. In the first instance, however,
they kased them for twenty-three years, from 1871 to 1894. Since
July I, 1894. they have operated them as a municip.al department.
Twenty-two per cent of the original corporation tramways lay out-
side the then city boundary, traversing half a dozen suburban
burghs and districts. The majority of these places were annexed
to the city in 1891. Govan is the only adjoining burgh which owns
tramways. This burgh owns four miles of double track, which, by
an amicable arrangement, is leased and operated as a part of the
Glasgow Corporation system. When the extensions sanctioned by
the Glasgow Act of 1899 have been completed, the system will
extend to 121 miles, calculated by single track. The lines are prac-
tically all double. Of the total of 121 miles, 34 miles or 28 per
cent are outside the city boundary. In every case, the outside ex-
tensions have been undertaken by the Glasgow Corporation, with
the concurrence of the respective burgh and county authorities,
and at the call of the inhabitants. The authorized system now ex-
tends to Paisley on the southwest, a distance of about six miles
from the center of the city, and to Barachnie on the northeast,
almost a like distance. Under an arrangement with the county
councils, and at the request of the inhabitants, the corporation has
undertaken to ask powers next session for other extensions within
the same radius. .^11 the tramways constructed by the corporation
beyond the city boundary are their property, to be maintained by
them in perpetuity. The obvious policy of the corporation is to
ensure facilities, such as they alone can give, for the transit of the
overflow population of the rapidly growing city, and for a com-
munity which is really one, notwithstanding certain arbitrary lines
of demarcation, which, sooner or later, are sure to disappear. The
population served by the corporation tramways may be put down
at about 850,000.

Glasgow Corporation started the municipal working of the tram-
ways on July I, 1894. by horse traction. They had practically no
option. Electric traction was certainly in their minds, and in
1892-93 offers were taken to convert and equip some eight miles
of double track for the overhead system. But the corporation had
no effective powers to alter or interfere with the track before the
expiry of the lease. Besides, other complications and uncer-
tainties were so great, and the time for preparation so short, that
it was only with horse traction that the corporation could be in a
position to give a full service of new cars on the morning after the
lessees had withdrawn their cars.

The new municipal service of horse cars proved so very popular
and successful in every way that the corporation could afford to
wait further developments of electric and other forms of mechanical
traction. In 1896, however, representatives were sent to the most
important cities in Europe and America to inspect and report on
the subject. The result was that by the autumn of 1898, by way of
demonstration of the overhead electric system, a small temporary
power station for about fifty cars had been erected, and the Spring-
Inirn section had been equipped. It was opened for traffic on Oc-
tober 13th of that year. So quickly was its success established that
two months later (on December 28th) the corporation decided to
adopt overhead electric traction for the entire system. Mr. H. F.
Par.shall. who was some time after called in to report, considered
all the circumstances, and recommended that the tramways depart-
ment should have for its own purposes one central high generating
station and five substations. His scheme, which he is now retained
to carry out, was based upon starting with 600 cars, but provision
is made for working i.ooo cars later on. The site secured for the
generating station is in many respects an ideal one. It has a long

July is, 1900.]

STREET RAILWAY REVIEW.

393

fronlagc to llic canal, which will be uicd for condensing purposes.
The Iwo leading lailwayb, wliieli command the coal supplies, have
each a hiancli entering the station, and the coal receiving and
handling arrangements will be very complete and economical in
working. There will be (our 4,000 horsepower engines and genera-
tors, with room for two more within the building, and all the neces-
sary auxiliary and subsidiary plant and accessories.

Five of the existing district depots are suitably situated and are
being adapted (or the substations. The laying of ducts and the
renewal and conversion of the track is already well advanced. The
first of the large engines is expected to be running early next year,
and we anticipate that the bulk of the system will be operated
electrically when our forthcoming Glasgow International Exhibi-
tion is opened in May next. Of course, we expect everybody to be
in Glasgow at that time. As regards tramway men, we are glad to
see them at any time.

At present, in operating tlie live niilcs uf double track from our
present temporary power station, 1 tliuik we are fairly fulfilling
the functions of modern tramways.

So far as we have gone we have had no more serious accidents
than with the horse cars. 1 am sure the dense crowds through
which our cars operated while our novel illuminated car was being
displayed over the route on two successive nights after Pretoria
was occupied by our troops, will bear witness to the ease and safety
with which the electric cars can be handled.

The comfort of our standard double-decked electric cars seems
to meet every reasonable want. We are now turning out from
three to (our, and will soon be increasing the number to five o(
these new cars per week (rom our own car works, besides doing all
our own repairs. Next spring we hope to convert and equip over
100 o( our horse cars for electric traction.

As regards expedition, we are doing our best under the restric-
tions already referred to. We only stop the cars when required at
fixed stopping places, which are indicated by a plate on the side
pole. These are on an average about 200 yards apart. This plan
is safer as well as more expeditious than stopping anywhere, and
passengers now take quite kindly to it.

The greatest attraction of our tramway system is its cheapness.
We started in 1894 with halfpenny fares on every route in the city,
and thus developed an entirely new short-distance traffic. In this
way the greatest good of the greatest number seems to be effected.
Practically all our cars run through the central district of the city
from one extreme to another. In that central area there is neces-
sarily a very close service on all the routes. At some points three
cars pass each way every minute. With such opportuhities given
them, people naturally step on and take their halfpenny worth to
save them walking even a very short distance. The halfpenny fare
has also developed a large meal-hour traffic. Thousands now go
home (or tiieals who formerly did not. The present average half-
penny stage is rather over half a mile (.58), and any three consecu-
tive halfpenny stages, or about 1^ miles, can be traveled (or id.
We can well afford this, even with horse traction. In point of
fact, the lowering of fares seems to have increased our net revenue.
The average fare taken per passenger is ^d. Every third pas-
senger (36.3 per cent) pays only y>i.\., and there are 23 who pay id.
for every one who pays over ij^d. The passengers carried and
traffic receipts during the six years (the first being only eleven
months) have been as follows:

Passengers. Receipts.

1894-1895 57,104,647 £222,121

1895-1896 86,462,594 328,827

1896-1897 98,966,658 365.761

1897-1898 106,344.437 389.216

1898-1899 118,775.668 433.128

iSgg-igoo 127,628,484 464,786

During these six years of municipal working we have accumu-
lated a reserve fund amounting to £ 169.733 after paying all working
expenses, interest, statutory sinking fund, common good payment
in lieu of wayleave, etc., maintenance and depreciation. (The in-
terest and sinking fund amount to over 5 per cent on the capital
we have employed in the undertaking.) This reserve will be used
for the purpose of meeting expenditure in any loss on the renewing
of the track, and horse line equipments, caused by the change of
traction. In addition to this reserve fund we have accumulated a
permanent way renewal fund now amounting to £69,600.

Our experience with the small installation is that the total work-
ing expenses (including maintenance and renewals) with electric

traction is 6J4d. per car mile — it will be under 6d. with our large
installation — as compared with yd. with horse traction. There is,
of course, interest on the greatly increased capital to provide (or.
liul the anticipated saving in expenditure o( 2d. per car niilu is
assured, and there is also a substantial gain in additional receipts,
in point of (act, after deducting working expenses (roni gross re-
ceipts, our net revenue for the year ended May 31 last has been
2,63d. per car mile with horse traction, and 7.63d. with electric trac-
tion— a difference of jd. per car mile in (avor of electric traction;
but I consider the electric routes rather more remunerative in any
case than the average of the horse routes.

Electric tramways are there(orc practicable where horse team-
ways would be commercially impossible. 1 have no doubt next
year with the adoption of electric traction generally, our (arcs will
be further reduced. In point o( (act, my committee have had bc-
(ore them for some time a proposal (or next year to extend the '/id.
stage, which is our unit, to three-quarters o( a mile. Three of
these stages, with a central area which it is proposed to throw in,
would make the penny stage about three miles.

The policy and object of the Glasgow Corporation is to carry the
people at as low fares as possible, always keeping a safe margin
for a reserve. They cannot fall back on the ratepayers for any
deficit. On the other hand, there is no attempt at relieving ordi-
nary city rates with tramway profits. The rates are imposed to
pay for necessary work of various specific kinds performed (or the
community, and the work of each department is accounted for
separately. Glasgow Corporation makes its own gas. It does not,
however, ask the consumers of gas to pay more than the cost of
its production, in order to lessen the police, or sanitary, or any
other rates. The same with the tramways. The benefits go to the
users in cheaper (ares, and a better service.

INTERESTING OVERHEAD WORK.

The accompanying illustration shows an interesting piece of over-
head work at one of the car houses of the Cleveland Electric Rail-
way Co. Ten tracks are provided, and it will be noted that after
passing the switch shown in the (oreground only one additional
switch must be thrown to reach any desired berth in the barn. The

OVKRHEAI) WOKK. CLEVELAND ELECTRIC RAILWAY.

Storage tracks branch from a main track, the switches being nor-
mally open, instead of being reached by the continued branching of
Y's, which arrangement necessitates the throwing of a greater num-
ber of switches, one at every junction.

EMPLOYES ROOMS AT CAMDEN. N. J.

On the evening of June nth the management of the Camden &
Suburban Railway Co., of Camden. N. J., opened a club room lor
its employes. Mr. Walter E. Harrington, general manager of the
company, making the presentation speech. The room was accepted

394

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

in behalf of the men by Mr. Samuel Holmes, one of the com-
pany's oldest employes, and later the employes voted a resolution
of thanks to the company. The club room is in the new car house
on Newton Ave., near the City Hall; it has been nicely furnished
and a large number of popular magazines and technical journals
have been subscribed for.

While social features will not be neglected the following plan is
proposed for business meetings. One night, to be called "Discussion
Night," will be set aside each month for the discussion of a subject
of interest to the employes and connected with the operation of the
road. A report will be prepared by a committee appointed for the
purpose, and it is expected that the committee will make experi-
ments and tests where the subject permits of them and this report
will be discussed at the next meeting. Stenographic notes will be
taken and a full record of the proceedings kept.

TRANSITION CURVES USED BY THE BOSTON
ELEVATED RAILWAY.

THE BARSCHALL RAIL JOINT.

A German solution of the low joint problem is shown in the
illustrations herewith, and since its introduction a number of the
leading railways on the Continent of Europe have laid trial tracks
for subjecting it to test. We understand that some English roads
and the Pennsylvania in this country arc also giving the joint a
trial. In German it is called the "Stossfangschiene," but in the
United States is known as the Barschall rail joint.

There are three parts, a fish plate on the inner side of the running
rail, a section of rail placed outside the running rail, and a filling
piece of I section between the running rails and the joint rail.

Fig. 3
BARSCHALL RAIL JOINT.

These are shown in section in Fig. i, and in elevation in Figs. 2
and 3, Fig. 2 being a view from the inner side, and Fig. 3 from
the outer side of the running rail.

When applied to old track where the rail ends are worn, as
shown in Fig. 2, the outer joint plate constitutes a bridge over
the low place. The head of the section of rail forming the outer
joint plate is chamfered oR on the outer edge, as shown in Fig. i, in
order that the track may not be so wide as to be impracticable for
wheels having worn treads.

The advantages claimed for this joint are: Smooth running over
joints with reduction of noise; reduced cost of maintenance; pre-
vention of excessive wear at the ends of rails; increased strength
of track; less wear on wheel tires.

ARBITRATION PLAN AT DETROIT.

A new agreement between the Detroit Railway Co. and the em-
ployers' union has been eflfected, and the plan for settling disputes
is as follows:

Disagreements will first be discussed by the superintendent of
the company and the officers of the association. If they fail to
agree it is to go to a court of review, consisting of the president,
vice-president and manager of the company, or any of them, and
failing a settlement there, it is to be referred to arbitration. If judg-
ment is not rendered promptly the arbitrators will refer it back to
the board of review. Each party may object to the arbitrator ap-
pointed by the other, and in such cases a new selection must be
made within two days, failing which the party defaulting loses its
case.

The necessity of transition curves is almost universally recog-
nized by railway engineers, and a great variety of such curves
have been proposed at various times. These naturally divide them-
selves into three classes: First, those in which curves of another
order are substituted for circular arcs, such as Gravatt's curve of
sines proposed in 1828, and Baker's parabolic system. Second,
curves which modify the circular arc by adding compound curves
with increasing radii. These usually consist of a series of circu-
lar arcs with equal chords of from 10 to 100 feet, the degree of
curvature increasing by equal increments. Third, curves of a
different order which unite the circular curve and the tangent.
In this class are the cubic parabola, suggested by Froude in 1840,
and spirals in which the radius varies inversely as the length of the
transition curve, being infinity at the tangent and decreasing until
the circular curve is reached.

In steam railroad work the transition curves most generally
used in this country are the spiral and the compound curve. The
latter is more easy of precise location and the mathematical discus-
sion is simpler than for the spiral. The spiral, however, is more
flexible and admits of easy approximate location. A special case
of the compond class is the three-center curve used by several
railroads.

The sharp curves necessary on street railways make the matter
of easing the transition from tangents to curves very important,
if the comfort of the passengers is to be considered. The same
types of curves are of course equally as applicable to street railway
as to other work, but the large intersection angles and short radii
so frequently met with require tables computed for different con-
stants.

The handbooks and catalogs of various makers of special work
contain short tables of ordinates for curves of different radii and
degrees, and the text-books on street railway track work also treat
in a general way of the subject. Pratt and Alden in their work on
"Street Railway Roadbed" give a series of tables for compound
transition curves.

The most elaborate tables we have seen are those prepared by
the civil engineering department of the Boston Elevated Railway
Co. and which we are enabled to publish by the courtesy of Mr. A.
L. Plimpton, civil engineer for the company.

The type of curve, which was adopted after considerable study
of the merits of other transitions, is the compound transition curve.
This becomes practically a spiral in curved rails as in the mechani-
cal process of bending the rails the curvature changes gradually
instead of making a definite change at the end of each 10 ft. chord.

The tables have been arranged to suit the requirements of the
Boston Elevated and are for connection curves, varying in radius
from 35 ft. to 1,200 ft. Fig. I is a sketch giving the dimensions
for curves Nos. i and 3 to 11, and Fig. 2 for curves Nos. 2, 13 and
14. In Nos. I to 6, excepting No. 2, the chords of which are S

/ /

^Kefoh.showir
STANDARD
TRANSITION CURVES
Nos 1 S.3T

Further damage suits aggregating over $2,000,000 have been be-
gun against the Union Elevated, of Chicago.

FIG. 1.

it., the angles are all for chords ut 10 ft.; for Nos. 13 and 14 the
chords are given in the tables.

Table No. I is for the approaches to curves of from 125 to 150
ft. radius. In the columns at the right the values of a and b are
given for various lengths of the center radius. Each of the arcs
increases in the degree of curvature from the P. C. of the transi-
tion curve till the middle curve is reached. In this case the incre-

July 15, 1900.]

STREET RAILWAY REVIEW.

395

■—TRANSITION No, 1 - |

ARC

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953751

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396

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

-■ TRANSITION NO. lO. — |

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47999

l-45ZoI 1.545'

49.678

49.702

r-46 So

—

— TRANSITION No 13

CORRECTIONS FOR.

R.'

R>-

50. Sb

46.1,7

43 33

4.04*

3792

R.'

a 1 b

l.ZOI

2! ISO

i.SoS

22966

2774

23.4-15

2.9«7

23.813

J.12S-

24-005

2.117

tl »04

Z405-

22 531

2642

22.979

2816

23260

2907

23382

2.054

21.528

2 3o6

22096

2 510

22482

2645

2270U

2689

22.153

I.S»0

21.152

zzot

21.661

2 379

21986

2475

22-141

101- 1

1.M7

20 7TJ

2 107

2122i

2 247

21 490

2.3 o4

21 582

0-163

8132

I&J5

20.399

Z.i'o7

20 79/

2 m5

2o 994

2 133

21-023

0 190

8 651

I.7fc0

20 023

1 907

20356

1 383

20.497

8b 67

0 203

8.910

875

1<.»6

I3<47

l«o8

19 921

185/

Zoooi

0.225'

9225

1 6<J

19271

1708

19 444

1.720

19 50S

0.248

9570

825

1 533

18894

1 609

19051

75-63

0.272

931J-

l«i>(

18 .fix

1 509

)86l6

0 ?96

10260

775

1.352

I&142

■ 410

18.1 4l_

0 32b

10639

1319

17766

D36b

1I0S2

725

1 Z4S

17 383

0405

11 524

-^5

117i

1701a

0-4-*5

1191.7

675

-TRANSITION ■Nd-|-5^^ -^ 1

«U

Cb<IR. IsT Raiu

Co6*2 Znd.RaiL

CH0R.D& 1

1»T Rail

2mo.Ra.u

6(16.67

0- 17-0"

0=17:0

0.007

2.988

0.007

3.011

2 9rs

3011

303.33

0'-34-o-

o^sr-o-

0.037

S'il.t.

0.O37

6.0 34

2. 977

3 oli

202 22

o*5i-o

|--42:o'

O.I03

8.929

0. 105

9.069

2 965

3 03S

iSl .67

I'-oe^o

2'SOO"

0.218

11.880

0 229

12114

2 SS3

3.047

:2l.33

l--2S^

4-- 15-0

Q.400

14.617

0 41b

I5I6S

2 341

. 3058

101 .1 1

r-42 0'

S-'57:o'

0.fa62

17.735

Ob88

18113

2 330

3 070

8b .67

r-59-0'

7-*S6:o-

1.014-

Zo.632

1 Obi

21.281

2.918

3o82

7S83

2- 16-0-

I0--12-O-

1.472

2350S

I.5S0

24.337

1.9o6

3094

&74I

2^33-0-

12«45-0'

2.048

26.341

2 lb8

27379

2 895

3 105

60.67

2'SO-O-

lS"3S'o-

2.753

29.134

2 931

304O4

2 883

3.117

55 15

3-07-0

1 S"-42 0

3.600

31.881

3 852

33 391

2.S7a

3. 118

505b

3- 24-0-

22:o6-0

4 597

34.563

•4.947

36333

2 Bbo

J 140

TT 46 t7

3:41-0 25-470

575 2

37165

6.214

39.215

2a49

J ISI

43 33

3'S»0 29'-4S-0

7077

39.675

t697

41010

2 637

J 163

40 44

4-!l5 0 34*-o-0 1 8 568

42 .075

9 374

.44706

2 S24

3.176

37 9 2

4' 32-0 38-32-0"! 10 234

44 343

11.258

47.27S

28.4-

3,86

.^TRANSITION NO 13

*- DA-TA

'for 3"

OPFSE.T LINES

- 1

Short

SlOE.

LONG SIDE 1

fin

Ano.

Ang

60U7

0.007

2 974

2 97

oroSl3a-

0.007

302(,

3 03

O"o8-3o

303.35

0.037

5922

592

0'-2l -30

OD37

6078

6.0&

0'- 21 ■-Oi>

20222

0.101

8 840

8.84

O"-39:40

O.I06

9 1S8

5 lb

0'-39-5o'

151.67

0.2I4

11731

1173

I-O2:4o'

0 23.

■2.261

12 26

1-0.I-50

12133

0.391

14 595

1460

I'. 32- 20

04 24

15387

1539

|'-J4-5o

101 11

0.644

17424

1743

2"-'07-'l0

0 705

18534-

18 54

e:io-4o|

8667

0 986

202 1S

20 24

2'47-20

1 090

2l69(

1/.71

e-'5j:3oj

7S«

1 425

22 372

23 01

3^33:00'

1 597

24.868

2432

3Mo' 3o|

6741

1 97r

25 673

2575

4'23-5o-

2 241

2S041

2811

4'3410J

6a67

2644

28 329

2845

5^10-00

3 040

31 2o»

31.36

5133-So

S5l5

3442

30919

81 11

b'-2i-io"

4 010

34353

3458

6-39-30

50.56

4 378

33434

3372

7'27:40

5'64

37461

3781

7-Si:2o1

46b7

5:455-

3J860

36 28

8'i9-0tf

6524

4oS15

41 04-

3'o»;3o-

4133

«68l

38 18b

387 7

9!5S-3o

8 095]

-43 SOO

4425

10'3£-3o'

40 44

8055

40397

41 10

ll'ibHo

3867

4-63&r

47.4J

ll'-ol^oi

Sli^

9 581

•42 474.

43 54

l2M2:4o

ll.'914

49145

5057

l3--37--4s|

1 —

TRANSITION NO-

la-

COKRECTIO"3 FOR.

R.'

67.41

60 67

55 IS

1244

19.136

1.555

20.367

1-878

21 415

1220

is.sir

1.519

20. 098

. S26

21-094

1.195

18.694

1.482

19 829

1 773

1.170

18+74

1.44S

19.561

1-720

20.453|

1146

18253

1 408

19.291

1-667

20.132

1121

I«<132

1 371

li:023

.(,.4

19 812

1 097

17811

1-335

18-755

. 562

.9 491

1072

17591

1-298

.8-486

1 5oS

.9 .70

43
44

1 047
1 013

17.370

1 26l

18.? 17

1 456

.8 850

.7.149

,225

17 949

1 4oJ

18 529

0.996
^0 973

.6.929

1.188

17680

1 350

18 209

16.708

l-.S. '174. 2

' 1.291

17. ml

0 924, i6 267

. 078 .6 874

0.899 11.046

1.Q41 16 606

16 926

0-87J|l5S2ir

I Ood 16 337

1 087

I6.606J

^0.850,!5bo5^ 0 367 1$ 06fc

1 0J4

16 2SS^

0 8?S' 1? JX*-' 0 930 IS 800

0 9ai 159T4]

53
54

.0 8OF

0-774

15 i!,3 ^ J S3f JS 531

0 9JJ 15.644I

1.1942! 0 857*15262

087-5

.5323

0.751 14.722 j 0 820' 14994

0727 14.501! 0 7831 14725

0 702

.4.2lo| 0 7<7; 14457

S»

0.677

14.0601 0 7io{ 14 18a

0 633

1> 833^ 0 673 13-919

0 603

.3 618

0 636 13.651 1

.3338

fe2

0-579

13177

0 554

12.556

0SZ5

12735

0 5(iS

12515

0.48r

12.294

'-TRAN3ITIOM rAo 14 |

C0RR.t<^T IONS FOR. R.' |

b7 41

60 fa7

S5 15

a 1 b

1,330

.2 6SI

1.662

.3.9.6

2 0O4jl4.958

1.301

12 4S2

1.620

13.630

1 Sif

.4tJo

1.272

.2 214

1 578

13.34)1 . 836

14 281

1.243

11.975

1537

13057

1 828 11.9441

1.2.4

11.737

1.43i

.2.77.

1769

l3.lot

4-0

..85

11498

1453

.1 48!

1710

1926 8

. .57

11.260

14.2 12.199

|.65l

.1-930

1.128

11021

.-a7o

11.911

1 592

.2 592

I.093

10 783

1328

11.626

1534

.2-255

1070

10 544

1-216

11.340

1.475

11-917

1.041

.0 306

1-244

11.054

1416

11.579

1011

10067

1 202
1.159

10767

I.3S7

11.241

0983

9829

10 4&I

1298

10903

0.955

9 590

1.118

10.195

1240

10.565

0926

9352

1.076

9.909

1.181

10 227

0.897

9.113

lOM

9-623

1-122

3 889

0-868

^875

0.M3

9 336

1 OU

9531

o839

^.636

«?5l

9 0<9

1.004

9.213

53
54

oft.o
0 78.

8 398
8.59

0909
0867
0J}6

8 477
8191

0887

8537

0752

7.921

0 724

7.68J

0 7<4
0 742

jsoi;

o695

7444

7 619

0 666

7.2o5|

0.700

T332

0 637

6 967

0659

7 046

0 608

6 728

0 6.7

6.7^

0 579

6490

"^.550

6.251

0.522

6.013

fy*

0.493

5774

0464

5536

''^

0435

5.297

TRANSITION NO

I-4t —

At)

Co OR IST RaiU

CO-OR H..O RaiU

CHORDS 1

-X

lay R.«IL

2»oR»ii.

100 00

7'- 0-0'

7-0-0"

0.727

II 900

0-7b3

12 474

11 .923

12.497

66.67

I-S9-0

8-59'-0"

1.133

14. 7 90

I-I9I

15.526

2.913

3.082

"si

75.83

E=lb'-0

U'-l5-o"

1.644

17.652

1.734-

IJ.570

2.906

3.094-

li-

67.41

2=33^0"

i3-4a-o

2.27E

20.478

2.408

21-602

2.895

J105

6067

Z-50-0

ifc'-JS^o"

3.0Z8

23.260

3.226

24.609

2.883

3,117

55.15

3'- 07-0

19-450'

3.925

25.989

•4-.20I

27581

2.872

3128

Iz'

50.56

3-E4-0"

E3:o9-o

4-970

28.651

5:350

30.503

2.860

3.I40

4-6.67

J'-4l-0"

e^'50-oj

6.174

31.233

6.682

33.359

2.843

3.1SI

43.33

S--5&-0

JO'486

7.542

33.719

8.206

36.131

2.837

3,163

40.44

4-15-0

SS'oi^

9.078

36.090

9.932

38796

2.824

3.176

37.92

•4-*-j2-0"

JSh35-ti

10784-

38.328

11.864

41.330

2.814-

3.186

TRANSITION "No! \\

CORRECTIONS FOR. R.'

R.*

50 56

4b b7

43 33

4-044-

37.92

2.342

15 817

1 653

16. 497

2 937

17 003

^jj I5_8_

17_34J_

aZ33

17 52;.

1 180

\S-030

2 444

.5594

2796
2655

15 979

. 2 795

16 134

2 840

^lt,.2Si

2.019

14 244

2 229

.5143
14,691

2 373

M-955

2 432

15045

1.939

13851

2.121

14.240

2 232

14443

2 251

14471

0.074-

f-2IA

1.858

13 458

2013

137}9

2.091

.3 931

0.093

1.522

875

1-697

12 ,672 ' 1 79J

13337
12.886

1809^

.2907

01.9

1885
2275

875

.6.7

12-279

1.630

12.434

Ira —

0,180

2666

1.536

11.885

1581

11. 983

0.211

3056

775

1.456

11.492

1475-

11 532

0 24«

3479

75.

1.375

11.099

0.296

3917

72.5

1 295

10706

0,344

4455

■*3

I.ZI5-

10.JIJ

0 392

4 943

■iH

Jui.v IS, 1900.]

STREET RAILWAY REVIEW.

307

nient is 36 min. 49 sec, the succeeding chords of 10 ft. subtending
angles of 2, 3, 4, 5. and 6 times that amphtude.

The values of x and y are found by taking the chord into the
sine and cosine respectively of the angle it makes with the tan-
gent, and adding the respective products lo the sums of the pre-
ceding x's and y's, thus:

X, = chord X sin >^A,,

y , = chord x cos >^ A , ,

Xj = chord X sin ( A, + >i Aj ) ( x,,

yj = chord x cos ( A, -f >^Aj ) -f y ,, etc.

The equations for liiidiiig a and b .ire readily apijarent from in-
spection:

a = X — R (1 - cos S) ; b = y — K sin S.

Where the same transition is used on both ends of the curve
the tangent is equal to (R'-fa) tanj/^l -f b, I being the inter-
section angle between the tangents.

For convenience in putting in points in the field, values of x,
y, D, and the angle marked "Ang." in the diagrams and tables are
calculated for points 3 ft. from the gage line of the rail, and tabu-
lated under the head of "Data for 3 ft. offset lines."

Table No. 2 is for curves of from 100 lo 120 ft. radius; the value
of Rx for the 8th arc being less than lis ft., only 7 chords of
the compound curve are used with that radius. No. 3 is for curves
of from 160 to 200 ft.; No. 4 for 220 to 320 ft.; No. S for 340 to 400
ft.; No. 6 for 425 to 550 ft.; No. 7 for 650 to 1,200 ft.

STATISTICS RELATING TO POWER PRODUC-
TION.

5Ke1"ch.3howinQ
5TANDAR.D

TRANSITION Curve

No l-V

flam transifion curve Noit3 6. 2. )

FIG. 2.

Of course oilier central radii can be used when found necessary,
but the ones given are used for convenience when practicable.

Transition curves Nos. 8, 9, 10 and 11 have recently been tabu-
lated and are used instead of Nos. i, 3 and 4 in streets where the
change of direction is slight. Nos. 8 to 11 occupy less of the in-
tersection angle than do the transitions .Nos. i, 3 and 4.

Tables Nos. 13 and 14 are for approaches to curves of less than
100 ft. radius and therefore it is necessary to locate points less
than 10 ft. apart. In these tables the co-ordinates for the rails,
and the chords are given for each arc of the transition curve. The
values of a and b for the several values of R' and Rx are given in
the additional tables.

TRAMWAY AT TERNI, ITALY.

The Societa per le Tramvie Elettriche di Terni advises us that it
is now building an electric railway from Terni, Italy, to the water
falls of the River Nera. a distance of about 5 miles, which will be in
operation before the end of the year. The overhead trolley system
will be used. Tke company will have lines in Terni, a town of about
20,000 inhabitants, but the principal object is to connect the town
with the various manufacturing establishments in the valley of the
Nera. The available power at the main falls is estimated at 90.000
h. p., of which only about one-half is at present utilized. Lower
down the river are lesser falls with 40,000 h. p. available, and the
company expects to develop the electrical power industry in this
vicinity. The company's main office is at Rome. No. 148 Via del
Pozzetto.

» > »

The street railway companies of Cleveland and the city officials
have reached an agreement whereby the question of the city's right
to reduce fares will be taken into the Supreme Court and a decision
secured with the least possible delay.

Mr. Philip Dawson has recently contributed to Engineering, of
I,ondon, a scries of articles giving interesting statistics relating to
electric power production, from which the accompanying tables are
reproduced.

TABLE f.— Data or wiii Kinrnso lucniou. Pown Tmimiumom.

MAMKorTftvnHuaiorf. •

t^ijlm, rTMiUort (Off

RidUtHli. Ikf amnio, CU. . .
Trljti<t«, L'Uh

<>Kii< ». it*it utu citr, vut

Trnao. C«l.

K**raMI>. HvrunMto, Cal.
KfUx-Horplorr, Than Bi
Had Antonio, Sui Bti
■IUio.CaL

H«>llM>4i, CtJ.
r-fe<lrnw> MiUa
MaCukFkU*. HuStto
Uutu Cit7, Mualui* .
niu* Ukr. CU.

PKhvr*. Mtttr^
II>I*J>, ttAl7

Triunda

'HtoIi. Rmd*. tuJj ..
Lovcll. y WhIcM
Tfanc fUvin, Cuitil*
IMirnAikl, CkL
CarJoik. ArfMUixIU^Uie
Mr-hinicvilJ*, > J. ..
Uoff oU. r'«lMDblk Rrfmblla,

■.Awtll, Mul.UJk..S.U

!Wctd. N.C. . .

UonKtal, Cuudk

BuUch,('>t«1ikMi

fortUad, Or*. . .

Utilt CotMn Wood — Ml

Ukt Oltj.UUb ..
UIe Cotloo Wood— Skit Loh*

"11*. Luh

H«dl*. C^

Zuflhon-Zuhcli. aMUtrUad
Id l>»u)»-m P.utnnr, Fnaet

HAMB or HAMML

L«« ClMa-Yvtrdon, S«iU>T
Und !

Si til Zuhcb. K

MMiC|wlltT'Bftm, \ L
ruoiberUnd Hill*, H«.
Hrll«tllk, Cuurdk

(MBb, Jk(14U .-

B<dl*rZuhch. 8«itMrtuil .
Uflcfto, H onUDO
PklrtUTco. \'t.
Ilutlonl. Cxm.
Welb Cily. Uo.
Aoder«on. S.r
UioMapoUa, SL PMd
HuKtaMter, N.ft.
Tnaooron, titt,
CrippleCrMk, CoL ..
BtUenrM-Wctfts, Swttacr.

Ufa

1.100

iM»

S^Ck-pho*.

yaao

^♦k-.

HoCr^taN

^oon

yrkm.

ifiBO

„

1<I.OOI>

MOD

SMdt^ll^

ii,a»

*#fc-t ,

».«•

tjm

tsjm

toadS-ftew'

lO^OM
lOiOOO

TABLE II.— Soke. CoMr.MAtTVB AFpaoxnuTx Fiarun or Elbctuc Licvr, Po*^ um Tsacth* BtaTI

IX EcaoPKAN CoC!rTKIVH \SX> THB CktTSO 9taTB OT ABSR*CA at Tmi IISBVT Dat.

(Irikt BfiUin
Gt muA J

SwilarAuid .

TtM vhoh bf Bli>«|>r

170,000

u,eeo

100.000

abUlor

M,«»

uun

uaae

ArSStiB

IOmmjt

T^ IJIMll

TABLE "UL— Data or CoxnmirTAt, Eumic T»*ii ajto lUnwATt. UM

FO UMi

•m. 1 >«.. 1 UK iiR. 1 »..

•XL

SAME or POtVTBV

15 1

3 i

is J

dl 1

Kill

laJ

a.fln>' u« ! OBh

tbMa

sno

l«4

.. &iS

«B

•«

-•

3k.tati nm -sxr

U -rr-

•.tTj

Auitfu Hur^gUf

IIU

.. 1 n

1M»

liT 1-t l:»

-.iH U»

l.«Nj US i IK

Miriam

(

■■ !»

»•»

«S

1110

u w um

n iw

tOi HC 1;

ep*"

' u

fl»

A W «n

-1 m

■B » ir

r™o«

«M0

»]•*)*»

«M

lUM

ak>

^ -«

ZTJC

lull

^»

fl»

tl » uv»

*»■

M»

Bcnto

.. ■ .

F«ftiV^

UBU

■Umm

„

Norvar and Swrdrn . .

.A -

„

■a

S«Ti»

8«fU«Ui>l .. ..

.. ..I ..

•■ 1 ■ 1 •■

ijm

The first car over the Indianapolis & Greenfield Rapid Transit
interurban was run on June 14th.

398

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

The idea that all the heat rendered 'latent" when water is evap-
orated into steam is necessarily wasted was once a very common
one, and perhaps this is yet the case. Many of the inventors and
their financial backers who have wasted time and money in trying to
develop substitutes I'or steam have been misled by this erroneous
belief. A recent inquiry suggested a method of demonstrating that
the So-called latent heat of steam as well as the sensible heat is ef-
fective in doing work, and it may be of interest to give it here.

Take as a concrete example the results of the test of a tandem
compound condensing engine in a street railway plant in Detroit
made some years ago. The boiler pressure was 126 lb. per sq. in.
absolute, the vacuum gage showed a pressure of 2.3 lb. per sq. in.
absolute, and the engine used 24.55 lb. of water per i. h. p. per hour.

The total heat of I lb. steam (measured from the freezing point
of water) at 126 lb. absolute is given in the steam tables at 1187.1
B. t. u., and the total heat of i lb. of steam at 2.3 lb. absolute is
1121.9 B. t. u. That is, if 1 lb. of steam be taken into the engine
cylinder at 126 lb. and exhausted at 2.3 lb. it will have lost only
1 187. 1 — 1121.9 = 6S-2 B. t. u. of heat. Multiplying 65.2 B. t. u. by
778 the number of foot-pounds in a heat unit we get 50,725.6 ft. lb.
per lb. of steam. This multiplied by 24.55, the number of pounds of
water actually used by the engine per horsepower per hour, gives
1,245,313 ft. lb. Now a horsepower-hour is equal to 1,980,000 ft. lb.,
which is nearly 60 per cent more than appears available on the as-
sumption that no latent heat was converted into work. Further
the figure 1,245,313 ft. lb. was obtained without making any allow-
ances for wastes and losses due to cylinder condensation, radiation
and friction of the steam in the pipes and other passages.

The explanation is that a portion of the steam is condensed in the
cylinder and gives up its "latent" heat, and when discharged into
the condenser the working fluid is partly water and partly steam.

Prof. Osborne Reynolds has recently communicated to the Royal
Society, of England, the results of some experiments on the specific
heat of steam. He found that the specific heat of steam at constant
pressure is independent of the pressure and varies nearly as the
fourth power of the absolute temperature. At atmospheric pres-
sure the specific heat between 230 deg. F. and 246.5 deg. F. was
found to be 0.4317 and between 295 deg. and 311. 5 deg. to be .6482.

Heretofore, we believe, the only determinations of the specific
heat of steam that have been published were those of Regnault
whose experiments were for steam near the boiling point under
atmospheric pressure. The values commonly taken have been
0.475 o'' 0.48, and in the practical application of throttling calorime-
ters it has been assumed that this value of the specific heat was
constant for all temperatures.

In the throttling calorimeter a sample of the steam to be tested
for moisture escapes through a small orifice, usually into the at-
mosphere; the total heat of the steam at the initial pressure being
greater than the total heat of saturated steam at the lower pres-
sure, the excess first vaporizes the water entrained in the sample
and then superheats the whole. This me;hod is not available
where the entrained water in the sample is in excess 2 or 3 per cent
because the difiference in the total heats at the two pressures is not
sufficient to vaporize more than this qualtity of water.

The formula for calculating the quality of steam by means of a
throttling calorimeter is w=iooX[H — h — k(T — t)]-hL, where w is
the percentage of moisture in the steam, H=total heat, and
L=latent heat of a pound of steam at the pressure in the steam
pipe, h=total heat per pound of steam on the discharge side of the
the calorimeter, k=specific heat of superheated steam, T=:tempera-
ture of the throttled and superheated steam in the calorimeter, and
t=the temperature due the pressure on the discharge side of the
calorimeter. Taking, as is usually the case, t=2i2 deg. F. and
k=o.48, the formula becomes w=ioo[H — 1T46.6 — o.48(T — 2i2)]-=-L.

Taking T as 280 deg. F. and the pressure in the steam pipe at 185
lb. per gage, this formula gives the moisture in the steam as 2.35
per cent. With the value of k taken as 0.54, which is the mean of
Professor Reynolds' determinations for the v.pper and lower limits
of range of superheating, we get the moisture as 1.86 per cent.

ADVANTAGES OF RECORDING WATTMETERS
ON SWITCHBOARDS.

Head Before the Nortluveslerti Electrical Association by W. Worth
General Manager of the St. Jo.seph & BentoiiJIHarljor (Mich.)
Electric Railway & Light Co.

For the past three years recording wattmeters have been used on
ilie switchboards of the St. Joseph & Benton Harbor Electric Rail-
way & Light Co., and the following advantages may be given as
resulting from their use:

in the first place, it enables the central-station manager to make
contracts with the coal dealers and mine-owners in an intelligent
manner, because the output from the station in kilowatt-hours is
shown every 24 hours, thereby giving each grade or quality of coal
an equal test. No coal dealer can laud the virtues of his coal above
that of his competitor. It puts at rest all vague statements con-
cerning the quality of the coal, making it stand upon its actual
merits and test, and showing to the central-station manager
whether it is best to use mine run, screen lump or slack, and prov-
ing which can be used to the best advantage in each particular sta-
tion.

Next, the fireman understands before using the coal that the
meters on the switchboard are going to give actual results of his
firing, making superfluous any statements of the fireman with re-
gard to inferior coal or heavy loads.

It will further show that the employe who produces the best re-
sults with the least amount of coal consumed is the one who should
draw the most money. Then, given the proper fuel and firing, a
lest for engines is necessary, in order to show that the engineer is
not responsible for any possible waste.

The electrician must see that the proper speeds in his generators
and dynamos are kept up by having a sufficient steam pressure at
all times, the engineer furnishing it to him for the varying loads.
Then, with the proper connections from machine to switchboard
current is furnished at the most economical price to the meter.
The given amount of current leaving the switchboard being known
to the station manager, he is enabled to tell if his current is wasted
in motors, transformers, lamps or wire connections.

A further advantage to be derived from meters would be to have
all central-station switchboards equipped with them, where records
could be taken monthly, and comparisons made with plants in that
locality, for the purpose of showing still greater economy, if pos-
sible.

I consider the meter on the central-station switchboard a most
indispensable instrument, because properly looked after it is con-
ducive to the greatest economy in fuel, in firing, in engine and
dynamo, all of which, combined, will produce the necessary econ-
omy at the meter.

The cost of meters is a mere bagatelle, as compared to the sav-
ing in coal alone.

After my experience with them, I would strongly advise that all
central stations adopt meters on their switchboards, for their own
advantage and economy.

In the course of the discussion which followed his paper Mr.
Bean said that the plant being a combination one and the company
having flat lighting rates as well as meter rates, he could not give
information as to the discrepancy between the wattmeter on the

July 15, igoo.]

STREET RAILWAY REVIEW.

399

COST OF POWER FOR ELECTRIC RAILWAYS.
(Jiitput Measured by Wattmeter in £ach Case.

Month.
1S99
1900.

Monthly
Output,
Kilowatt-
Hours.

Coi.

t of K

ectrical On
Hour-C

Supplies,

Oil,

Waste, etc.

tpiit per
,ents.

Kilowatt-

GalH.
Cylinder
Oil per

10,000
k. w, h.

3.62
3.36
3.9f»
3.49
3.20

2..53
3.76
4.41
3..V)

Galh.

Lubric't-

injf Oil

ptr

10,0* JO

k. w. h.

.882
.669

1.01

1.05

1.15

1.66

.80

1.59

Lbs.

Water

pir

Coal.

10.76
10.64
10.07
11.28
10.57

.5.13
5.20
.5.34
5.81

Lbs.

Fuel

per

k.w.h.

2.44
2.22
2.42
2. .53
2.43

5.06
4.67
5.05
5.19
2.48
2.27
2.20
2.19

Price of

Fuel

per Ton

of 1,(XK)

Lbs.

$2.93
2.36
2.08
2.20
2.86

1.76

1.82

1.63

1.63
.913*
.9.53
.948
.'(03

Station.

Fuel.

Labor

Water.

Re-
pairs.

Total.

Kindof Fuel

Dec.

Jan.

Feb.
March.
April.

Jan.

Feb.
March.
April.

Jan.

Feb.
March.
April.

l,762,86fJ
2,140,720
2,124,872
2,470,163
1,716,168

l,HhH,937

2,()12,l«>9

1,972,184

1,452,072

.S91,l>14

.SSI, 262

676,174

(>HO,7il4

.357
.262
.254
.279

.347

.441
.406
.436
.421
.732
.679
.668
.634

.135
.111
.111
.107
.128

.1.50
.140
.14<)
.186
.2.58
.249
.221
.225

.041
.035
.039
.027
.037

.016
.023
.022
.025
,024
.025
,041
,055

.028
.027
.026
.034
.031

.025
.018
.014
.017

.046
.031
.031
.017
.036

.029
.032
.0.?5
.029
.101
.104
.077
.069

.507
.466
.461
.464
.579

.661

.619

.6.53

.678

1.115

1.075

1.007

.983

Bituminous

•'

S M(!trii|i"litiin Kli--
vaU'd, Cliic.-i^'o, , ,
5
5
5
6

Oil.

()

* Price of oil per barrel.

switchboard and llu- combined wattmeter on the system. A watt-
meter is on each of the machines, which include a SO-Hght Thom-
son-Houston macliinc, a 75-light Thomson-IIouslon machine, a
lao-hght Brush macliinc, all arc; one 1,000-light alternator, two
2,000-light alternators, three 250-horscpowcr compound condensing
engines. Two engines are connected to the S7-ft, line shaft. One
of the engines on the end of the line shaft is connected to a mul-
tipolar 90-kw. generator, old-type, and one 225-kw. generator, new-
type, running at 425 revolutions, and a meter for each circuit is on
the switchboard, sliowing the output in current from the station.
♦-*-♦

STORAGE BATTERIES FOR SMALL STATIONS.

Abstract of a Pajx-r Before the Northwestern Electrical Association by
Louis A. Ferguson.

The adoption of storage batteries for use in central stations will
depend upon the character of the load curve of the station, and the
principles which apply to the use of batteries in large stations will
hold true, to a large extent, in the stations of moderate or small
capacities.

In considering the question of the use of a storage battery we
must take into account, first, the relative cost of the battery as com-
pared with that of engines, boilers and dynamos to provide for
equal capacity. Tlie cost of capacity in steam and electrical gen-
erating equipment is dependent solely upon the maximum power to
be generated at any one time, and is not dependent upon the num-
ber of hours of use per day of the equipment. In the case of the
storage battery, however, the cost is dependent not only upon the
maximum energy to be supplied at any one time, but also upon the
length of time that the battery is required to do this maximum
work. In other words, the cost of steam and electrical generating
equipment is dependent upon the maximum kilowatt capacity,
whereas the cost of a storage battery is dependent upon the kilo-
watt-hour capacity.

This being the case, we must consider carefully the load curve of
the station, and if the characteristic of the curve is such that the
average width of its peak is more than i;/< hours, then the initial
cost of steam and electrical generating equipment to provide capac-
ity for this peak will be less than that of the necessary storage bat-
tery equipment, at the present market prices, to do the same work.
If the curve has an average peak width of less than ijj hours, then
the initial cost of the storage battery will be less than that of the
steam and electrical generating equipment to take care of this peak.

The diagram shows the capacity of a battery at various rates of
discharge. This curve represents the discharge capacity, at from
one to eight hours, of a battery having a capacity at the eight-hour
rate of 11,200 ampere-hours. The discharge capacity of this battery
at the eight-hour rate is 1,400 amperes, while at the one-hour rate
it is 5,600 amperes; or, in other words, the discharge capacity of the
battery in amperes at the eight-hour rate is one-quarter of what it
is at the one-hour rate, the total capacity in ampere-liours of the
battery at the one-hour rate being equal to one-half of its capacity
at the eight-hour rate. The curve shows the rate of discharge for

various hours' use of the batteries of other sizes, following the same

general characteristics.

The cost of a storage battery of moderate size, taking, for in-
stance, one having a capacity of 500 amperes at the one-hour rate,
would be, at the various rates of discharge, approximately as fol-
lows: One hour, $80 a kilowatt; two hours, $116 a kilowatt; three
hours, $160 a kilowatt; five hours, $240 a kilowatt; eight hours.
$,320 a kilowatt. These figures include switchboard, end-cell
switches and the battery erected complete, not including building
investment. (These costs are based on the present price of lead
and are higher than those obtaining two or three years ago.)

The cost of a steam and electrical generating plant will, of course,
vary widely with the class of apparatus employed. .Assuming,
however, $100 a kilowatt as a reasonable price for boilers, engines,
steam piping, generators, stack and switchboard, we find, by re-
ferring to the curve of costs that, as I before stated, where the
average width of the peak of the load which is to be taken care of
by the storage battery is I'/i hours, the cost of installation is the
same for the storage battery as lor the steam plant.

In these figures the cost of the building has been excluded, as it
may be assumed to be the same for either installation.

The question of first cost, however, is not the only thing to be
considered. The question of depreciation on the two classes of

6000

as
<

"• * \
g2 1 \

aooo
>ooo

1000

< e

■s
«

IIMI

<
ft

J^K

^— ^

HODIIS
CURVES OF COST AND 1>ISCHARGE RATE,

apparatus, economy of operation and the value of each class of
apparatus as a reserve or guarantee to the customers of uniformity
and reliability of ser\-ice must also be taken into account.

We have all had sufficient experience in the use of steam and
electrical generating equipment to determine to our own satisfac-
tion what might be considered a reasonable depreciation on this
class of apparatus. This, however, is perhaps not as easily deter-
mined in the case of the storage battery, as the question of its life
in central station use is as yet to some extent uncertain. The
principal battery companies, however, have gruaranteed to main-
tain some batteries sold by them up to the original standard of
capacity and efficiency for a term of years, upon payment by the
purchaser annually of a sum equal to a certain percentage of the
original cost of the battery. I am not certain, however, that these

400

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

battery companies are prepared to make such guarantees in all
cases, as there arc many conditions surrounding the use ot the bat-
tery which must be considered; and the etToct of these various
conditions upon the life of the battery is perhaps as yet undeter-
mined.

The operating expenses incident to the use of the storage bat-
tery are comparatively small. In very large and important installa-
tions it is desirable to have in charge a special man thoroughly ex-
perienced in the maintenance of a storage battery, but in moderate
sized stations it is unlikely that any additional labor would be re-
quired on account of the use of a battery beyond that ordinarily
employed in the station. The amount of material necessary is al-
most negligible. Distilled or filtered water is the principal item,
and perhaps once or twice a year additional acid will be required.

A storage battery operated under favorable conditions would
show upon test an energy ethciency of 75 per cent and an ampere-
hour efficiency of 90 per cent. The yearly energy efficiency of a
storage battery operated under ordinary central-station conditions,
would, in all probability, not exceed 65 per cent.

The rest of the paper discusses the application of storage bat-
teries to lighting systems.

OPERATING ECONOMIES IN CENTRAL STA-
TION PRACTICE.

In our last issue, page 314, we published Mr. Abbott's paper on
this subject, read before the National Electric Light Association,
and below will be found an abstract of the discussion of this paper.

Replying to a question, the author said that automatic stokers
show better results than hand firing. They can be made to show
any kind of results, but it does not require as much skill to oper-
ate an automatic stoker and get good results as it does to get
good results in hand firing.

Professor Goldsborough considered the matter of adjusting the
number of boilers in a station to the work which the boilers have
to perform as very important, and stated he had noticed as one of
the prime delects in station management the heating up water
and boiler iron without getting any return for the coal so expended.
In some cases it has been demonstrated that several thousand dol-
lars could be saved each year by simply giving attention to this one
matter of adjusting the boiler capacity to the load upon the station.

Mr. H. L. Doherty said that in about 100 central stations with
which he was familiar, there is not one in which they make an
analysis of flue gases at regular intervals, and if they ever analyze
them at all it is a very unusual thing. He would like to see some
of the members of this association put on a committee to tell how
to operate boilers and analyze the flue gases. In one plant he
knew of the flue gas is analyzed by the firemen, or, at least, deter-
minations are made for carbon dioxide, and from this it is con-
cluded that there are other conditions. The method in general is
simply to draw off a certain portion of the flue gas and pass it
through an alkaline solution, which absorbs the CO2, and the dif-
ference in volume before and after this treatment represents the
amount of carbonic-acid gas which was produced. He had not
seen the econometer Mr. Abbott spoke of, but had for several
years adopted an old gravity balance, which he had used for that
purpose, going a little further and making it a recording instrument.

Continuing Mr. Doherty said: "In the smallest central stations
1 doubt if any great effort ought to be made to economize in the
matter of oil and waste. It often forms almost an insignificant
item. Boiler fuel has always been believed to be the most im-
portant thing we should economize on, and it certainly represents
the biggest part of our actual operating expenses, and Mr. Abbott,
in calling especial attention to the boiler results, not engine results,
has done a service to the entire electrical fraternity. The amount of
saving engineers can make on engines is small, compared with the
amount of savhig which can be made on the boilers. Where no
effort is made to determine the efficiency of the average boiler,
it is apt to run below 40 per cent; but with a load curve such as
Mr. Abbott enjoys, he should be able to get a boiler efficiency of
over 70 per cent. His statement that the coal having the greatest
heating value per financial unit of value should be selected is a point
in which I can hardly agree with him. I think he must go back
and take that class of coal which will give the greatest amount of
steam for a given financial value; and I have found that you can-
not make a calorimeter test of your coal, and be sure that you are

going to get the same volume of heat, that is, that you are going
to transfer a given percentage into useful heat. Many coals which
are not high in quantity of heating value are much higher in their
efficiency, because you get a much higher flame temperature and
produce a great activity in your furnace, which enables you to re-
duce the over-ventilation. Mr. Abbott did well when he tried to
impress on the members the great source of loss in over-ventilation.
If just the correct amount of air could be used, so that the gases
could have contact with it without absorbing the surplus of it, we
could probably double the temperature that they now furnish."

Prof. D. C. Jackson said that even in a small station a good
fireman could readily get 8 per cent of carbon dioxide in the flue
gases, but that in most cases it did not average s per cent; this is
because the fireman does not know, and the manager has not yet
recognized the advantage of teaching him. If coal is fired properly
and the right amount of air admitted a great saving can be ef-
fected. He had seen some plants of 1,000 h. p. or less with auto-
matic stokers where there was not more than 2 per cent carbon
dioxide shown by analyses of the flue gases, and it was not unusual
to find less than 5 per cent in plants equipped with automatic stok-
ers, where the supervision was not careful.

Mr. Bement described the working of the econometer mentioned
by Mr. Abbott as follows: "If the conditions prevailing are those
of a thin fire or a strong draft and the indication of carbon dioxide
shown by the econometer is low, it is an indication of an excess
of air. If, on the other hand, the fire is thick or the draft low,
and the indication is low, it is proof of incomplete combustion. In
.the first case the total volume of gases is increased, owing to the
large araunt of air present and which is not used, causing the
carbon dioxide to be small in amount in relation to the total vol-
ume; second, the carbon dio.xide is less with incomplete combus-
tion, because "carbon goes to carbon monoxide instead of to carbon
dioxide. If the indications of the instrument are irregular, it
shows an uneven condition which may be, and usually is, accom-
panied by both an excess of air and incomplete combustion. If
the highest carbon dioxide obtainable in a furnace is 15 per cent,
and the instrument indicates less than this, it is apparent that
something is wrong, and any change in firing conditions is imme-
diately and automatically indicated.

"For a chemical analysis we use the absorbing econometer, the
Orsatt apparatus — a modified or improved form of the Orsatt —
which I consider has some advantages. I have also used a method
by which it was possible to gather a gas sample and make analysis
for carbon dioxide and carbon monoxide at two-minute intervals.
I found, however, that the method, which is excellent where there
is little o.xygen present, is not satisfactory when oxygen exceeds
about three per cent. The absorbing econometer is a very simple
instrument; it is used for carbon-dioxide determination, and is
employed where the gravity instrument is not available. The gas
is pumped into a measuring and absorbing chamber, where it is
confined, and by the movement of a partition the gas is brought
in contact with the reagent and the reduction in volume is indi-
cated on a graduated tube by a water column at atmospheric
pressure. This is the most rapid of all chemical instruments. I
have been able, by its use, to determine carbon dioxide at one-
minute intervals, while riding on the front end of a locomotive,
and also to make 75 analyses and 75 observations of temperature
of escaping gases, and make a record of each in 75 minutes.

"We employ the more elaborate methods of analysis where it ap-
pears that such are the best means to obtain the desired information,
and these investigations would not be confined to the two carbon
oxides and oxygen if there were occasion to go further, but
would be extended to hydrogen and hydrocarbon compounds. The
only rapid method of determining carbon monoxide that I am
aware of is that which I employ. It is very expensive and rather
difficult, and the cost of the apparatus was about $200, and while
very interesting, I consider that it can have no industrial applica-
tion. The simplest methods are always to be desired, and if such
give the best results, they are preferable to more elaborate labora-
tory methods."

Mr. Doherty briefly described the Dclwick gas process which
has been developed in Europe and somewhat disturb our theories
on the combustion of fuel. They start in with a fuel body of about
44 in., and find that by determining the velocity of the blast they
can drive air through the incandescent fuel and produce more than
90 per cent of the carbonic-acid gas which we would theoretically

July 15, 1900.]

STREET RAILWAY REVIEW.

401

figure. This is apt to surprise any man who confines his work to
boiler firing. There is no (luestion they have oljtained resuhs with
this system that Iiave never been equaled in boiler firing.

Mr. Abbott in conclusion said: "The recording steam gage is a
great thing, but if we had a device which would dieck up the ef-
ficiency of the fireman as well as the pressure, there would be no
steam plant which would be without it. The average plant which
will burn $500 worth of coal in a month could, by such a device,
save not less than 20 per cent of it. One speaker complimented
inc on the load curve we are able to show and suggested we have
an elTiciency of possibly 70 per cent. While I think we have a
good efficiency, as far as ellicieney goes, speaking can-
didly, when anyone asks me what it is, I am ashamed to
lell them, because efficiencies are so little understood — the actual
results you get in 24 hours are so little understood— that if you
would tcll anyone candidly wliat the results actually obtained are,
llioy would set you down al nnee as a very poor manager. I do not
think the average results in \\tv i>l,uils throughout the country, as
someone suggested, arc over 40 per cent of the efficiency of the
coal. Hy careful valve setting, you might be able to make an addi-
tion of 5 per cent in the extreme in the results obtained by an
analysis, or by selection of transformers, at considerable expense,
yon niip;Iit save an equal amount; but there goes on, from day
In il.iy. unobserved, and without causing any concern, a loss at a
place where there is a possibility of saving not less than 30 per
cent in many cases, 20 per cent in the average case, which is in the
form of fuel consumed and the labor which it costs to handle that
fuel. This does not cause anyone any anxiety, but if it occurred
where it could be seen, as in the case of losing a couple of gallons
of oil a day, or in the throwing away of a few pounds of dirty
waste, it would set the manager to work at once to make a saving.
It is a great illustration of the saying, 'saving at the bung-hole and
wasting at the spigot.' "

DAMAGE BY LIGHTNING.

The severe thunder storms of last month caused considerable
damage to electric power stations in diflfcrent parts of the country.
At Appleton, Wis., on June 22d, lightning entered the auxiliary
power house of the Fox River Valley Electric Ry. and burned out
the armature of the railway generator, causing the road to shut
down for a few days till it could be replaced. June nth, lightning
entered the Dunlaps station of the Indiana Railway Co. and dis-
charged heavily into a tank arrester, which did not take care of
the full discharge, however, and a portion passed through one of
the armatures. June 27th the switchboard of the South Bend sta-
tion of the same company was slightly damaged by lightning.

Lightning also entered the sub-station of the Chicago & Mil-
waukee electric at Winetka, burning out one transformer.

STORAGE BATTERY MEN MEET.

The executive staff of the Electric Storage Battery Co. held its
annual conference at Hotel Walton, Philadelphia, from June 4th
to "th inclusive. The meeting was attended by over 40 represen-
tatives from the company's various departments and agencies.
Papers were presented during the convention covering a wide
range of subjects relating to tlie making and operating of storage
batteries and the business of the Electric Storage Battery Co., and
valuable discussions followed the reading of each paper.

The subjects treated were as follows: "The Sales Department,"
by Chas. Blizard; "Preliminary Engineering," by J. Lester Wood-
bridge; "Results Obtained from Installations." by Hugh Lesley;
"The Relation of the Construction Department to the Sales Dc-
parlnicnt." by Jos. .\ppIeton; "Some Details of Construction De-
partment Methods." by R. H. Klauder; "Characteristics of Stand-
ard Cells." by Bruce Ford: "The Use of Boosters." by J. B. Entz;
"The Law of Contracts," by Aug. B. Stoughton; "Street Railway
Business in New England." by Frank J. Stone; "The Application
of Chloride .Accumulators in Isolated Plants," by Albert Taylor;
"The Operation of Batteries in Connection with Long-Distance.
High-Speed, Railway Service," by R. C. Hull.

The delegates were entertained at several elaborate luncheons
and dinners during their stay in Philadelphia.

TWO WIRE THIEVES.

By the courtesy of Mr. John F. Dolan, chief of police, Wilming-
ton, Del., wc arc enabled to show the accompanying portraits of
Charles MrAlcer and Cicorge F. Walsh, now in prison at New

CHARLKS McATEER.

GEORGE F. WALMI.

Castle, awaiting trial on a charge of stealing copper bond wire
from the Wilmington & Brandywine Springs Electric Railway Co.
.McVtccr was arrested in Philadelphia with a quantity of the wire in
his possession.

IMPORTANT CONSOLIDATION IN OHIO.

We are indebted to Mr. F. T. Pomeroy, treasurer and general
manager of the Cleveland. Elyria & Western Railway Co., for the
following facts concerning the merger of three important inter-
urban lines near Cleveland.

The Cleveland, Elyria & Western Railway Co. was incorporated
June 20, 1900, as a consolidation of the Cleveland, Berea, Elyria &
Oberlin Ry., which runs from Cleveland to Linndale, Puritas
Springs, Berea, Elyria and Oberlin; the Lorain County Ry., which
connects Elyria, North Amherst and Lorain; and the Oberlin &
Wellington Ry., now building from Oberlin to Wellington, O.
When this line is completed the Cleveland, Elyria & Western Ry.
will comprise 65 miles of track.

The officers of the new company are: President, A. H. Pomeroy;
vice-president. A. E. Akins; secretary, E. F. Schneider; treasurer
and general manager, F. T. Pomeroy. The capital stock of the
company is $2,000,000. and $1,500,000 in first mortgage bonds have
been authorized.

In the articles of consolidation provision is made for the exten-
sion of the system to Norwalk, a distance of 20 miles, which will
bring the total mileage of the consolidated properties up to 85
miles.

ACCIDENT AT HUTCHINSON. KAN.

A fatal grade crossing accident occurred at Hutchinson, Kan.,
June 13th, when a car of the Hutchinson Street Ry. was struck by
a freight train while crossing the Santa Fe tracks. The time was
11:45 P- ni. The street car slowed up before coming to the railroad,
but seeing no train and hearing no warning, the motorman started
to cross; when almost over the track the car was struck by a train
consisting of an engine pushing four stock cars. Three women
were killed, one very seriously injured and six other passengers
more or less hurt. The street lights were not burning, it being
moonlight, and the view of the railroad was somewhat obstructed
by cars on a side track. The statements of passengers are to the
effect that the crew of the freight train did not ring the bell nor
blow the whistle, and that there was no watchman at the crossing
and no brakeman on the front of the train.

402

STREET RAILWAY REVIEW.

IVoL. X, No. 7.

TEST OF TRUCK FRAME.

USE AND ABUSE OF TRANSFERS.

The Pcckliam Tnicl; Co. is now building 60 motor trucks for the
South Side Elevated Railroad Co., of Chicago, and Mr. J. F. Mor-
rison, superintendent and chief engineer for the Elevated com-
pany, recently had a transverse test of a side frame of one of these
trucks made at the Pcckham works, under his supervision.
The results are as follows:

Stress in tons. Deflection in Inches.

20 1-8

30 3-16

35 1-4

40 7-16

45 5-8

50 15-16

55 Broke in yoke

The fractured yoke when examined was found to be uniformly
malleableized throughout and showed no flaws.

As there are two side frames in the truck it appears that the
ultimate breaking stress per truck is about no tons, which is eight
or ten times the weight of half the car body and passengers.

♦-•-•

ADVERTISING PLEASURE RIDES.

Commencing the latter part of June the Chicago Union Traction
Co. has been advertising rather extensively in the daily newspapers
the attractions it can offer in the way of pleasure rides. These ad-
vertisements were the idea of Pres. J. M. Roach and are novel in
arrangement and wording, and four of them are reproduced here-
with with the expectation that they will prove suggestive to the
managers of other roads. On the first five week days the space

A liberal system of free transfers is generally recognized by street
railway managers as an advantageous thing for the company; peo-
ple are taught to ride more than they otherwise would and this
traffic results in a direct gain to the company. A liberal policy and
the absence of what appear to be arbitrary rules and restrictions
assure the public that the company believes in fair treatment and
such a belief disseminated in a community should do a great deal
toward taking the wire edge ofi of unreasonable demands proposed
by councilmen who like to pose as friends of the people and ene-
mies of corporations.

But no matter how much the manager may wish to avoid cum-
bering his transfer system with restrictions that may irritate pa-
trons, he must endeavor to protect his company against that class
of persons who appear to believe that it is no wrong to cheat a
corporation, particularly if it is a transportation company. This
class is entirely too numerous.

What is probably the principal abuse of transfers, the traffic in
them by newsboys, is to be found only in the larger cities, but
where it does exist it is a veritable thorn in the manager's side and
often causes a serious loss of income. It is rather a difficult
matter to punish the boys for dealing in transfers because of their
youth; the courts are inclined to be lenient, and public opinion
endorses the policy. It may have some eflfect to cite the
offenders for contempt of court, as was recently done by one of the
Chicago companies, which had secured an injunction restraining
the traffic in its transfers; but the moral effect upon a street arab
of even a chancellor is doubtless not as lasting as could be wished.
In the Chicago case, while a number of offenders were brought
before the court, none was punished except by a reprimand.

The only effectual methods of preventing this abuse, it appears

OUTINGS

For a. DIME

OUTINGS

For a. DIME

OUTINGS

For e. DIME

OUTINGS

For ©.DIME

Oi\ ■^he Trolley CaLr ^n ^he Trolley Ca.r Qn ^he Trolley Car On T3he Trolley Ca.r

CHAPTER I.

To all believers la Tedd>-'fl theory of a
ftrcDuoua LIT*" —

Go tn Elston-av. to Irving Perk to- day;

You'll get action for your money all tb© way;
Change ot BC^nery every minute.
For there's Dot a dull block 4n It,
Tou' 11 b«llev» It when you are

RJdiQg

CHAPTER III.

For Host, Recreation nnd "Blind
p|g»"— Uu tM K^nnMton,

Solid conifort, heaUhfiil enjoyment an^l
pure air served without nira charRe on the
Evanston Trolley Cars to-doy. The eceoery
chaneea every minute and there 1» aJwaj"s
gomethln^ to plcpsc, At Evunstoh notice
the lino trees, the lniver«;t.\ bulldingB. Rest
Collage, and the Blind Figs ■—It yoU ctin
And them. Take Uc liables alone; this 1-
preat weather (or babl-'s and Ihey all lUwe 10

CHAPTEi< V.

For good riilnanien

4)io to Rone HIU.

When reading about Jchn Chinaman. hl«
•■Boxers"' and their cruelly, remember that
all 'Chinlis" are not bad There is a col...ny
of Ihcm in Ruse Hill cemi-iery which never
causes ir<iublf tn nilsslonarlfs and dl^lornnt*.
Their aunoundingR are iniprcsilt.g ai.d worlh
a visit rroiii .ill who desire ai ouling for frtib
ulr and a pleasutu ride tij-day

On "She Trolley Cso-r. Ori fShe Trolley Csk-r. On "Ghe Trolley CsLr.

Cart atart at State and Randolph.
Round trip, 96 mtnutee; oo«t. 10 teota.

Cars start at Clark st. Limits Stalloa.
R<.>und trip 90 mlQutes; cost 10 ceats.

Us» Llncoln-av. cart; tranafcr to P.obry-
st.. round trip from Monroe and IJearborn
two hours, cost 10 cents.

CHAPTER Vn.

For relief from (he beat,

Go up Hiilsted 9tr

pet.

go by

On "^he Trolley Czk-r.

cars start at HaJsled and Jlst-Bt.
RounJ trip ISO mlnulee. cost 10 cenlB.

A FEW CHAPTERS FROM PRES. J. M. ROACHS NEW BOOK.

occupied is small, one column wide and about three inches long,
and contains one "chapter" of the serial publication entitled "Out-
ings for a Dime." We show four of these chapters. Saturdays
and Sundays the advertisements take more space — about four col-
umns wide and six or eight inches long, and are illustrated with a
park or country scene; the reading matter is longer, but the refrain
is the same — all about what one can see "On the Trolley Car."

COMPROMISE AT WESTFIELD, MASS.

The employes of the Woronoco Street Railway Co., of Westfield,
Mass., last month presented a petition for an increase of wages
from $1.75 per day to $2 per day, or to 20 cents an hour. The
company could not see its way clear to grant this, but decided to
pay its men 20 cents an hour from April ist to December ist, of
each year, and I7}4 cents from December ist to April 1st, and if
in any year the receipts enable the company to declare a dividend
of 6 per cent on its capital stock, it will pay the higher rate
throughout the 12 months. The employes are satisfied with the
compromise.

to us, are those which will reach the man who sells or gives away
his transfer check and the man who buys and uses it.

The Board of Supervisors of San Francisco, Cal., recognized
the injustice of the transfer traffic and passed an ordinance re-
quiring passengers to use transfers within the time limit and pro-
hibiting their selling them or giving them away, under penalty.
The ordinance was attacked on the ground that it was a violation of
the guaranty of personal liberty contained in the Federal and state
constitutions. The Supreme Court of California has recently held
the ordinance valid.

The St. Joseph Light. Heat & Power Co., of St. Joseph, Mo.,
last month decided to make a trial of what is known as the Smith
system of transfers, the invention of Mr. W. D. C. Smith, of Kan-
sas City. The abuse here sought to be remedied is the use of
transfer checks a longer time after issue than tlie rules permit, and
the aim is to restrict the use of transfers to continuous passage on
the first train leaving the transfer point. The system is as follows:

All trains are numbered consecutively, the number of each train
displayed both on the front and rear car. The first conductor to
go on duty on a train is provided with a bunch of transfer checks
sufficient for the use of the train during the entire day. These

JULV IS, 1900.]

STREET RAILWAY REVIEW.

403

checks arc numbered to correspond with the number of the train,
and rc(|uire only the punchiiiK of the hour which follows the time
on whicli the ticl<et is punched. For instance, if tlie trasnfcr is
issued at 9:30 a. m. the hour of 10 is punched.

There are two perforated corners, on each ticket, one marked
"in," and the other "out," and the conductor cMps off the corners
in accordance with the direction in which the car is moving at the
time the tran.sfer is issued. At each junction point a box is pro-
vided where the conductor of each train, when he arrives at that
point, deposits a duplicate of the Iransfers he has just issued, one
for each connecting line. These checks are fac similes of those he
has issued to his passengers, but they bear also two punch marks
near the top to distinguish them from transfer checks. Each con-
ductor, when he hangs his duplicate transfers on the hooks in the
box, takes up those left by other conductors for him. Passen-
gers who get on his car at the junction point must be provided
with transfer checks which correspond in number, color and hour
punched with the duplicate checks which he takes from the box.

In case passengers alight from a car at a junction point and
arc required to run for a car which is pulling out before the con-
ductor has come into possession of the duplicate check, it is the
duty of the conductor to look out for the train number and honor
the transfer. Whenever a train is crowded beyond its capacity so
lliat all of the passengers in waiting cannot board the train, the
conductor docs not remove the duplicate or guide check from
the box, but leaves it for the next conductor. He, however, honors
(he transfers of all those who arc able to board his car.

CROWDED CARS.

.'\n ordinance providing that passengers on street railways who
are unable to secure seats shall pay a fare of 2^- cents only, and
requiring the companies to sell "no seat" tickets in books of 10.
being under consideration by the Board of Supervisors of San
Francisco, Mr. W. Clayton, secretary of the San Francisco & San
Mateo Electric Ry., some weeks ago appeared before the street
railway committee and presented his objections at length.

Our readers are well acquainted with the facts that there are
"rush hours" on street railway lines and that patrons will habitually
board a crowded car in preference to waiting a few minutes, and
we need not give Mr. Clayton's analysis of the condition at San
Francisco. His objections to the proposed ordinance are interest-
ing and we give a brief abstract of his arguments, which are:

To reduce the rate for standing passengers will aggravate the
evil instead of alleviating it, because patrons who have bought "no
seat" ticket books will prefer to board a crowded car and save the
2j< cents.

In case a car has some seats vacant and a greater number of pas-
sengers, who wish to take standing room only, board it, either an
injustice is done the company or incessant and bitter disputes will
arise between the conductor and the passengers as to who shall
occupy the scats and pay full fare. On wet days outside seats are
not available and if "no seat" passengers can ride for 2^4 cents,
the question of the degree of wetness will also cause disputes.

The ordinance provides that transfers shall be given on the 2Y2
cent tickets and that these shall give all the rights that 5-cent pas-
sengers have excepting the privilege of a seat on the first car
boarded. This evidently entitles the 2j^-ccnt passenger to a seat
on the second car he boards and works an injustice to the s-cent
passenger whom he displaces as well as to the company.

The company (San Francisco & San Mateo) in order to give
seats to all passengers would have to operate three times as many
cars during the busy hours as is now the case, which is not physi-
cally safe on the heavy grades, because of the short headway that
would be necessary, nor financially practicable. F.ven if it were
practicable to operate the cars, it would not be possible to get men
to operate them : the extra men would work only two hours a day
at most, and could not expect a day's wages for two hours' work.
.\gain, the receipts of the company not being increased, the total
sum available for wages would be the same, which means a de-
creased rate for the men now employed.

The low "no seat" rate would depreciate real estate in the sub-
urbs by making it to the financial advantage of persons using the
street cars to live nearer the heart of the city, where they would
always be sure of getting a crowded car to ride in.

THE BAKER CAR HEATER.

The will-knr^wn liaker system of healing cars by hot water cir-
culated from a healer within llie car ilstU, was introduced by the
inventor, Mr. W . C. liaker, in 1866, and its good features of relia-
bility and uniform healing led
to its very wide ad'jplion by
steam railroads. This healing
system may be truthfully said
to have been an important
factor in the growth of the
luxury which is now found in
railroad travel. Numerous
improvements have been
made as experience showed
them to be needed and the
latest designs of heaters are
fire-proof, non-freezing and
self-rcgulaling. The fire is
enclosed in four cylindrical
casings, the outer one of soft
flexible steel, and the inner
one a joinllcss close-wound
water coil, which is the gen-
erator coil of the heater.

For street cars there are two
types of these heaters made.
The one illustrated herewith
is known as the "Mighty Mid-
get" and embodies all of the
latest improvements; it is
made in various sizes. This
heater has a generator coil
equivalent to 25 ft. of 1% in.
pipe, which is over 50 per cent
more than in older designs,
yet it is 7 in. smaller in di-
ameter than the "Perfected"
or the "Old Style" heaters. The hot water pipes are car-
ried around the car and are at the feet of every passenger, while
the heater proper may be located in the vestibule, in the car, or
projecting into both, as may be desired.

Among the street railway companies using the Baker heaters
are the Detroit, Ypsilanti & .Ann Arbor, the Detroit. Lake Shore &
Mt. Clemens, the Waterloo & Cedar Falls, the Milwaukee Electric
Railway & Light Co. and the Twin City Rapid Transit Co. The
Twin City company has quite recently placed an additional order
for 75 heaters.

For small cars the "No. 6" heater, 16 in. outside diameter and
26 in. high to the base of the smoke pipe, is made; this is as small
as it is practicable to make a hot water heater.

The Baker heaters are now made by W. C. Baker, successor to
the Baker Heater Co., No. 143 Liberty St.. New York.

1!.\KKK Hi;.\l bK l'(»K STKKKT
C.\RS.

TAX DECISION IN DETROIT.

A decision was handed down on June 29th. by the Circuit Court
at Detroit denying the Detroit street railway companies' application
for a mandamus to compel the common council and city assessors
either to change ^heir tax assessment or to give the companies
another hearing. The court holds that the assessors acted in good
faith; that franchises are taxable; and that the assessors did not
have to separate the franchise assessment from the assessments on
other property. The case will be carried to the Supreme Court.

The tax valuation which the companies are endeavoring to have
set aside amounts for all roads in Detroit to $10,247,000 as against
$2,600,000 valuation last year.

• « >

\ bill apportioning the expenses of abolishing grade crossings in
the state has been reported favorably to the Massachusetts Legisla-
ture by the railroad committee. Not more than 65 per cent is to
be paid by the steam road. 25 per cent by the state, 10 per cent by
the city or town, and not more than 5 per cent by the street railway,
the exact proportion to be settled in each case by a special com-
missioner.

404

STREET RAILVVSY REVIEW.

[Vol. X, No. 7.

PERSONAL.

MR. J.'VMKS BROWN recently resigned as superintendent of tlic
Rome (N. Y.) City Street Ry,

Mli. G. P. MAGNER has resigned the ofticc of treasurer and
general manager of the Newport (R. I.) Street Ry.

MR. C. L. HANY was last month appointed general manager
of the Jackson (Miss.) Electric Railway Light & Power Co.

MR. PHILIP W. MOEN. of the American Steel & Wire Co..
Worcester, Mass., has gone on a five months' European tour.

MK. W. D. S.'\RGENT, general manager of The Sargent Co..
Chicago, returned from ICuropc on June 23, after a two numtlis'
trip.

MR. W. J. CI..'\RI\. manager of the furcign department <if the
General Electric Co., is in England, where he experts to remain
until .'\ngust.

MK. C. E. LUTHER, secretary and general manager of the
Pawtuckct Street Ry., of Providence, R. I., tendered his resigna-
tion last month.

MR. GORDON ABBOTT has been made president of the
Massachusetts Electric Cos. to fill the vacancy caused by the death
of Mr. Amos Breed.

PROF. GEORGE W. BISSELL, of the mechanical engineer-
ing department of the Iowa State College, .'Xmes, la., was a "Re-
view" caller recently.

MR. PETER KLING has resigned his position as general man-
ager of the St. Louis Car Co. to accept a similar position with the
John Stephenson Co., of New York.

MR. C. B. BEEBE, of Syracuse. N, Y., having purchased an
interest in the Oswego (N. Y.) Traction Co., has been made a
director, succeeding Mr. G. P. TurnbuU.

MR. WILLIAM B. McVICKER, of the Dearborn Drug &
Chemical Works, of Chicago, has been making an extended East-
ern trip. He reports business in excellent condition.

MR. HARRY DE STEESE, who was formerly with the West-
ern Electric Co., and is now representing the Sturtevant Engineer-
ing Co., of London, is making an extended European tour.

MR. EDWIN R. CASE, of Jersey City. N. J., will accept the
office of president of the New Paltz (N. Y.) & Poughkeepsie Trac-
tion Co., made vacant by the resignation of Mr. W. L. Supplee.

MR. H. C. SPAULDING, Exchange Building, Boston, has
severed his connection with the H. W. Johns Co. to become the
New England representative of the Creaghead En.gineering Co.,
of Cincinnati, O.

MR. C. P. WILSON has resigned as chief engineer of the Mil-
waukee Electric Railway & Light Co., owing to poor health. He
was at one time general manager of the Sioux City (la.) Trac-
tion Co.

MR. CHARLES W. FORD, recently with the Galveston (Tex.1
Electric R. R.. will be manager of the Marlin (Tex.) Electric Light
& Power Co., recently purchased by Mr. F. W. Fratt, of Jefferson,
Texas.

MR. EDWARD QUIRK, of Oswego, N. Y.. was on June 2,1.
appointed receiver of the Fulton & Osw-ego Falls division of the
Lake Ontario & Riverside Ry. This position was formerly filled
by Mr. F. H. Tidman.

MR. W. C. GILES, president of the Newark (N. J.) & Hack-
ensack Traction Co., has commenced suit for libel against the
proprietor of the Bergen County Herald and others as the result

of an article printed in the Herald making certain charges against
the traction company.

MR. E. T.AM. OK, assistant engineer at the tramway electric
power station, Sheffield, England, has been appointed chief assist-
ant engineer for the Birkenhead (Eng.) Corporation Tramways
to supervise the installation of electrical equipment.

MR, F. S, STEVENS on June 21st, succeeded Mr, George
Truesdell as i^residcnt of the Washington (D. C.) Traction &
Electric Co. On the same day Mr. George H. Harries was elected
vice-president in place of Mr. C. A. Lieb, resigned.

MR. CHARLES OLIVER, one of the railroad commissioners
at .Sydney, New South Wales, is visiting .America in order to in-
spect a number of street railway systems with the view of making
improvements in the tram lines at New South Wales.

MR. I'.ARL POOLER was last month elected president of the
Onalaska (Wis.) & La Crosse Street Ry., succeeding his father
who recently died. Mr. Pooler has just attained his majority and
is probably the youngest street railway president in the country.

MR. EUGENE KLAPP, who has been connected with the
elevated roads of Chicago, was last month appointed division
engineer to the New York Rapid Transit Commission and will

supervise the construction of the viaduct for the rapid transit
railway.

MR. JOHN W. TAYLOR, chief engineer of the East St. Louis
(111.) Electric Street Ry., will hereafter also fill the office of chief
engineer of the Terminal Railroad .Association of St. Louis. Mr.
Taylor is a young man of considerable reputation both in street
railway and steam railroad circles.

MR. L. D. MATHES is general superintendent of the Norfolk
(Va.) & Atlantic Terminal Co. which expects to open its new
electric line from Norfolk to Old Point Comfort, Hampton and
Newport News before August ist. The company will also operate
a line of twin screw steamers on Hampton Roads.

MR. H. G. MADDEN, representing the Bridgeport Brass Co., of
New York City, spent several days in Chicago early this month.
Mr. Madden is planning an extensive Western trip in the interests
of his company and will devote a considerable portion of bis time
to the introduction of a new composition trolley wire that has
recently been brought out.

MR. H. J. SOMERSET, formerly general manager of the
Winnipeg (Can.) Street Ry., has entered upon his new duties as
manager of the electric tramway at Perth, West Australia, to
which office he was appointed last January. Mr. Somerset suc-
ceeds Mr. S. W. Cliilds, who is about to return to the United
States. The Perth Tramways were built by J. G. White & Co. of
New York City.

MR. YUTARO SASAKI, of Osaka, Japan, assistant genera!
manager of the Nankai Ry., spent several days in Chicago. He is
on his w-ay home from a trip of study and inspection round the
world. His system is forty miles in length, extending from
Osaka to the ocean; it is operated by steam and does an ex-
clusively passenger business. He reports a growing interest in
electric traction and that the line in Tokyo is doing a good busi-
ness. In most Japanese cities the narrow streets render track
construction difficult.

OBITUARY.

MR. GEORGE T. SMITH, secretary and cashier of the San
Mateo & San Francisco Electric Ry., died at his home last month.
.At the funeral employes of the company acted as pall bearers.

MR. ISAAC ENGLE, who has been chief engineer of the City
Ry.. of Dayton, O., for the past six years, died on June 14th. He
was a member of the Stationary Engineers' Association, and was
honored and esteemed by his employers and associates.

July is, 1900.]

STREET RAILWAY REVIEW.

405

MK. VV1I,I>IAM BACON CRITTENDICN, vicc-prcsidc-nt ot
tlio Diipk-x Car Co., of New York, died at his lioinc in lirooklyii
oil June 6tli, aged 44 years. Mr. Crittenden has been a regular
attendant at the conventions o( the American Street Kailvvay Asso-
ciation for some time past and it is mainly to his efforts that the
successful introduction of the Duplex car is due.
< » »

ELECTIONS.

THE SANDU.SKY (O.), MILAN & NOKWALK ELEC-
TRIC RAILWAY CO. has chosen directors as follows: T. B.
Taylor, Jas. D. Parker, Henry Kelley, Jacob Kuebcler, John Whit-
worth, Howard J. Curtis, Wm. II. Gilcher, S. li. Stokes, Reuben
Turner, A. Streck, Abram Lebeiisburger. All but Mr. Taylor
were on the old board; Mr. G. II. De Witt, formerly president,
disposed of most of his holdings and retired. The olVicers are:
Truman U. Taylor, president; Henry Kelley, vice president; Jas.
D. Parker, manager and secretary; Otto Stuerzinger, assistant
manager; Howard J. Curtis, treasurer; John D. Mack, assistant
secretary; Jay D. Parker, M. D., surgeon.

THE KANSAS CITY-LEAVENWORTH ELECTRIC RAIL-
WAY CO. has made a number of changes in its operating staff.
Mr. H. W. Wolcott who has been manager of the interurban divi-
sion will be made general manager of the entire system. Mr. O. D.
Henry, formerly with the Lorain Steel Co., of Johnstown, Pa., has
taken the office of general superintendent of the interurban line,
Mr. H. S. De Neefe will be train dispatcher at Wolcott. Mr. E. E.
Combs, superintendent, and Mr. Z. T. Herndon, chief engineer,
have severed their connection with the road.

THE TIFFIN (O.), FOSTORIA & EASTERN ELECTRIC
RAILWAY CO. elected the following new olTicers: President and
general manager, S. B. Sneath; vice-president, C. F. M. Niles;
secretary and treasurer, R. D. Sneath; superintendent, A. Kaup.

NEW PUBLICATIONS.

MODERN ELECTRIC RAILWAY MOTORS. By George
T. Hanchett. Published by the Street Railway Publishing Co., oi
New York City. Price $2. This book relates entirely to the de-
scription, design and management of electric railway motors, the
author assuming from the first that the elements of electricity and
magnetism have been previously understood. All the standard
types of the modern street railway motor are described and their
theoretical and practical advantages compared and discussed. The
book will be of the greatest value to students and motor repair
men.

THE MECHANICAL EQUIPMENT OF THE NEW
SOUTH STATION, Boston, Mass. Sent free on request by the
Westinghouse Co., of Pittsburg, Pa. This is a reprint of a paper
presented at the New York meeting of the American Society of
Mechanical Engineers by Mr. Walter C. Kerr of the engineering
firm of Westinghouse, Church, Kerr & Co., which designed, con-
istructed and completely equipped this great terminal. The sub-
ject matter is treated under twelve headings as follows: Power-
house, interlocking switch and signal system, the electric plant,
heating and ventilating, disposal of drainage from waterproofed
structure, roof drainage, ice-making, refrigerating and water-cool-
ing plants, car-heating in train shed and yards, air-brake charging,
steam and hot water supply to head-house, fire protection, ele-
vators, baggage and express lifts.

» « »

STREET RAILWAY TAXES AT CINCINNATI.

The following table of taxes paid by the Cincinnati Street Rail-
way Co. to the city for the year 1899 is published by City Gov-
ernment:

Car license, at $4 per lineal foot for cars in service, $24,869.60.

Five per cent on gross earnings for the year, $144,283.55

State excise tax of i}-i per cent on gross earnings. $14,428.35.

Eighth St. viaduct rental, $1,000.

Eden Park right of way, $234.

Vehicle licenses, $185.

County taxes for 1899, $48,268.94.

Total taxes paid during the year, $233,269.44.

JOHN BLAIR MAC AFEE.

Mr. John Blair MacAfcc, vice-president and general manager,
and one of the organizers of the Railways Company General and

;he American Engineering Co.,
00th of Philadelphia, was born in
Canada, but moved to the Quaker
City when a child. He was edu-
cated at private schools, and at the
University of Pennsylvania, be-
coming a member of the Philadel-
phia bar upon his graduation from
the latter institution. He immedi-
ately began the practice of law,
acting as attorney for several rail-
way corporations. In addition to
his legal work he gradually be-
came interested in street railway
construction work, one of his
early achievements being the
building of a 2}^-mile cicctrir
road in 24 hours. He is now
building and equipping the Ohio River Electric Ry., extending
from Middletown to Racine, O., and which will be operated by
electric locomotives for heavy traction service.

The Railways Company General controls the following street
railway and lighting companies: Michigan Traction Co., of Kala-
mazoo and Battle Creek; Elmira (N. Y.> & Seneca Lake Railway
Co.; Lewisburg, Milton & Watsontown Passenger Railway Co.;
Montoursville Passenger Railway Co.; Philadelphia & Bristol Pas-
senger Railway Co.; Milton Electric Light & Power Co.; Mon-
toursville Electric Light Co. The American Engineering Co. dur-
ing 1899 and up to the present time has constructed about 100
miles of electric railways in different parts of the United States
and expects to commence work on a number of foreign tramways
in the near future.

J. U. MAC Al'Ki;.

THREE-PHASE LINE IN ITALY.

One of the exhibits at the Paris Exposition is a model of the
3,000-volt three-phase electric railway system which the Adriatic
Railway Co. is installing in the vicinity of Colico, Italy. The rail-
ways connecting Colico with Lecco, Sondrio and Chiavenna, three
towns located at the vertices of a triangle of which Colico is the
center, are at present operated by steam and will be converted
for electricity; the aggregate length of the three lines is about 65
miles. Power will be derived from a 98-ft. fall in the River Adda,
where 10,000 h. p. will be available; the power house is 10 miles
from Colico. The station is to be equipped with three 2,000-h. p.
units generating a three-phase current of 20,000 volts potential and
a periodicity of 15. Transformer stations will be located 6J4 miles
apart, and at these the current will be stepped down to a potential
of 3,000 volts for the trolley wires; both primary and secondary
lines will be on the same poles. Both the motor cars for passenger
service and the locomotive for freight service will have lour 150-
h. p. motors; passenger trains will be run at a maximum speed of
38 miles per hour and freight trains at 19 miles per hour. It is
intended that but two of the motors will be used on ordinary grades
to attain the ma.ximum speeds, the other two being thrown in cir-
cuit on grades over i per cent which are surmounted at half speed;
when the four motors are in use two take current from the trolley
and these supply the other two motors, which reduces the speed
to one-half without loss of energy. The line is to be divided into
blocks, the switches interlocked with the signal so that when a
signal indicates stop the section next ahead is not supplied with
current.

The company is said to be already contemplating the equipment
of even larger lines tor electricity.

♦ » »

The mayor of Chicago in his Fourth of July proclamation made
the following special provision: "The placing upon the car tracks
of any street railway or upon the rails of any railroad within the
limits of the city of Chicago any torpedo, bomb or other thing
containing any substance of an explosive nature, is hereby absolute-
ly prohibited under penalty of $io for each oflEense."

406

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

CALIFORNIA TRANSFER DECISION.

On Apr. 30, 1900, the Supreme Court of California rendered its
decision in the case of Henry Lorenzen, who had been convicted
and sentenced for the misuse of a street railway transfer check and
sued out a writ of habeas corpus. Four of the five members of the
court concurred in sustaining the ordinance; one justice "while
favoring many of the views of the majority dissented from the con-
clusion."

The main opinion is given below:

The petitioner was convicted of the violation of a penal or-
dinance in the city and county of San Francisco. He sued out this
writ of habeas corpus, alleging that the ordinance under which he
was convicted and sentenced is void. The ordinance in question
is as follows:

"Order No. 2992. Providing regulations in the operation of street
railroads and prohibiting the issuance or delivery of transfers to
passengers except upon or within the car from which the passen-
ger in transferred.

. "The people of the city and county of San Francisco do ordain
as follows:

"I. Every person, firm and corporation operating street cars
within the city and county of San Francisco that issue transfers
to passengers to enable them to transfer to other cars operated by
the same or different owner, shall issue and deliver said transfers
upon or within the car from which the passenger is transferred,
and not elsewhere.

"2. Every person, firm and corporation operating street cars
within the city and county of San Francisco that receives transfers
as fare from passengers shall take said transfers from the passen-
gers who received the same within or upon the car to which the
passengers are transferred, and not elsewhere.

"3. No person, except a duly authorized conductor or agent oi
a person, firm or corporation operating a line of street railroad
within the city and county of San Francisco, shall within said city
and county issue, deliver, give or sell, or ofifer to issue, deliver, give
or sell, to any other person whatsoever, any transfer, transfer
check or ticket, issued or purporting to be issued by such person,
firm or corporation so operating such line of street railroad, for
passage on any street railroad car or line.

"4. Every person, firm or corporation violating the provisions
of this order shall be deemed guilty of a misdemeanor, and upon
conviction thereof shall be punished by a fine not exceeding five
hundred dollars, or by imprisonment in the county jail not ex-
ceeding six months, or by both such fine and imprisonment."

Lorenzen was charged with having given and disposed of a
transfer in violation of section 3 of the ordinance.

Against the validity of this ordinance it is urged that it violates
the guaranty of personal liberty contained in the Constitution of
the United States and of the State of California (Constitution
United States, Amendment XIV, Sec. i; Constitution State of Cali-
fornia, Article i. Sec. i); that it is an unconstitutional interference
with a right of private property; that it is arbitrary, oppressive and
unreasonable; and, finally, that it is an illegal attempt to enforce
the obligations or assumed obligations of private civil contracts by
penal legislation.

As to the nature of the "transfer," it is well recognized and ad-
mitted that the street railroads of the city and county ot San Fran-
cisco have provided that passengers upon their cars who have paid
the usual fare may receive transfers entitling them to leave the car
at a certain designated point, and there within a limited time and
without further payment of fare, but upon presentation and delivery
of the transfer check, pursue their travels upon the connecting line.
It is, then, a part of the passenger's contract with the company
that he may thus transfer to and ride upon the connecting road.
As conditions of this privilege, it is further a part of the contract
that the passenger shall board the cars of the connecting line at a
designated point, and within a time limit after the issuance to him
of the transfer indicated by a punch mark upon its face, and that
the transfer shall not be transferable or assignable to another, but,
if used at all, shall be used by the person to whom it is issued. The
paper slip or ticket designated a transfer, when in the hands of the
passenger, thus serves a twofold purpose: First, to the passenger
as an evidence of his contract by which he is entitled to continue
his journey upon the connecting road; and, second, to the com-
pany as a means of identification afforded to its conductors and

servants by which they may know that the passenger presenting
the transfer is entitled to ride without further payment of fare.

Such being the nature of the contract between the company
and its passenger, consideration may be paid to the objections
raised against the validity of this ordinance. The power of the
general legislature, acting within constitutional hraitations
to make penal an act theretofore indifierent, or even inno-
cent, may not be doubted. People vs. West, 106 N. Y., 293. This,
however, is not a statute of the general legislature, but a municipal
by-law, and while it is true that article XI, section 11, of the Consti-
tution of this State, expressly confers upon a city the power to
make and enfore within its limits "all such local, police, sanitary
and other regulations as are not in contlict with general laws," this
language is not to be construed as enlarging the powers which
municipalities theretofore enjoyed in these respects; but it is merely
an express grant of a power which formerly they possessed by
implication. People vs. Wiltshire, 96 Cal., 607. The ordinance in
question, then, is to be scanned and judged like any other municipal
ordinance. So judging it, regard is to be had to the end sought
to be accomplished — whether that end be a reasonable one, and
one within the powers of the municipality to accomplish; and re-
gard is also to be had to the question whether the mode adopted
to accomplish the end is itself reasonable or unreasonable.

Street car companies are public utilities, which are almost ne-
cessities to our present mode of life. While in one aspect their
ownership is private, and they are operated for private gain, in an-
other they are servants of the people, and the law-making powers
reserve and freely e-xercise the right to regulate and control them in
their operations. It is upon the theory, and only upon the theory,
that they may be operated for the public good that a franchise
permitting their existence may be given; and the power to pass
reasonable regulations for their operation and management is
expressly granted by section 503 in our Civil Code. It is strictly
within the power of the municipal authorities of the city, and
properly within the exercise of their duties, to pass any reason-
able regulations affecting street car lines, to remedy a threatened
or actual interference with the comfort, convenience and general
welfare of the traveling public. It is urged against this ordinance
that it is an attempt by penal legislation to enforce a private civil
contract; in other words, that it is an attempt to compel the passen-
ger who has received his transfer to use it within the limits of his
contract, and not to violate that contract by giving it to a person
who may make improper use of it. Could it be perceived that this
was the only purpose, or even the main purpose, of the ordinance
in question, we should be inclined to hold that the objection was
fiital; but we cannot perceive that its main object or design was to
accomplish this result. Rather we think it clear that its primary
object is to protect and advance the convenience and welfare of
the traveling public. For if to the legislative mind an abuse of
the transfer system has grown up, the inevitable result of such
unrestricted abuse must be one of two things: either that transfers
would be discontinued entirely, to the material injury of the com-
munity, or the transfer system would be hedged and safeguarded
by onerous conditions and requirements for the protection of the
company, which would work great inconvenience to the passen-
gers. It was certainly right for the supervisors, if they saw or
anticipated the existence of such an evil, to destroy or avert it by
proper legislation tending to correct the abuse, and it is no ob-
jection to the validity of an ordinance designed for this purpose
that it may incidentally tend to prevent frauds and compel men
honestly to abide by their contracts. It is concluded, therefore,
upon this point that the purpose of the legislation to promote the
convenience and welfare of the traveling public in regulating the
business of the street ear companies of San Francisco in their
dealings with their passengers, is legitimate and within the scope
of the powers expressly granted to the municipal authorities.

But are the means adopted to accomplish this end unreasonable
or oppressive, or in violation of any constitutional rights of the
citizen? It is here first insisted by petitioner that the transfer is-
sued to him by the company is his property, and that an essential
and inalienable right to the enjoyment of property is the right to
sell, give it away, or otherwise dispose of it. This, however, is but
partially true. A man may not be deprived of his property or of
his property rights for any private considerations whatever, nor
for considerations of public good, without compensation first made;
but the legislature has the unquestioned right, and every day exer-

July 15, 1900.]

STREET RAILWAY REVIEW.

407

cisos il, of restricting tin: iibc to winch private property iiiay be put.
As is said ill Burdick vs. Tlie I'coplc, 149 HI., 600: "The fran-
chises of railroads acting under charters or acts of incorporation
are of a public nature so far as the safety, convenience and comfort
of passengers are concerned. The reasonable regulations affecting
the conduct of such public eniploynients are fit subjects for legis-
lative action. The law-making power may provide means for reme-
dying such evils as in its opinion may exist in the nianagemenl of
these public agencies of transportation, and in doing so it may
sometimes impose restrictions which are deemed to be necessary
upon the use and enjoyment of property. A man is not deprived
of his property unless it is taken away from him so that he is
divested of his title and possession. To limit the use and enjoy-
ment of property by legislative action is not to take it away from
the owner, when the property whose use and enjoyment arc so
limited is invested in a business affected with a public use, or used
as an accessory in carrying on such business." But, aside from
this, in the case of this ordinance it cannot be perceived that its
terms limit or circumscribe any of the just and legal rights which
a passenger receiving a transfer theretofore enjoyed. In receiving
it he took it under the conditions above set forth. It was a part
of his contract that, if used, he alone would use it, and if he sold it
or assigned it, or gave it to another to the end that that other
might use it, he clearly violated his contract, and put a fraud upon
,the company. A court will not hear with much patience one in-
sisting upon his right to violate his contract and consummate a
fraud. The ordinance in question, therefore, so far as the passenger
is concerned, leaves him all the rights which theretofore he enjoyed
under his contract, and interferes in no way with any legal or
legitimate use which at any time he could have made of the trans-
fer. At the most, so far as he is concerned, it has but made penal
what before was illegal and against good morals.

Finally, it is urged against the ordinance that by the generality
of its terms it is unreasonable and oppressive; that every person
who taking a transfer shall hand it to any one other rather than the
person authorized to receive it, no matter how innocent the act may
have been in fact or intent, is guilty of a misdemeanor. In illustra-
tion of the position it is said that if the conductor should give to
the father traveling with his family three or four transfers, and he
in turn should hand them over to his wife and children, he would
at once become amenable to the ordinance; that so, too, would be
the passenger who handed his transfer to another upon the car
to be delivered to the conductor; so, too, would the witness in court
who gave the transfer to the judge for inspection, or the judge who
in turn might deliver it to the clerk. To some of the objections
thus presented answer may be made that the life of the transfer
ends with the passage of the time indicated upon its face. It ceases
then to be a transfer, to have any value at all other than that which
may attach to it as a bit of paper. But for the more substantial ob-
jection that the ordinance by its terms would oppress and lead to
the conviction of persons guilty of no fraudulent act, it is to be
remembered that the letter of a penal statute is not of controlling
force, and that the courts, in construing such statutes, from very
ancient times have sought for the essence and spirit of the law
and decided in accordance with it, even against express language;
and in so doing they have not found it necessary to overthrow
the law, but have made it applicable to the class of persons or the
kind of acts clearly contemplated within its scope. The rule was
thus early expressed in Bacon's Abridgment: "A statute ought
sometimes to have such an equitable construction as is contrary to
the letter." The oft-recited instance of the Bologna law. which en-
acted that whoever drew blood in the streets should be punished
with the utmost severity, was wisely held not to apply to the
barber who opened the veins of a sick man to aid in his cure. The
statute of Edward II, declaring guilty of a felony any person who
broke prison, was held upon considerations of the most ordinary
common sense not to apply to one who did so to escape from a
burning jail. The law declaring it a felony to lay hands upon a
priest, by the same principles of common-sense reasoning, was
held not to apply to one who did so by way of kindness or warn-
ing, but only to those who acted with illegal or improper intent.
In U. S. vs. Kirby, 74 U. S., 482, the act provided: "That if any
persons shall knowingly and willfully obstruct, or retard the pas-
sage of the mail, or of any driver or carrier, etc. * * for every
such offense shall pay a fine not exceeding one thousand dollars."
A mail carrier was arrested by a state officer on an indictment for

murder. The act came within the letter of the law. Mr. Justice
I'ield, delivering the opinion of the court, discusses the exemp-
tion of mail carriers from detention under civil process, but de-
clares that they arc liable to arrest and detention under criminal
process for acts malum in sc. Therefore, notwithstanding the fact
the defendant had "knowingly and willfully" retarded the mail car-
rier, it is said: "When the acts which create the obstruction arc
in themselves unlawful, the intention to obstruct will be imputed
to their author, although the attainment of other ends may have
been the primary object. The statute has no reference to acts law-
ful in themselves, from the execution of which a temporary delay
to the mail unavoidably follows. ♦ • • All laws should receive
a sensible construction. General terms should be so limited in their
application as not to lead to injustice or oppression or an absurd
consequence. It will always be presumed that the legislature in-
tended exceptions to its language which would avoid results of this
character. The reason of the law in such cases should prevail over
its letter." In Donnell vs. State, 2 Ind., 654, a statute prohibiting
the retailing of spirituous liquors without license contained no ex-
ception in favor of a druggist selling for medicinal purposes. A
druggist who had so sold liquor was discharged after conviction
as being clearly excepted from the intent, though not the letter of
the law. In State vs. Clark, 29 N. J., 96, the statute made it a
misdemeanor for any one to willfully open, break down, injure or
destroy any fence. It was held not to apply to the destruction of
a fence by one who was in its lawful possession, and it is said that
the literal import of the terms and phrases implied will be con-
trolled by the objects which the act was designed to reach. In
Holmes vs. Paris, 75 Me., 559, it is said: "It has been repeatedly
asserted in both ancient and modern cases that judges may in some
cases decide upon a statute even in direct contravention of its
terms." In all of these cases the apparent defect of the statute is
cured by making it apply according to its spirit to the act in its
nature illegal or fraudulent. So here, notwithstanding the gener-
ality of the language, no lawful or innocent use of the transfer
would subject the passenger to the penalties of the ordinance.

It is concluded, therefore, that the ordinance is valid and the
prisoner is remanded.

The dissenting opinion objects to the concluding portion of the
main opinion and discusses the cases cited therein, the Bologna
"blood-letting law" and others. The objection of the justice is
that the decision injects the words "with intent that it shall be
used by some other party" into section 3 of the ordinance, which
the justice contends is inadmissible.

NEW LINE AT FLORENCE, ALA.

Mr. E. A. Schubert, of Fostoria, O., writes us as follows concern-
ing a street railway line projected in Florence, Ala.: "The system
will comprise eight miles of track laid with 60-lb. steel rails. The
power house will be of brick, 50 x 90 ft., with three engines, two
of 600 h. p. and one of 300 h. p.; the larger engines will have direct
connected generators of 400 kw. capacity, and the small one will be
belted to a lighting generator. The cars will be oi the double
truck type with separate compartments for the two races; at least
ten cars will be operated. The organization has not yet been
perfected and the plans and specifications will hardly be com-
pleted before July 25th; as soon as possible thereafter construc-
tion work will be commenced. It is the intention to develop in-
terurban lines in connection with the Florence road, and the com-
pany will also light the city streets and furnish light for com-
mercial purposes. At present mail should be addressed to E. A.
Schubert, Fostoria, O."

New club rooms with pool and billiard tables, a library and other
attractions arc being fitted up by the employes of the Birmingham
(Ala.) Railway & Electric Co.

Suit was brought last month to set aside the sale of the Capital
Ry., of Washington, D. C. to the Washington Traction & Electric
Co., and have a receiver appointed for the first named company.
The complainants were injured in an accident on the Capital Ry.,
July 10. 1S9S, and claim that judgments for damages have never
been paid.

408

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

FOREIGN FACTS:

Colchester (Eng.) Corporation has decided to apply for a tram-
way provisional order.

Devonport, Eng., is to have electric trams. Mr. C. Eurness is
borough electrical engineer.

It is proposed to change the horse tramway at San Luis Potosi,
Mexico, into an electric line.

La Compagnie des Tramways Electriques d' Hanoi has been
formed to build electric trams at Hanoi, Tonquin, Indo-China.

The Cardiff (Wales) Tramways Committee is about to invite
tenders for 1,000 tons of rails, fishplates, bolts, copper bonds and
other track material.

The Pictcrmaritzburg (.Natal. S. A.) Corporation is seeking pow-
ers to construct electric tramways within the borough at an esti-
mated cost of £75,000.

The Havre (France) Tramways are to be extended several miles
by the Compagne Generalc Francaise de Tramways, 60 Rue de la
Chaussec d'Antin, Paris.

A syndicate of New York and Philadelphia capitalists has incor-
porated the Ulua Commercial Co., to build electric railways in
Honduras, Central America.

Gas tram cars at Blackpool, Eng., are to be displaced by the
overhead electric system. The Blackpool, St. Anne's & Lytham
Tramways Co. owns the lines.

The town section of the electric tramways at Southampton, Eng.,
was formally opened to traffic last month. It is hoped the entire
system will be completed by August,

A bad tramway accident occurred near Buda-Pesth lately when
an electric car filled with passengers ran down a hill, overturning at
a curve near the bottom and killing four persons.

The Glasgow (Scotland) Corporation Tramways report for the
year ending May 31, 1900, gross receipts of £464,763, as compared
with £433,128 for the previous year, an increase of £31,635.

A bill granting the Croydon (Eng.) Corporation powers to con-
struct electric tramways and borrow £170,000 for the purpose has
been reported favorably by a House of Commons committee.

The Italian Government is encouraging capitalists to undertake
the building of electric tramways in that country and within the
past three months has granted a number ol tramway concessions.

The corner stone of what it is said will be the largest street rail-
way car barn in Europe was laid at Manchester, Eng., last month
by Mr. D. Boyle, chairman of the Manchester Tramways Com-
mittee.

A company has been formed at Gijon, Spain, with the title, El
Credito Industrial Gijones, to develop coal mines, construct nar-
row-gage railroads and exploit electric tramway concessions in
Spain.

Electric cars have now been substituted for the old horse cars on
all the tramways of Nice, France. The tram lines have been ex-
tended to Villefranche, and will ultimately be extended to Monte
Carlo.

The work of equipping the Newcastle (Eng.) Tramways for elec-
tric traction is proceeding at a rapid rate. At a recent meeting of
the Tramways Committee it was decided to lay down several addi-
tional lines.

Tampico, Mexico, is to have a new street car line. This town
had a mule tramway years ago, but it is said that the very first car
sent out ran over an Indian and the natives raised such a row
that the entire project was abandoned.

The tirst annual report of the Blackburn (Eng.) Tramways since
their purchase by the municipality shows a net loss of $4,500. Half
of the line is operated by electricity and half by steam. Under pri-
vate ownership the road earned a surplus.

The Societa delle Strade Ferrate del Mediterraneo has proposed
a scheme for changing the Naples (Italy) Castellammare trunk line,
a 22-mile steam road, to electric motive power with a third rail.
Power will be derived from the river Tusciano.

The citizens of Buenos Ayres know how to deal with scheming
politicians. The City Council has persisted in blocking electric
tramway enterprises contrary to the wishes of the inhabitants and
now the people have about decided to abolish the City Council.

It is estimated at least a score of towns in South Africa will de-
mand electric tramway systems as soon as hostilities cease, and this
country promises to become a rich field for dealers in electrical sup-
plies. Mr. J. G. Stowe is the United States consul general at Cape
Town.

Mr. William Doull, of Montreal, Can., an officer of the Cuban
Electric Ry., which runs from Regla to Guanabacoa, Cuba, states
that the new enterprise has fulfilled all the expectations of the pro-
moters, the net receipts for the first month having been between
$5,000 and $6,oco.

The Kingdom of Saxony, Germany, has 143 miles of electric rail-
ways in operation, according to statistics prepared by the Royal
Bureau of Electric Railroads at Dresden. The equipment of the
roads includes 731 motor cars and 289 trailers. During the year
1899 there were 113,592,390 passengers carried.

The city of Halle, Germany, has been negotiating with the com-
pany owning the street railways of that city for their purchase.
The company, whose concessions run till 1929, was willing to sell
for $678,000, and after an examination of the property by experts
the city offered $595,000. The matter is as yet undecided.

The Leeds (Eng.) Corporation Tramways makes the following
report for the year ending Mar, 25, 1900: Total revenue, £129,-
1.38; operating expenses, £99,110; earnings from operation, £30,-
028; interest on loans, £12,051; sinking fund charges, £11,809; nC
income, £6,167, an increase of £2,278 over the previous year. Sev-
eral additional routes will be equipped for electric traction during
the summer.

A London paper prints the following: "There was to be a bull
fight at Seville, Spain, and, the tramway directors refusing to stop
the cars, the running of which would have interfered with the
sport, the people rose in a riot, quelled only with bullets. In order
to preserve their property from utter destruction, the directors
hoisted the German flag, and this, according to the Heraldo, had
something to do with the rigor with which the riot was put down,"

The House of Commons has passed the following bills: Black-
pool (Eng,), Lytham & St, Anne's Tramways, Ipswich (Eng,)
Corporation Tramways, Baker St, (London) & Waterloo Ry,.
Charing Cross (London) & Strand Electricity Supply, Wirrall
(Wales) Ry., Hamilton (Wales) Motherwell & Wishaw Tram-
ways, Aberdeen (Scotland) Corporation Tramways, South Lan-
cashire Tramways, London United Tramways, Cork Electric Tram-
ways, Bills have recently been passed by the House of Lords
granting powers to build electric tramways to the following: Aston
Manor (Eng,) Tramways, Stockport (Eng.) Corporation Tram-
ways, Charing Cross (London), Euston & Hampstead Ry,, Aber-
deen (Scotland) Corporation Tramways, Cork (Ireland) Electric
Tramways, City & South London Ry,, Wellingborough (Eng,) &
District Tramroads. London County Council Tramways (Bill
No. 2).

July is, 1900.]

STREET RAILWAY REVIEW.

409

r^ •v'fj'^''

MKHANICAL

HOW TO PAINT A STREET CAR FROM THE
STANDPOINT OF A PAINT MAKER.

By Kdw. W. Williams, Salt's ManafftT, Railway DciiarlitiLMit, Tlio Sherwin.
Wmiama Co.

To treat satisfactorily in a short article a subject on which so
much can be said is hardly possible. To lay down hard and fast
rules by following which good work will be assured, without refer-
ence to differing conditions of weather, temperature, surface and
facilities is still less possible. It is quite practicable, however, to
offer certain general suggestions, by following which, with such
modifications as conditions necessitate, any intelligent painter may
turn out work which for appearance, durability and economy will
be gratifying to his company and creditable to himself.

No effort will be made in this article to take up any of the numer-
ous methods of "cutting in," "touching up," etc., of old cars. Suf-
fice it to say that when the paint and varnish on a car have perished
beyond a certain point or show cracks which go below the varnish
into the paint, a good job of repainting can not be done without
first burning or scraping off all the old paint and starting anew. It
will cost a little more to do this, but the added expense will be made
good twice over by the better appearance of the car and the much
longer time during which it can be kept in service without repaint-
ing. Let us then take up a system of painting a new car or one
which has been burned off.

In the first place the shop should be one which can be kept dry
at all times and in which the temperature may be maintained fairly
constant. Good car painting can not be done in a cold and damp
shop nor under hot sun. If shop facilities in this respect are not
entirely satisfactory, the work should be planned for such seasons
as offer the best conditions of weather, but a company operating a
large number of cars can as a measure of economy, well afford a
paint shop that is properly lighted, heated and ventilated.

Painting material should be bought only from a reputable house
and one that has made a particular study of the conditions and
methods of street car painting. Such a house, having a wide ac-
quaintance with street railway officials through its representatives
and experts, is able to avail itself of the experience of many of the
best painters, and with its own facilities for independent investiga-
tion and research is better able than others to suggest what is good
in materials and methods.

The foundation coats are the first and all important ones. A
proper surface must be obtained before the color and varnish coats
can be safely applied. A good schedule is about as follows:
First day, one coat of primer; second day, putty; third day, first
coat of surfacer; fourth day, second coat of surfacer; fifth day, third
coat of surfacer; sixth day, rub to surface. This schedule applies
particularly to the surfacing system of the company with which
the writer is connected, and will have to be modified to suit the
materials of other makers.

The primer should be well brushed in, especial care being taken
to see that it gets into all cracks, joints, nail holes, etc. It should
be allowed to stand two days before the first coat of surfacer is ap-
plied, but the second of these days may be used for puttying. When
the car has been primed and puttied, not less than three coats of
surfacer should be applied.

When the last coat of surfacer is dry. that is. the day after it has
been applied, the car is ready to be rubbed. Care must be taken
not to rub through to the wood. It is safer to apply what is termed
a "guide coat" before beginning to rub. This is generally just a
thin stain which gets into all the depressions, brush marks, etc., and
serves as a guide to prevent rubbing too far. Where the guide coat
is used an extra day is of course necessary.

The best way to get a surface is with the use of block pumice

stone and water. Satisfactory work, however, can be done with
sandpaper it that method is preferred.

The car is now ready for the color coats. The method of pro-
cedure from here on depends largely on the character of the color
to be used, both as regards shade and also more particularly as re-
gards the way the material is made and put together.

In the first place japan color should be used. A common way in
the past has been to give one or two coats of flat fjapan) color, a
coat of the same color mixed in rubbing varnish, which last coat is
mossed or rubbed for striping and lettering and then one or more
coats of finishing varnish. Although much good work has been
done and probably will be done in this manner, it is now generally
admitted that a great part of the difficulties of the car painter are
due directly or indirectly to the use of rubbing varnish. Practically
all of the large steam railroad companies have discarded its use,
either as a thinner for japan color in small proportion to turpentine
or as a color varnish and also as a coat of clear varnish.

A much safer and more durable way is that now in vogue in the
most up-to-date shops, which is as follows: Having rubbed to a
surface, apply two or more coats of flat color, the number depending
on the opacity of the paint, which varies with different shades.
Stripe and letter directly on the last coat of flat color and then finish
with finishing varnish. Two coats will answer, more will give bet-
ter results.

In the case of cars finished in a bright red shade the first coat of
flat color should be what is known as "red ground." This is a red
varying in shade according to the character of the bright red which
is used in finishing. The bright red gets its brightness from the use
of carmine or certain lakes which although necessary in order to
secure the beautiful tone are more or less transparent. It is there-
fore best to use under a coat of the brightest red one coat of a red
which is not so bright perhaps, but which is of good opacity and
which is chosen as well calculated to bring out the best results in
the finishing coat of the rich, bright red.

This covers the best method for finishing the bodies, including
side panelling or sheathing, letter boards, running boards, door
and corner posts and dashes, whether of metal or wood.

Now as to trucks. It has been the custom in the past to use japan
color with a liberal percentage of oil or varnish or color ground in
oil in paste form which is thinned so as to dry flat or semi-flat.
Striping is done on top of this and then the work is given the var-
nish coats. This manner is gradually being discarded as too ex-
pensive for this part of the car. A cheaper way by far and one much
better is to buy the truck color ready for use and ground in varnish.
In my opinion it is not desirable to go to any expense in striping
or ornamenting the trucks. These parts are so near the ground and
so quickly gather the dirt and become worn by the friction of sand
and gravel that a car can run but a few trips before the effects of
any fancy work on the trucks is entirely effaced. Why then go
further than to give the trucks a coat of paint which will stay on.
will protect the metal and wood parts and will give a surface that is
easily cleaned.

It is cu?tomar>' in some shops to use slush, that is. the odds and
ends of paint and varnish for mixing up paints for the floors and
roofs. From an economical standpoint the less mixing in the shop
and therefore the less varied the paint stock, the better it is. Get a
paint for each part made to serve the purpose for which it is in-
tended. The paint stock can then be limited to about the following:
Car primer, car surfacer. car body color in japan, trimming color in
japan. letter color in japan, truck color in varnish, roof paint in
liquid form, floor paint in liquid form, varnish, oil and turpentine.

Of course there will be need of other things, but it will be found
that by adopting standard shades and buying the material matched
to the standards, a greater degree of economy and convenience will
be obtained.

410

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

BAKING ARMATURES.

some places might be used more advantageously than steam. In
some cases this would depend on local conditions. "

Inquiry among shop superintendents and electricians of street
railways shows that it is the general, though not universal, practice
to bake motor armatures after they have been rewound.

In the opinion of some this is an unnecessary precaution since
with motors of the more modern types the coils are wound and
painted with shellac or other insulating compound and then dried
before being inserted in the core. We may assume that the core
and the paper insulating shells are themselves dry, so that there
should be very little moisture in the armature when wound. It may
be argued that there is no necessity for baking the completed arm-
ature because even if the insulation should not be perfectly dry when
the armature is put in service the heat generated will quickly dry it
out. If the motors receive a heavy starting current when in service
it is considered better to thoroughly dry them in a baking oven
though, as stated, the precaution would be needless it the current
were fed slowly at starting.

The present practice on the North Side division of the Chicago
Union Traction Co. is not to bake armatures. Mr. V. T. Lynch,
superintendent of the North Side shops, states that until about a
year ago the rewound armatures were baked for from two to five
days before being returned to service. It was found, however, that
the heat had a detrimental effect on the insulation, as when taken
from the ovens, the varnish and shellac on the windings would be as
dry as chips, and in a condition best described as "lifeless." Noting
these defects, it was determined to try the experiment of putting
the armatures back into the motors, just as they came from the
winding room, without baking or drying. The results were so sat-
isfactory that this has been made the regular practice, and it is
found the number of faults in the windings has decreased, and the
life of the armatures has been materially prolonged. The company
still uses its oven, however, for drying out armatures that have been
subjected to an unusual degree of moisture, as in sweeper and snow
ploy service, etc. The armature varnish that has always been used
is orange shellac cut with wood alcohol; for fields "P & B" electri-
cal compound is used. No change in varnish has been made since
discontinuing the practice of baking.

The oven is on the second floor of the "Limits" shops, and is
about 7 ,x 12 ft., and 7 ft. high, with walls of Holstein claj'. Two
narrow gage tracks are laid the full length of the oven, and on these
run low trucks which carry the armatures. At one end of the oven
is an ordinary steam radiator, and along each side are electric heat-
ers.

The Indianapolis (Ind.) Street Ry. for some time past has not
baked rewound armatures for the reason that the electric heaters in
the oven were not of sufficient capacity to raise the temperature to
the point desired for baking.

At the West Side shops of the Chicago Union Traction Co., arm-
atures are baked for about three days after rewinding. The oven
used for this purpose is 7 ft. wide, 10 ft. long, and 6 ft. high, inside
dimensions, and has 8-in. walls of ordinary brick. The roof con-
sisting of a layer of sheet iron on which is laid 4 in. of brick, is sup-
ported from the side walls by I beams. An iron sliding door is
placed in one side. The oven is heated by live steam circulating
through 12 coils of pipes running the full length of the interior. The
temperature is maintained at about 175° F.

The practice of the Boston Elevated Railway Co. is to bake all
armatures rewound in its shops. The coils after being wound are
dipped in "Armalac" and air dried; the coils are not baked because
it renders them less pliable for winding. After the armatures are
rewound they are baked for 9 or 10 hours at a temperatue of 90° C.
(194° F.). The oven 10 x 12 ft, and 7 ft. high, heated by steam
pipes arranged on three sides. Concerning the method of heating to
be used, Mr. C. F. Baker, superintendent of motive power and ma-
chinery, says: "In my opinion steam is the best mode of heating,
especially when the oven can be situated near a steam plant, for the
steam pressure can be regulated by pressure regulating valves and
the condensation can be returned to boilers by trap or pump. Also,
I think this method would require less care to give the coil an
even temperature than would be required if using coal, coke, coal
gas, or even electricity, although all of these could be regulated by
automatic dampers or devi'""i controlled by thermostats, and in

Mr. J. B, McClary, general manager of the Birmingham (Ala.)
Railway & Electric Co,, writes that his company bakes all armatures
and considers the baking necessary even when the coils have been
covered with shellac or insulating paint and dried before being put
in the armature. The armatures arc baked by putting them in a
box 2x2x4 f'-. lined with asbestos, in which are 20 l6-c. p. incan-
descent lamps. This method of heating is the only one the company
has ever used and has been found perfectly satisfactory. The time
of heating is 36 hours.

Mr. M. M. Martin, superintendent of the Oakland (Cal,) Railroad
Co., writes us as follows: "We have just commenced rewinding our
W. P. 30 armatures after a service of nearly eight years. We intend
baking them and will use an electric heater. The temperature and
length of time of baking will have to be determined by experiment,
also the kind of insulation to use."

Mr, C, W, Smith, general manager of the Los .\ngeles (Cal.)
Railway Co., in answer to our inquiry states that it is the practice
on that road to bake all rewound armatures for not less than 12
hours at a temperature of 180° F. It is not considered absolutely
necessary to bake armatures that have been wound with insulated
coils, but it is a good precaution; the superintendent is governed by
the insulation test after the armature is completed. The oven is
4^ ft. wide, 6 ft. long and 6 ft. high; the outside is of i-in, flooring
and next come 2 in. of mineral wool, a layer of red fiber fs in. thick,
2 in, of magnesia, and sheet asbestos }i in. thick, in the order
named. The oven is heated by steam, which method, taking into
consideration fire insurance rates, is regarded as better tlian the use
of coal, coke, coal gas or electricity.

The Chicago City Railway Co. in its repair shops has an arma-
ture oven built of brick, 12-in. walls, with double doors of sheet
iron; the roof is of corrugated iron. This room is 6 ft. wide, 15 ft.
long and about 9 ft. high. Along both sides and across the closed
end of the oven 30 steam pipes, i-in. diameter, are fastened to the
walls; the supply of steam, exhaust from the power station, is regu-
lated by a valve located outside the door. A thermometer is placed
inside the oven and the steam regulated so as to give a temperature
of from 160° to 180° F. It is found that in practice the oven is
opened at intervals of 30 to 45 minutes to put in or remove arma-
tures and this inspection of the thermometer is frequent enough to
keep the temperature approximately constant. The armatures are
subjected to the temperature mentioned from 12 to 24 hours, never
longer than the latter period.

For handling, outside the armature repair shops, which includes
removal to and from the oven, and then to the car houses, etc., each
armature is placed in a frame which keeps the winding from abra-
sion by coming in contact with the floor or walls. These frames
are rectangular, made of 2-in. oak, 28 x 14 in, inside measurement
and 9 in. deep; the corner joints are made with square tongues and
mortises. Each end piece has a semi-circular notch cut in the top
to receive the armature shaft and prevent the windings from com-
ing in contact with the side pieces. For the convenience of the men
in handling the loaded frames, in lifting them on and off trucks, etc ,
a hole is bored near each corner and a loop of Vi-'m. rope put
through. The loops serve as handles.

Mr. M, O'Brien, master mechanic of the Chicago City, states that
when he was with the National Railway lines of St. Louis the same
practice of baking armatures for from 12 to 24 hours at a tempera-
ture of from 160° to 180° F, was followed. The oven he then used
was of brick 10 x 12 ft. built in one corner of the armature repair
shop. It was lined with a l-in. layer of asbestos which had previ-
ously been used as a boiler covering. For heating the oven an ordi-
nary car stove was set up inside, with a rod for manipulating the
damper extending through the wall, A small window with glass
was located in one wall and a thermometer hung before it, so that
the temperature could be observed without entering the oven.
The stove required no attention after being filled with coal
once each day. The use of a stove such as this would perhaps not
be deemed desirable in some cases because of the increased insur-
ance rates. It has also been suggested that gases escaping from the
stove might injure the insulation and even the copper.

Jui.v IS, 1900.]

STREET RAILWAY REVIEW.

411

One ot the most novel methods of "baking" of wliicli wc have
read is one described by Mr. J. F. Ilobart. Tlic method is only ap-
plicable to the coils before they are placed in the armature, and
consists of burnin)^ out the alcohol of the shellac. The coil having
been covered with shellac, applied jjreferably before being removed
from the form, it is heated over a Kasolinc torch or bunsen burner
until the shellac ignites. It will blaze fiercely and at the proper
time — determined by experience — the blaze is extinguished, after the
shellac has become hard but before it burns. The object of this
method is to quickly dry a coil when needed for immediate use.

From the foregoing it will be remarked that the use of steam is
regarded as a very satisfactory mode of heating armature ovens, the
case of regulating and the low fire risk being the principal advan-
tages. The use of incandescent lamps as described by Mr. McCIary,
is also a simple and convenient melliod of heating.

While there is a general uniformity as to the temperature, 180°
to 200° F., at which the armatures are dried, one cannot fail to note
the wide diflferences in the length of time they are subjected to this
temperature. On the roads mentioned the time varies from g to
72 hours. This is quite surprising, even allowing for a variety of
types, since no good results can be expected from baking the arma-
ture longer than is necessary to thoroughly dry it; on the contrary
the continued heating would naturally injure the cotton of the in-
sulation, and perhaps the shellac as well, as found by Mr. Lynch.

CLEANING CARS.

.^t the meeting of the .'\merican I^ailway Master Mechanics' As-
sociation one of the subjects for topical discussion was: Good
methods for terminal cleaning of passenger cars, and is it advis-
able to have oil in the cleaning mixtures?

Mr. A. M. Waitt, of the New York Central, described the two
kinds of terminal cleaning — temporary cleaning, which is done
every day. It consists, in some cases, of washing the car down
with a large Turk's head brush and water, and the wiping of the
trucks. The latter is done in most cases by going over them with
waste saturated with kerosene oil, and in some cases ordinary car
oil, although that is rather expensive. Then the trucks are wiped
off in good shape or indifferently; if indifferently, making a good
foundation for the trucks to be well painted with mud at the time
they get to the end of the next run. Then the inside of the car is
generally swept out, and the wood-work dusted once a week, or
sometimes oftener in dusty countries.

On some roads it has been considered inadvisable to wash cars
at all except in weather when it is impossible to dry-wipe them. A
large number of roads during the past few years have abandoned in
dry weather the washing of cars on the outside, because it is con-
sidered that ordinary water is as injurious to varnish almost, as
anything that can be put on it.

On the New York Central the success met with in dry-\vipin.g
cars has been very gratifying and the company has done away with
the washing of cars with water at terminals, except during damp
weather, when there are cinders on the car wdiich can not be wiped
ofY because the surface is moist. The varnish has stood better and
the equipment looks better. There are times after three or four
months, or it might be after three or four days, if the car goes
through a great many tunnels, when it is necessary to treat them
in a different way and give them a thorough scrubbing in some
manner. Various methods of doing this have been adopted, some
of which are satisfactory and some others are not. Some methods
are diametrically opposed, and yet they are suited to the respective
roads using them.

The question is brought up in the topic as to the advisability of
having an oil-cleaning mixture. The idea of the introduction of
oil in cleaning mixtures as it has been introduced by several roads
during the last year, is to put in something which will give a little
polish; a little renewal of the life of the varnish. Different kinds
of oils are used, and it is probably due to this fact that the differ-
ence in results is obtained. If an oil. such as linseed, is used,
which by the action of the sun will dry and leave a skin on the
surface of the car. any dirt there may be in the cracks or grooves
is impossible to get out until the car is scraped with soap or pumice
stone or something of that kind. Other oils may be used which
will not dry with anything like a skin or surface at all. With these
oils the difficulty just stated is entirely avoided. The considera-

tion as to what oils shall be used in a cleaning compound, is worth
looking into.

Mr. If. M. I'llager, of the Pullman Co., stated his company
cleaned cars by dry-wiping and also by using water, and found very
little difference in the appearance of the car after twelve months
as to which tnethod is used. In some cases the dry- wiping seems
to be best, but in other cases the washing serves best; and on the
whfdc it seems to make very little difference.

Mr. W. S. Morris, of the Chesapeake & Ohio, said that for light
colored cars his road used a cleaner in which was a sufficient quan-
tity of evaporating oil combined with the linseed oil to neutralize
the alkali in the quantity of soap deemed necessary for the compo-
sition. This cleaner is used about once a week on light cars. On
darker cars the dry cleaning can be used longer without introduc-
ing the liquid cleaner.

AUTOMATIC SAW GRINDING MACHINE.

The machine illustrated herewith is especially designed for sharp-
ening circular saws for metal sawing machines, and is entirely au-
tomatic in its action, requiring no attention when once adjusted to
I)roperly grind the blade.

The arbor carrying the saw blade is given a reciprocating move-
ment to and from the emery wheel by a crank and connecting rod,
actuated by worm gearing driven by the emery wheel spindle. This
movement is varied to suit the blade by changing the position of a
stud on the slotted crank disk. The length of the connecting rod
is adjusted by means of thumb nuts, and the blade can be brought

AUTOMATIC SAW GRINDING MACHINE.

forw^ard to lightly touch the emery wheel at each movement of
the disk, insuring true work under all conditions. The saw blade
is held in position by a friction collar and nut and its motion is
limited by a pawl at the side, which engages each tooth in turn
and holds the blade until the emery wheel spindle has completed
the revolution and the connecting rod has returned the friction
collar to a position ready for the next stroke. The pawl has a
fine adjustment and may be set to give exactly the movement re-
quired.

The machine is made by the Q & C Co., of Chicago. It weighs
130 fb.. occupies 36 x 48 in. of floor space, and will grind saws up
to 36 in. diameter, and having teeth with 2^2 in. pitch or less.

NEW WORK AT INDIANAPOLIS.

Last year, shortly after the reorganization of the company, the
shops of the Indianapolis Street Railway Co. were remodelled, the
brick floors being replaced by wood, a fire wall put in between the
paint shop and machine shop, the machinery rearranged, skylights
placed in the roofs, and new woodworking machinery installed.
These changes were made under the direction of Mr. Charles
Remelius, who assumed charge of the shops as master mechanic in
July last.

The most extensive addition to the shop equipment was the wood-
working machinery, which comprises i planer, 2 mortising ma-
chines. I rabbitting machine, I molding machine, I universal wood
worker. I shaper. i boring machine, 2 rip saws, i cross-cut saw.
I jig saw, I band saw. All of these machines were furnished by the

412

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

J. A. Fay & Egan Co., of Cincinnati. This machinery is driven by
an electric motor. The wood shop is 53 x 314 ft. with two tracks
along one side; of the remaining floor space one end is occupied
by the machines and the other by benches. About 95 men arc at
present employed in this shop.

The paint shop is a room 100 x 125 feet with six tracks. Under
the same roof, but separated by a fire wall arc the machine, forge
and armature repair shops. The equipment of the forge shop com-
prises 3 forges, I power hammer, : hydraulic wheel press, i drill,
bending rolls, and thread cutting machine. In the machine shop
are i milling machine, i planer, 4 lathes, i drill press, 3 sensitive
drills, I power hacksaw and i tool grinder. Including the men in
the car shop about 200 men are at present employed.

Near the other shop buildings is a wash house for cleaning the
cars. This is a narrow brick building with cement floor and is long
enough to receive two cars. At each side is a gallery supported by

The signs placed on the Indianapolis street cars are admirable
in being few in number, conspicuous, legible from a distance, and
simple in wording. Each car carries four signs, one at each end
and one at each side of the monitor in the roof; each route is named
for two of the streets over which it runs and the end car signs bear
the name of one of these and the side signs the name of the other.
The signs are of y^-in. poplar wood with the letters s'A in. in
height sawed out; the width of each element of the letters is i in.
The boards are painted black, with white stripes ]4 in. wide around
the edges of the letters; on the back is a sheet of white celluloid.
.\t night the car lights shining through the celluloid backing show
white letters on a dark background. In addition to these signs
there are smaller signs made of sheet steel stencils with white
celluloid backing, which are placed at the edges of the hoods to
distinguish such of the cars as only run part way to the terminus of
the route. On these smaller signs the letters are 3 in. high. Both
types of signs are mounted in brackets and are quickly inter-
changeable.

The Indianapolis Street Ry. has this spring made a number of
extensions to the city parks that increased its track by 12 miles,
making the total 120 miles. The new work was laid with p-in.
90-Ib. girder rails, cast-welded by the North American Railway
Construction Co. At the power house there is being installed a
large direct connected unit consisting of a cross-compound Buckeye
engine and a Siemens-Halske generator.
♦ » »

ELECTRIC LINE TO HACKENSACK, N. J.

FRONT END OF INDIANAPOLIS CAR.

The accompanying illustration is reduced from a copy of the cir-
cular issued to announce the opening of the Hackensack extension
of the New Jersey & Hudson River Railway & Ferry Co. The
original was printed in two colors on a sheet I2j4 x 19 in. and
made a very attractive advertisement.

There was considerable rivalry as to which of several electric

rods depending from the rafters; the gallery floor is on a level with,
and quite close to, the edge of the car roof as it stands on the track,
so that the men can direct a hose on the roof at short range or can
easily reach it with a brush or broom.

The remodelling of the shops was completed early in November
last, and since then 30 box cars and 65 open cars have been built,
and the force last May began rebuilding 65 of the old cars.

In the new rolling stock built in the Indianapolis shops Mr.
Remelius has embodied a number of features he developed while in
charge of the shops of the Detroit Citizens and allied roads. Thus
the closed cars built last winter have vestibules at the front end,
as shown in the cut. Ail the cars run one way only (being turned on
Y's or loops) and this arrangement of the front end provides a
closed vestibule for the motorman in which he cannot be disturbed,
and at the same time affords a practicable entrance for passengers at
the front of the car. The rear platform is 6 ft. wide inside the dash
and has the gas pipe rail as illustrated in our May issue, page 266.
Steel side panels are also used. These cars are mounted on du Pont
single trucks, with a wheel base of 7 ft. 6 in.

The open cars recently completed are 33 ft. 10 in. over all, 28 ft.
between bulkheads, and have II benches, all inside the bulkheads.
The width is 7 ft. at the floor and 7 ft. 10 in. over the side posts.
The front platform is only 31 in. inside the dasher, while the rear
platform is 42 in.; none but the motorman is permitted on the front
platform. The cars running only one way, a running board is
placed on one side only. The front bulkhead is closed with sash
and the rear bulkhead is open above the level of the seat backs.
The side sills are of Southern pine, s'A x jyi in., with a steel plate
-^ X 8 in. bolted to the outer side. The plates are 8 in. wide up to
7 ft. from each end, from which point they taper down to 4 in. at
the end; the total length is 32 ft. The plates are peened till they
have a camber of 3 in. The cross sills, nine in number, are of oak
4 X 6% in. The special feature wherein these cars differ from the
general practice is in the use of joint bolts instead of dowells; all
the posts, rails and carlines are joint-bolted.

The old open cars now being rebuilt were originally 24 ft. over all.
The floor and underframing are removed, the car body being
swung from rods overhead until the new floor is ready for it; after
the body is let down on the new floor the additional new posts are
put in, the rails and roof extended, and new hoods added. The re-
built cars will be 32 ft. 6 in. over all and in general appearance quite
similar to the new open cars.

JUNE 21, A.D. 1900

HK PUBLIC is hejeby noti-
fied tliat on the afternoon of
the above date

THE FIRST
ELECTRIC CAR

to enter the town ot

HACKENSACK

will cross tile ne\s HdikLiiSiiik Rncr drini'briilgc^
arri\ing at the terminus at A'/trr Sircil, one block
east of the Siis- HB^HE NEW JERSEY' &•
ijuchannci Sititioii. ^^ HUDSO.N RI\'ER RAIL-
WAV &■ FERRY COMPANY announce that follow-
ing this car, cars will be run in regular ser\ice,lea\'ing
HACKENSACK e\er\ halt-hour for ENGLEWOOD
and for tlie 13c//' Slnci ^(BjT IS the cndea\-
Ferr); NEW YORK CITY. ^^ our of the man-
agement to furnish the best of transportation
facilities, and at all times to provide for the accom-
modation of its patrons and the con\'enience of the
travelling public.

THE

"HUDSON RIVER"

LINE

railways would be the first to complete a line to Hackensack. The
officers of the New Jersey & Hudson River company are: Presi-
dent, A. Merritt Taylor; first vice-president, W. H. Clark; second
vice-president and general manager, Frank R. Ford; secretary and
treasurer, W. N. Barrows. The manager's office is at 149 Broad-
way, New York.

< • » ■

A rate war has been declared by the Southern Pacific and the
Santa Fe Pacific railroads against the Los Angeles (Cal.) Pacific
R. R. operating an electric line to Santa Monica. The steam roads
have started the fight by cutting the round trip fare from 50 cents
to 30 cents.

July 15, igoo.]

STREET KAII.WAY REVIEW.

413

WARM WEATHER FANS.

For moving air to or from buildings or through ducts, the B. F.
Sturtevant Co., of Boston, is now building the type of electric venti-
lating fan shown in the accompanying illustration, which has been
found to meet the requirements. The fan wheel is carefully de-
signed to act against reasonable resistance and to move the air in
lines parallel to the axis of the shaft. It is contained within a special
circular frame casing which is conoidal in its form as it approaches
the circumference of the wheel; this ofTers low resistance to the en-
tering air. The frame carries a tripod support with annular center
within which is accurately centered a bi-polar motor, consisting of
a circular field ring to which the pole pieces are attached. Extend-
ing out from either side of the field ring is a yoke with the ring oiler
bearings. The bearings arc self-aligning and self-oiling, and fitted

NO ELECTROLYSIS FOR BRISTOL, ENG.

To prevent all possibility of electrolytic action by stray currents
from its tracks, the Bristol (Eng.) Tramways Co. has taken the
following precautions: Five plates arc placed at each joint and
firmly bolted together, one on each side of the web in the usual
manner, one covering the entire under side and two strips on the
upper side of the bottom flange. The rails are double bonded at
each joint with copper bonds 7-16 in. in diameter and in addition
Edison plastic bonds are placed beneath the fish plates. As a
further precaution the rails are cross connected every 120 ft. by
double copper wire bonds 7-16 in. in diameter and capable of carry-
ing the full current should any individual joint bond fail. Not less
than $1.75 per single joint was spent for bonds by this company.

In addition to this elaborate bonding a sucking dynamo or nega-
tive booster is placed at the power station for the purpose, states
the Electrical Review, of London, "of retaining the return current
and making the rails the way of least resistance."

PAINTS AND VARNISHES.

The Sherwin-Williams Co., of Cleveland, which claims to be the
largest grinder of paint in the world, has a special department de-
voted to the street railway trade. In addition to primers, surfacers,
paints and varnishes for car bodies, it carries a full line of materials
for special purposes, including wood and metal fillers, stains, en-
amels, graining colors, bridge paints, building paints, japan colors,
colors in oil, varnishes and dryers, truck paints, etc. The com-
pany has branches in Chicago, New York, Montreal, Boston, To-
ronto, San Francisco and Kansas City, Mo.

In another column of this issue will be found an article by Mr.
Williams, sales manager, railway department. The Sherwin-Wil-
liams Co., containing a number of valuable suggestions on car
painting and the management of the paint shop.
*-•-♦

BOILER FEEDER.

The accompanying illustration shows a simple and substantial
feeder for boiler compounds which is made by the International
Boiler Compound Co., No. 47 Market St., Chicago. The feeder
is adapted for use with pumps, injectors or inspirators; it may be
attached to the feed line on either side of a pump, but if used

STURTEVANT VENTILATING FAN.

with composition sleeves which are removable from the outer end
of the boxes.

Hard carbon brushes carried in holders of a modified reaction
type are employed and permit of easy adjustment when it becomes
necessary to reverse the direction of rotation of the motor. Special
light end casings with removable centers are provided, which when
applied and bolted in place entirely enclose the motor, protecting
it from dust. This is a most important feature in a machine of this
type where the air, possibly laden with dust, is drawn directly across
it. The movement of this air is of great service in maintaining a
low temperature of the surface, while the motor itself is designed
with the utmost care to avoid excessive heat. This motor is capa-
ble of continuous operation for 10 hours with a maximum tempera-
ture rise which does not exceed 60° F. The entire apparatus is ordi-
narily shipped complete and may be bolted directly to an opening in
the wall through which the air is drawn or forced. These are built
in sizes from 18 in. to 120 in. in diameter with capacities ranging
from 2,000 to 175.000 cu. ft. per minute and driven by motors rang-
ing from 1-6 h. p. to 14 h. p.

Corsicana, Tex., is having difficulty in securing a street railway
system. A franchise granted Mr. M. M. Bright and others has
just been declared forfeited by the city council owing to the failure
of the promoters to fulfill its conditions.

A check for $12,153.42 was paid into the Chicago city treasury
last month by the Union Loop Co.. this being the 5 per cent of
the gross receipts for the years 189S and iScip claimed by the city
as its due. The mone\' was paid under prote!:t. the company claim-
ing that the contract cm which the city bases its demand is void.

INTERNATIONAL BOILER COMPOUND FEEDER.

with an injector it should be placed between the injector and the
boiler. The reservoir of the feeder is 6 in. in outside diameter and
12 in. high. To fill it with the compound the valves i and 3 are
closed and the plug C removed. Where it is desired to feed a con-
siderable quantity of the compound into the boiler at one time the
valve 2 is closed and I and 3 are opened, in which case all the
water injected is carried through the reseiroir. For gradual feed-
ing I is left open. 2 nearly open, and 3 throttled so as to allow
only the desired flow of the compound.

♦ « »

Newspaper booths will be built under the approaches to the ele-
vated stations in Chicago.

414

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

NEW PENNSYLVANIA LINE.

FATAL ACCIDENT AT TACOMA, WASH.

On July "til an electric railway between Ashland aiui Ccntralia,
Pa., was opened for traffic. This line connects the system of the
Schuylkill Traction Co.. of Girardville. with the system of the Cen-
tralia, Mt. Carmel & Shamokin Ry., and gives an electric line over
fifty miles long in the middle anthracite coal region of Schuylkill,
Columbia and Northumberland counties, connecting the towns of
Mahanoy City. Shenandoah, Girardville, .Ashland, Ccntralia, Mt.
Carmel and Shamokin. The line is a great convenience to the in-
habitants and the traveling public.

The Schuylkill Traction Co., of which Mr. Dallas Sanders is
president, on May ist leased the Lakeside Electric Ry. for a term of
999 years. The latter line is six miles long, connecting Mahanny
City and Shenandoah; the Schuylkill Traction Co. at that time
operated 22 miles of track.

« « »

ANOTHER VICTORY FOR THE AURORA &
GENEVA RY.

In 1897 the Aurora (III.) & Geneva Ry. sought to condemn a
right of way for about a mile through private property in order to
get a safe and practicable route to Geneva and avoid some steep
grades and dangerous railroad crossings. After long litigation the
right of the company to condemn a right of way was affirmed by
the Illinois Supreme Court. (This decision was given in full in the
"Review" for March, 1899, page 252.) The result was accepted by
all save two of the abutting owners, Messrs. Pope and Peckham,
and the case was thought settled.

These two gentlemen, however, persuaded the council of Geneva
to pass an ordinance purporting to debar the street railway from the
right to enter the limits of the corporation upon the private prop-
erty and streets intended by the company.

New proceedings having been brought the Circuit Court held this
ordinance void; the case was carried to the Supreme Court, which
on June 21st rendered a unanimous decision to the efTect, "That
a city has no power to locate a street railway and that the ordi-
nance in litigation is void because it attempts to prohibit the street
railway from taking a certain route, and because it further attempts
to locate a route for the company."

This is believed to remove the last bar to the completion of the
road, though the defendants may petition for a rehearing and de-
lay matters for a short time longer.

MILE A MINUTE BY ELECTRIC CARS.

The New York, New Haven & Hartford R. R. has been experi-
menting with high-speed electric cars on its New Canaan branch
and on July 1st the record of a mile a minute was made with some
cars intended for use betw-een Providence and Fall River. The
New Canaan branch extends from Stamford, Conn., to New Ca-
naan, and is operated on the overhead electric system. The car
tested was fitted with four 8o-h. p. motors. The highest speed
reported was 60 miles per hour. Officials of the Metropolitan
Street Ry., of New York, the Brooklyn Rapid Transit Co., and
the Boston Elevated Ry. were present at the tests.

ELECTRICITY IN BOMBAY.

Mr. William T. Fee, U. S. counsul at Bombay, India, writes the
State Department that he has many inquiries from American elec-
trical manufacturers for the names of agents to act for them in
Bombay, but cannot answer these requests because the names of
suitable persons are not to be had at the consulate. General mer-
chants and dealers are not sufficiently acquainted with electrical
goods to make good agents, and the demand is also quite limited.

It is believed that electric railways must soon be introduced in
the city to relieve the overcrowding. The Bombay Tramway, an
,\merican company with its principal office in New York, has made
application for the privilege of converting its lines for electricity,
but this has not been granted as yet.

« « »

The city of Little Rock, Ark., has decided to petition the Federal
Court in charge of the road to order the receiver to make improve-
ments in the physical condition of the property.

On July 4th one of the most appalling street railway disasters
that has ever taken place occurred at Tacoma, Wash., where a
car loaded with nearly 125 passengers plunged from a trestle into
a gulch 125 ft. (leep, killing 44 persons and injuring 70 others.

FIG. 1— VIEW OF THE HRIHGE.

The ill-fated car left South Tacoma and Spanway Lake filled to
its utmost capacity with a holiday crowd going to Tacoma to
view the Fourth of July parade. Both platforms were crowded
and passengers were hanging on from the rear dash and step.
As the car was descending a grade approaching the trestle at 26th

FIG. 3-i:0TTU.M OF GULCH.

and C Sts., the motorman in some way lost control and the car
rushed on until it struck a sharp curve on the bridge approach,
when it swerved to the right, left the rails and plunged over into
the ravine. Its momentum caused it to overturn so that it fell
top first with the passengers penned inside, till it struck the side
of the gulch, 75 ft. below, where the framework of the car was

July 15, 1900.]

STRI'-RT RAILWAY RI'.VIF.W.

41:

siiiasliL-d to pieces and tlic wreck craslicd on
down tlic steep side of tlic gnlcli, xrindinK
and tearing its way throuK'i tlie brush and
stumps until there was little left of it but
kindling wood. Many of the passengers were
killed or injured by jumping before the car
left the bridge, others were thrown from the
windows and platforms while (he car was
falling, and many were buried under the tim-
bers, motors and trucks.

A few moments after the accident occurred
fully a thousand people were at the scene to
aid in the work of rescue. Policemen, (ire-
men and citizens joined in the work of passing
the injured and dead up the side of the gulch,
which was so steep as to require the use of
ropes. Every physician in the city was called
on for help, and ambulances, patrol wagons,
express wagons, and public and private car-
riages were jjressed into service to carry the
scores of injured to hospitals and their homes.

Eye-witnesses state that the si)cctacle imme-
diately after the accident almost baflles de-
scription. A volunteer soldier just returned
from the Philippines, who was the first to
arrive at the scene, declared that he had
never witnessed a battlefield that presented a
more heartrending sight than did the side of
this ravine just after the car had rolled down
leaving in its path heaps of battered, mutilated
humanity. Women and children had formed
the greater part of the car's load, and the
cries of these for other members of the fam-
ily in the wreck, with the cries of the wounded
and dying as they lay on the side of the gulch
or at the bottom, it is said, could be heard for blocks away.

A subscription list was immediately started for the benefit of
the bereaved families. This was headed by the street railway com-
pany with $1,000, followed by the mayor of Tacoma with $100,
and several thousand dollars were quickly raised.

Our illustrations are from photographs taken a short time after
the accident. Fig. i shows the bridge from which the car dropped;

FIG. 4 -BRIDGE FROM BELOW.

it rolled off the structure at about the point w^here the car is shown
in the illustration.

Fig. 2 is a view of the wreck as it appeared below the bridge.
Fig. 3 is the bottom of the gulch near the scene of the accident;
the building is one of the city pumping stations; dead bodies are
in the foreground.

Fig. 4 shows the bridge from the bottom up. In point of the
number of persons killed, this is among street railway accidents

FIG. 2-THE WRECK.

second only to that at Victoria. B. C, May 29, 1896, when a
car broke through the Point Ellice bridge and 63 passengers were
drowned. Among other accidents now recalled are the following:
Nov. I, 1893, a car went through a drawbridge at Portland, Ore.,
6 persons being drowned. Feb. 4, 1895, a car at Milwaukee went
through a draw into the river and 3 persons were killed. Nov.
16, 1895, a car ran into an open drawbridge at Cleveland, 17 per-
sons being killed. July 7, 1897, a car on the Inter-Urban Ry., of
Saginaw, Mich., went through an open draw into the river and 7
persons were drowned and 5 injured. Aug. 6, 1899, a car of the
Milford Street Ry. fell from a trestle near Bridgeport, Conn., kill-
ing 29 persons and injuring 12 others.

CLEANING WATER TUBE BOILERS.

The Union Boiler Tube Cleaner Co., of Pittsburg, has sent us
copies of the reports of tests made on boilers before and after
cleaning which show that in one case the efifect of cleaning was to
increase the equivalent evaporation from 7.8 lb. to 9.1 lb. of water
per pound of coal, and in the other to increase the equivalent evapo-
ration from 5.9 lb. to 7.9 lb. per pound of coal. Expressed in per-
centages these gains due to cleaning are 16.3 and 24.8 per cent,
respectively. This company makes apparatus for cleaning water-
tube boilers and will either sell or lease the apparatus, or take the
contract for cleaning the boilers at a fi.xed price per tube. The
company states that it has never taken its cleaning device away from
a plant where it has been given a trial. The device and the
method of operation were described in the '•Review" for June,
1899.

FRANCHISE EXTENSION ASKED AT CLEVE-
LAND.

The Cleveland City Railway Co., the Little Consolidated, has
asked for a 25-year extension of its franchises. The company agrees
to sell six tickets for 25 cents, replace its cable system with electric
lines, pave and sprinkle its tracks, and to pay a percentage of the
gross receipts to the city. This percentage is I'A to July i, 1908;
2 to July I, 1913; 3 to July 1, 1918; 4 to July i, 1923; 5 thereafter.

416

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

HOT WATER HEATERS FOR ELECTRIC CARS.

The liot water heating system shown in the accompanying illus-
trations is intended to provide an economical and safe method of
keeping the interior of long electric cars at an agreeable and uni-
form temperature. .As will be seen from Fig. i, the heater com-
prises a coil of heavy piping, supported on a cast iron base, and
enclosed in a double iron casing, between the walls of which is an
air space to prevent the outside casing from becoming overheated
and injuring the woodwork near by. Coal is put in at the top;
the lower part of the heating coil constitutes the fire pot.

The grate is shaken without opening the ash pit door, thus avoid-
ing all dust or dirt in the interior of the car. The gas damper at
top is of special design and prevents gas from entering the car when
the top door of the heater is opened, .\fter leaving the coils the
hot water enters a small tank, from which it is led through pipes
along the floor under the seats, returning to the heater after hav-

conduct towards the public may be such that it will commend both
the employes and the management to the entire community. In
other words, an employe of this company must be a gentleman
under any and all circumstances.

An impression seems to be prevalent thaf the employes are ag-
gressive toward the public instead of conciliatory as they should
be. It is my sincere desire that this feeling be changed, and in or-
der to bring it about, I appeal to you to consider your own welfare
as well as that of the company. A close observance will be kept
upon the conduct of employes and strict compliance to the above
expected.

In reference to accidents, I wish to say that there are conduc-
tors, gripmen and motormen who have been in the service of this
company for a number of years and have never had a serious acci-
dent, at the same time running upon streets where others meet
constantly with annoying and expensive accidents, caused by lack
of attention and forethought to see impending danger.

FIG. l.-SMITH CAR HEATER.

FIG. 2. -CAR EQUIPPED WITH THE SYSTEM.

ing made the circuit of the car. A floor space 22 inches in diameter
is all that is necessary to accommodate the heater, which may be
placed in one corner or in the vestibule as desired. It is claimed
the consumption of coal never exceeds 75 pounds for 24 hours in
the coldest weather.

The system is furnished by the Peter Smith Heater Co., 337
Montcalm St., East, Detroit, Mich., and is in use on a number of
the interurban roads entering that city, including the Detroit &
Pontiac Ry., the Rapid Ry., Detroit & Northwestern Ry., Detroit,
Lake Shore & Mt. Clemens Ry., and Detroit, Wyandotte & Tren-
ton Ry.

SUGGESTIONS TO EMPLOYES.

On July 10th, Mr. J. M. Roach, president and general manager
of the Chicago Union Traction Co. issued a letter to his motormen,
gripmen and conductors, calling their attention to some of the
criticisms that have reached him regarding the actions of the em-
ployes towards the public and making a number of suggestions as
to the best ways of bringing about a more cordial relation between
the patrons of the road and the company's servants. At the same
time he notified the men that a substantial increase in their wages
would be made on August ist.

Mr. Roach's letter will be of interest to other managers, and we
reprint it herewith in full:

To the employes of the Chicago Union Traction Co. Gentle-
men: In the management of great interests like the Chicago Union
Traction Co., and in order to successfully meet all the requirements
of the public, it is necessary that the management and the em-
ployes thoroughly understand each other. With this object in
view, it is my desire in this communication to call your attention
to the many criticisms which are being passed upon your actions,
principal among which are the alleged ungentlemanly treatment of
passengers and general carelessness which results in accidents.

Before taking unnecessarily harsh measures, it is the desire of
the management to better present conditions and also retain the
employes who are now in its service; therefore I especially and
most earnestly request that conductors, gripmen, motormen and
all other employes so conduct themselves in every act that their

I wish to state most emphatically that avoidable accidents must
be stopped. I am of the opinion that this can be brought about
without the dismissal of men, and call upon you to demonstrate,
by your actions, commencing this day, that accidents may be ma-
terially reduced. If this cannot be accomplished by mild measures,
the management will be forced to act more severely.

I am positive that if each employe should devote himself to the
faithful performance of the duties assigned him and avoid the un-
necessary things, there will be a great improvement. There are a
few things to which I wish to again call your attention.

Be gentlemanly at all times. Remember that deportment is con-
sidered in the general standing of an employe, and neatness of per-
son and attire is as much necessary to success in the railroad busi-
ness as elsewhere.

Elderly persons and women with children should have assist-
ance when getting on or ofT your car.

Don't start your car before your passengers are safely on or ofT.

Don't follow wagons too closely. Many accidents happen
through anticipating their getting out of the way when they do
not do so.

Don't run by passengers without good reason for doing so. The
use of a little judgment in this will save much unfavorable criticism.
Remember you are on the street to accommodate the public and
not simply to run a car from one end of the line of the other.

Don't be in too much of a hurry at transfer points. Wait for
passengers wishing to catch your car. Many complaints are be-
ing made of conductors purposely failing to see passengers hurry-
ing to catch their car from the side or rear. Wait for them.

Conductors should look out for passengers alighting from their
car when another train is approaching from the opposite direction.
Be particularly careful at transfer points.

Look out for your passengers and your car on rough tracks,
when passing vehicles, crossing bridges and viaducts and places
where there are obstructions.

When a passenger asks for a transfer and is entitled to one, he
should receive it without question or display of temper on the part
of fhe conductor, even though he had beer oflfered one before and
had refused it. Transfer rules differ in different cities and strangers
to the regulations here should be cared f'lr properly.

Chewing tobacco is oflfensive to many persons and numerous
complaints have been made of careless expectorating by employes

July 15, 1900.]

STREET RAILWAY REVIEW.

417

while on the cars. This lowers you in the estimation of the gen-
eral public.

Don't approach street crossings at a high rate of speed. Stop
for boulevard crossings and intersecting lines.

Don't sit carelessly on the dash board or seat of your car. Stay
in your proper place when not otherwise engaged. Watch your
trolley at crossings and overhead switching points.

Don't hold unnecessary conversation with fellow employes, pas-
sengers or others while on duty. When questioned, give the de-
sired information, if you know.

Look to the comfort of your passengers; keep the seats and floor
of your cars clean and adjust the curtains or windows so as to offer
protection from sun, rain, or cold winds.

Handle your controller so as to get the greatest efficiency from
the least amount of current.

Remember that in the railroad business as well as elsewhere,
gentlemanly deportment, neatness of person and good common
sense will sooner or later meet with their proper reward. Each
day you are on trial before the public. Your work will become
easier and your life luore pleasant if you so conduct yourself as
to gain the good will of those with whom you come in contact.

Next month you will meet with thousands of strangers from all
parts of America, here to attend the annual encampment of the
Grand Army of the Republic. I wish to particularly request that
each of you take pains to act in so gentlemanly a manner that any
visitor who patronizes our lines will carry away with him a pleas-
ant memory of courteous treatment at your hands. Give them
any assistance in your power so as to make their visit to Chicago
a pleasant one.

As further evidence of the close relations existing between em-
ployer and employe, the management has concluded (at a time
when no deinands are being made) to pay all trainmen in the ser-
vice of the Union Traction Co. a uniform rate by the hour. On
and after /Vugust i, 1900, the employes of that part of the .system
known as the old North Chicago Street R. R., will, if they prefer
this system of payment, receive the same rate of wages as now paid
to those of the West Side lines of this company, as follows: Grip-
men, 23 ceilts per hour; motormen, 21 cents per hour; cable grip
car conductors, 23 cents per hour; cable trailers and electric car
conductors, 21 cents per hour.

» « »

TRACK MATERIAL QUOTATIONS.

There has been no change in prices for steel rails since last
month. Standard T-sections are quoted f. o. b. Pittsburg or Chi-
cago, $35 to $37 according to lengths. Girder sections are quoted
at $42 to $44. Good relaying steel T-rails can be purchased in
Pittsburg at $27.50 with splices. Spikes are selling at $2.15 (Tide-
water); splice bars at $2.00 (Tidewater); angles, $1.80 (Pittsburg).

Cedar ties are quoted f. o. b. Menominee, Mich., 25 cents; hem-
lock, 20 cents. At New York yellow pine ties are selling as follows:
7x9 in. X 8^ ft., 64 cents; 6.X9 in. x 8 ft., 59 cents; 6x8 in. x 8 ft., 54
cents.

Newspapers print the following dispatch under date of June
20th: A big drop in the price of structural steel was announced
today. The price of beams and channels was cut several dollars
per ton; of angles $9 a ton and of bars $10 a ton'. There has also
been a decline in the price of steel plate of $14 per ton within the
past four or five weeks. No big sales have yet beer, reported at
the reduced prices, yet the booking of large orders is looked for.

INGENIOUS TROLLEY CATCHER.

Among the theses presented by the graduating class of Lehigh
University were two on plans and estimates for electric railways
by L. B. Abbott and J. P. Martin, and one on an electrical survey
of the electrical railway earth currents of the Bethlehems.

The Denver (Col.) City Tramway Co. has made a proposition
to spend $45,000 in remodeling its old power house on Lawrence
St. and lease it to the state of Colorado for the period of 20 years
to be used as an armory.

The assessment made against the Indianapolis Street Railway Co.
for 1900 is $2,500,000. as against $3,000,000 for 1899. The county
board of review justifies its reduction of $500,000 by asserting that
at the time the state board raised the valuation to $3,000,000, last
year, there was prejudice against the company.

Mr. I). A. Ilegarly, general superintendent of the Railways Com-
pany General, of I'hiladelphia, sends us the following description of
a simple method of keeping the trolley pole from damaging itself
or the overhead span wires when the trolley wheel leaves the wire.
A weight 2 lb. greater than the upward pull exerted by the springs
at the base of the pole, is attached to the trolley rope and is hung
on a hook fastened to the rear dasher, as shown in the sketch.
Enough slack is left in the rope to allow for inequalities in the
height of the wire above the ground. When the pole jumps from

INGENIOUS TROLLEY CATCHER.

the wire the first jerk lilts the weight over the hook, but the weight
being the heavier it pulls the pole back and prevents it from spring-
ing upward, until the weight is raised.

As an extra precaution a short piece of rope may be fastened to
the signal-bell cord and to the trolley rope by means of snap
catches so that when the pole pulls off and the weight drops the bell
rope will be given a jerk, signalling the motorman to stop. Mr.
Hegarty states he has been using these contrivances with great
success on a number of the roads owned by his company.

A SUMMER TRIP UNSURPASSED ON THIS
CONTINENT.

The trip to Salt Lake City or the Pacific Coast via Salt Lake
City by way of the Rio Grande Western Railway in connection
with the Denver & Rio Grande or Colorado Midland roads is
the grandest in America. No European trip of equal length can
compare with it in grandeur of scenery or wealth 01 norel interest.
Then Salt Lake City itself is a most quaint and picturesque place
and well worth the journey to see. Its Mormon Temple, Taber-
nacle, Tithing Office and Church Institutions; its Hot and Warm
Sulphur Springs within the city limits; its delightfully temperate
sunny climate and its Great Salt Lake — deader and denser than
the Dead Sea in Palestine — arc but a few features of Salt Lake
City's countless attractions. There are parks, drives, canyons and
beautiful outlying mountain and lake resorts. Imagine, if you can,
a bath in salt water, a mile above sea level and in water in which
the human body cannot sink. Inquire of your nearest ticket agent
for low tourist rates to Salt Lake City or write for information
and copy of "Salt Lake City — the City of the Saints" to E. Cop-
land, General Agent, 215 Dearborn St., Chicago, or Geo. W'.
Heintz, General Passenger .■\gent. Salt Lake City.

Milwaukee had a parade of electrically operated floats running
on the car tracks last month, similar to the one recently held in
New Orleans and described in the "Review" for March 15th lasL

Orders have been issued to conductors of the Detroit Citizens'
Street Ry. not to issue transfers on 3-cent tickets. Conductors are
also told not to allow large dogs on the cars.

418

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

HALF FARES.

The Providence (R. I.) & Taunton Street Ry. will equip all its
cars with air brakes.

Governor Crane of Massachusetts has signed the bill requiring
street railway companies in the state to vestibule their cars.

Several new combination open and closed cars, 2g'/2 ft. lung, are
being built in the shops of the Colorado Springs (Col.) Rapid
Transit Co.

The Manufacturers' Gas Co. has filed a suit against the Indianapo-
lis Street Railway Co. asking $50,000 damages, alleged to be due
to electrolysis.

The Springfield (O.) Railway Co. last month was compelled to
have one of its car house employes arrested for stealing brass and
copper from the scrap heap.

The Newburg (N. Y.) Electric Ry. has been placed in the hands
of W. H. Pouch, receiver, pending foreclosure proceedings insti-
tuted by third mortgage bond holders.

In order to bring its cars alongside the lake steamers landing
at Buffalo and save passengers a long walk, the International Trac-
tion Co. is building a spur track to the lake front.

The new Medfield (Mass.) & Medway Street Ry. was opened
last month. Guests were taken over the road in special cars, after
which they were entertained at an open-air clam bake.

By failing to deposit $1,000 in cash the promoters of the Milford
(Mass.), Upton & Grafton Street Railway Co. have forfeited the
franchise recently granted by the selectmen of Milford.

The Chicago city council last month passed an ordinance granting
the Metropolitan West Side Elevated Railway Co. permission to
extend its Garfield Park and Douglas Park lines.

The Fond du Lac (Wis.) Street Railway & Light Co. has re-
cently installed a 500-h. p. unit at its power house. It consists
of an Allis-Corliss engine and Westinghouse generator.

The vice-chancellor of New Jersey in a recent decision follows
the ruling now generally accepted that electric railways on public
highways do not impose additional servitude on the land.

An anti-trust bill will probably be passed by the Louisiana Legis-
lature. The bill not only prohibits the formation of combinations
in restraint of trade, but forbids alien trusts to operate in the state.

Thieves carried off a mile of wire from the Ogden Ave. line of the
Chicago Union Traction Co. on the night of June 26th, the loss
preventing all traffic on the line for six hours the following
morning.

A storm on June 28th blew down a number of poles on the
Brighton Beach line of the Brooklyn Rapid Transit Co. resulting in
stalling a long line of closely filled cars. The blockade commenced
at 9 p. m.

The city council of Jacksonville, Fla., recently granted a fran-
chise of a street railway, the cars on which "shall be automotor
cars, and the road to be constructed without wires or poles to
mar the streets."

An attempt last month to wreck a car on the Kingston, Ports-
mouth & Cataraqui Electric Ry., Kingston, Ont., by placing a large
stone on the track failed to result in serious damage, though the
car left the track.

The consolidation of the Chicago Consolidated and the Chi-
cago Union Traction Cos. has been attacked by Sutro Bros., of
New York, who have filed a bill in equity against the two companies

and the officers and former directors of the Consolidated, pray-
ing for the cancellation of the consolidation agreements and the
appointment of a receiver for the Consolidated.

An incident of the St. Louis strike is a suit brought against a
bakery company by another bakery company because parties in-
terested in the former stated that the latter had sold bread to the
St. Louis Transit Co.; $15,000 damages are asked.

A young woman clerk employed in the auditing department of
the Union Traction Co., of Philadelphia, has been detected steal-
ing uncancelled exchange tickets. When arrested she put in the
plea that she had been hypnotized into committing the act.

Numerous attempts to wreck cars have occurred on the lines of
the Conestoga Traction Co., of Lancaster, Pa. Last month a pile
of fence rails was discovered on the tracks near Rossmere just in
time to prevent the last car over the line at night from being thrown
from the rails.

The Duluth (Minn.) Street Railway Co., which is defending a
suit for damages brought by a man who was injured while riding
in a car during the strike last year, contends that as the passenger
m-st have known of the existence of a strike, he rode at his own
risk and was guilty of contributory negligence.

The board of directors of the Toledo Centennial Association on
June 29th decided to close its office except one room which will
be kept open for 30 days to settle up all business. This course was
adopted because the Supreme Court had decided that the centennial
appropriation was not available to meet current expenses of the
board.

Some stockholders of the Chicago & South Side Rapid Transit
Railroad Co., the property of which was acquired by the South Side
Elevated Railroad Co. after a foreclosure sale, have secured the
appointment of a receiver, Mr. Robert M. Wells, and propose to
attack the reorganization. No opposition was offered to the appli-
cation for a receiver.

Conductors employed by the United Traction Co., of Albany, are
said to be dissatisfied with the present system of spotters, as they
think it is huniiliating to them to have their honesty questioned
before the public. They forget that in every body of men there
are always a few that need watching, and honest men should never
object to being watched.

WYMAN LEAVES NEW ORLEANS.

Mr. C. D. Wyman, general manager of the New Orleans City
Railroad Co., resigned on July nth, and will leave the company
August 1st. He will become a member of a well known firm of
street railway promoters in the East, and will make his home in
Boston. Mr. Wyman has had some such connection in mind for
several years past, and will now be able to carry out his wishes.
His large acquaintance and popularity among street railway man-
agers, together with a long and practical experience in the rail-
way field particularly, will qualify him for great success in his
new work.

During his four years' management at New Orleans, Mr. Wy-
man has brought about many improvements, both in the physical
and operative conditions of the property, and has maintained
the most cordial relations between his company, employes and
the public.

Mr. Wyman will identify himself with the firm of Stone & Web-
ster, and will still be actively connected with street railway in-
terests.

TWO MORE FATAL ACCIDENTS.

A fatal collision between a freight train and an electric car
occurred at Webb City, Mo., on July 4th. The car, crowded
with passengers en route for the Carthage fair, was crossing the
Missouri Pacific tracks, when the freight train, which was being
backed onto a siding, struck it. killing one passenger and seriously
injuring a dozen more.

July is, 1900/

STREET KAILWAY REVIEW.

419

On llic s:iiilc iliiy a c-:ir on I In: rmiilly n|iciu'<l Ciiiciiinali, Law-
rciiccbiirg & Aurora J'^lcclric K. K., while goinii al a speed of 30
miles an hour, left the rails and plunged down a lo-ft. embank-
ment, landing on its side at the bottom and killing two men. The
cause of the derailment is not known, bnt newspaper rejjorls state
it was due to the breaking of the rear truck.

STEAM PLANT FOR AUSTIN, TEX.

MR. OWSLEY PRESIDENT OF NORTH-
WESTERN ELEVATED.

Mr. I.. S. Owsley has been elected president of the Northwestern
I'.Un :ik(l 1\. Iv, of Chicago, succeeding Mr. 13. H. I.oudcrback,

who resigned to take a year's va-
cation in Europe.

Mr. Owsley was born in Chica-
go in 1870 and received his educa-
tion in the Chicago public schools
and at Yale University. Upon
his graduation he returned to Chi-
cago, and at the age of 21 be-
came connected with the city's
traction interests as secretary and
treasurer of the West Chicago
Street R. R. Since that time his
advancement has been rapid, his
.cbility to understand and solve
the difficult financial problems
that are constantly arising in the
management of large corporations
rendering his services of great
value to his business associates, who have not hesitated to place
him in important positions of responsibility and trust.

Mr. Owsley, in addition to his connection with the West Chi-
cago company, has tilled the offices of assistant treasurer of the
Union Traction Co., president of the Suburban Railroad Co., and
vice-president of the Consolidated Traction Co.

L. S OWSLEY,

AMERICAN ECONOMIZER CATALOG.

Messrs. Broomell, Schmidt & Co., Ltd., of York, Pa., the well
known manufacturers of the American fuel economizer and the
induced draft system, have just issued a new illustrated catalog
describing their economizers in detail, which will be greatly appre-
ciated by those contemplating the installation of such apparatus.
That the advantages of the American economizer are appreciated
by steam users is indicated by the number of large orders now in
hand and the fact that the firm now has under consideration the
erection of additional shops. A special feature of the induced
draft apparatus, to wdiich attention is directed, is the heavy con-
struction of tfie fans. Parties interested may secure copies of cata-
logs on application.

Among orders now under way are economizers as follows: One
of 224 pipes for the Bemis Bros. Bag Co., Jackson, Tenn.; one
of 320 pipes for the Marine City Sugar Co.; one of 400 pipes for
the New York Steam Co.; two of 536 pipes for the Lehigh Valley
Coal Co., Lost Creek, Pa.; one of 144 pipes for the Nagoya Elec-
tric Light Co., Yokohama, Japan. Complete installations are
building for the Port Huron Salt Co. and for the Tracy Engineer-
ing Co., San Francisco; the former has two 240-in. induced draft
fans in connection with two economizers of 704 pipes, and the
latter ~one fan and one 120-pipc economizer.

FAST TRAINS ON THE WABASH.

A new Wabasfr morning train for Detroit now leaves Chicago at
9:25 a. m., and arrives Detroit 6:30 p. m. Through cars. Other
trains for Detroit via tlie Watiash leave Chicago at 12:40 noon.
3:15 p. ni. and 11:00 p. m.

One may spend the evening at home or at the theater — leave
Chicago at 11:30 p. ni. and be in St. Louis before S o'clock next
morning. Try this popular train.

Commencing June 27 the Continental Liniited leaves Chicago at
12:40 noon, instead of 12:02. and arrives New York 3:15 and Boston
5:20 the following afternoon. Through sleepers to both points.

Mr. Frank E. Scovill, general manager of the Austin, (Tex.)
Rapid Transit Railway Co., spent last week in Chicago, combining
business with calls upon his many acquaintances. Mr. Scovill
returns to erect a power house and install the machinery for a
steam plant tu operate his lines, which have been dependent on
mules since the loss of the big dam. Mr. Scovill has been in elec-
tric work from the start, and is one of 23 men who at one time con-
stituted the entire manufacturing force of what is now the General
Electric Co.

The Austin company will now abandon its use of water power,
as it is doubtful when the big dam will be rebuilt. The new steam
plant will run condensing direct connected engines, working one
unit, with one always in reserve. At present the cars are being
drawn by three mules each, requiring 18 mules per car per day.

Water for condensing will be carried in an 8-in. pipe 1,500 ft.
from the river to the new structure, and the laying of the pipe
involves some difficulty, as it must be laid 38 ft. below the surface
and all the distance through loose sand.

GEORGE M. BRILL.

Mr. George M. Brill, who a few months ago resigned as assist-
ant manager of the construction and mechanical departments o{
Swift & Co., has opened offices at No. 1143-4 .Marquette BIdg.,
Chicago, to engage in practice as consulting mechanical and elec-
trical engineer. Mr. Brill's technical education, he was graduated
at Cornell University in 1891, has been supplemented by nearly
ten years' experience in designing and building power houses,
shops, transmission and refrigerating plants. During the greater
portion of this time he has been with the Solvay Process Co., of
Syracuse, N. Y., and with Swift & Co. He was in responsible
charge of the construction of the Detroit works of the Solvay
company, a particularly large plant; those familiar with the mechan-
ical features of the Swift plants at Kansas City and Chicago will
appreciate the important character of the work in which Mr. Brill
has been engaged and the large interests involved. .Among designs
recently completed by him was one for an extensive electric rail-
way system, and in his practice he expects to devote considerable
time to this branch of engineering.

CINCINNATI, NEWPORT & COVINGTON.

Mr. J. C. Ernst, president of the Cincinnati, Newport & Coving-
ton Ry. sends us the following condensed statement for May, 1900:

Mav.

Fn-E MoxTHS.

1900. ' J889.

1900. 1899.

Gross receipts

Operating expenses

564,424. 02 S39.434.69 ■
a6.'>4«.Sl 2S33S.S9

S293JU.21 1 $262,450.90
118.54669 ( 114.470.01

Net earnings

Tolls, damages, taxes,
etc,

37,475.51 , 33,896.10

I
12.479.00 i 7,993.48

174,%4.S2
61,737.40

u-,>-ao.m

6T,4«6.a2

24,996.51 ' 25,902.62 |

113,227.12

90414.87

Ratio of expenses to earn-
ings :
TVitVi tull-i

1 1

.5287 .5532
.4182 .4296

5338 1 5^91

THROUGH COLORADO.

The "Scenic Line of the World," the Denver & Rio Grande R.
R., offers to tourists in Colorado, Utah and New Mexico the choic-
est resorts, and to the trans-continental traveler the grandest scen-
ery. Two separate and distinct routes through the Rocky Moun-
tains, all through tickets a\-ailable via either. The direct line to
Cripple Creek, the greatest gold camp on earth. Three trains each
way daily with through Pullman palace and tourist sleeping cars
between Chicago. Denver, San Francisco and Los Angeles, and
Denver and Portland. The best line to Utah, Idaho. Montana, Ore-
gon and Washington via the "Ogden Gateway." Dining cars
(services a la carte) on all through trains. Write S. K. Hooper, G.
P. & T. A., Denver, Colorado, for illustrated descriptive pamphlets.

420

STREET RAILWAY REVIEW.

[Vol. X, No. 7.

TRADE CATALOGS.

ILLUMINATED CAR IN GLASGOW.

PNEUMATIC TOOLS. Issued by the Q & C Co., of Chi-
cago; so pages. — These tools are designed in various shapes and
sizes for chipping, calking, beading, riveting, drilling, wood-boring,
flue rolling and stone cutting. Many of them are well adapted
to street railway repair and construction work.

EXHAUST FANS. Issued by the American Blower Co., of
Detroit, Mich. — These blowers are for removing and conveying
shavings and dust, elevating and distributing cotton and wool, re-
moving smoke and fumes, and for use in connection with special
heating and drying plants.

ST. LOUIS CORLISS ENGINES. Issued by the St. Louis
Iron & Machine Works, of St. Louis. The catalog contains de-
scriptions and illustrations of each separate part of the standard St.
Louis Corliss engine together with half tone engravings of a few of
the engines installed by this company.

•'METAL SAWING M.-VCHINES." Issued by the Q & C
Co., of Chicago; 40 pages. — This catalog illustrates and describes
Q & C power sawing machines, portable rail saws and shop saws,
of both arbor-driven and blade-driven types. The Q & C rail
saws are convenient and economical, as by their use rails of any
section, weighing from 60 to 100 lbs. per yard, can be cut in from
ID to 18 minutes by two men without unreasonable exertion.

ELECTRIC RAILWAY CATALOG. Issued by the Western
Electric Supply Co., of St. Louis; 227 pages. — In this catalog
all the pages relating to electric railway supplies appearing in the
general electrical catalog of this company mentioned in the May
issue of the Review have been bound together, bringing the in-
formation interesting to street railway managers into more con-
venient shape. A complete index at the back enables the descrip-
tion of any desired article to be quickly found.

IMPROVED APPLIANCES FOR ENGINES AND BOIL-
ERS. Issued by the Sherwood Manufacturing Co., of Buffalo, N.
Y. — The Sherwood specialties include injectors designed to work
with any pressure from 15 to 200 lbs., and which under proper con-
ditions will handle water at 150 deg. F. The company also makes
boiler tube cleaners and scrapers for any water tube boiler in
use, gage cocks, lubricating cups and cylinder lubricators. The
catalog closes with a long list of companies using the Sherwood
"Niagara" water tube boiler cleaner; the following are a few of
the more prominent concerns mentioned: Babcock & Wilcox,
New York; Standard Oil Co., New York; Brooklyn Rapid Tran-
sit Co., Syracuse Rapid Transit Co., Baldwin Locomotive Works,
Philadelphia; Union Traction Co., Philadelphia.

THE ARNOLD SYSTEM OF POWER ST.-VTION CON-
STRUCTION. Issued by the Arnold Electric Power Station Co.,
Marquette Building, Chicago; 19 pages. — This is a reprint of a
paper read before the Chicago Electrical Association, Jan. 19, 1900,
by B. J. Arnold on his well-known system of electric power sta-
tion construction, which aims to combine all the points of merit
of a direct connected plant and a belted plant, without the disad-
vantages of either. The pamphlet is profusely illustrated with
drawings and reproductions of photographs of the plants of the
University of Michigan, Chicago Board of Trade, Imperial Co.,
St. Louis, Chicago Electric Traction Co., Chicago & Milwaukee
Electric Ry., and many other important installations -for which the
system has been adopted. It is the third of a series of bulletins
being published by the Arnold Electric Power Station Co. de-
scriptive of its work.

< » »

THE BURT MANUFACTURING CO., of Akron, O., has
just received an order for the complete equipment of the Imperial
Steel Works in Japan, with "Cross" oil filters. As these works are
among the most important in Japan, and the contract was given
after examination of other European and American filters, the
Burt company feels justly proud of the order.

The Knoxville (Tenn.) Traction Co. has offered a reward for
the conviction of any person stealing copper from its line.

The capture of Pretoria was fittingly celebrated by the city of
Glasgow, and the municipal buildings facing George Sq. were
elaborately decorated and illuminated for the occasion. The tram-
way department scored the hit of the evening with an illuminated
car, decorated by Mr. Nelson Graburn, superintendent of rolling
stock, and Mi. John Young, manager. Our London contemporary.
Electrical Engineering, to which we are indebted for the accom-
panying illustration, says that "the car was a triumph of artistic
treatment; and whatever may be said against the trolley by those
whose esthetic taste is over-developed, it cannot be denied that it
lends itself, pole and all, to artistic illumination in a manner which

(iLASGOW CAR '■PKETORIARATING."

any other system could not even approach. It says much for Mr.
Graburn's efforts that the whole was practically completed in about
20 hours."

The car was draped in khaki and Union Jacks, while round the
railings and up the pole were variously colored lamps. On one side
were the words "Orange River State," and the other "Vaal River
State," brought out most effectively against the dark background.
One end had the word "BOBS" in letters alternately clear and
electric blue, while the other end had the Royal monogram and a
St. Andrew's Cross. In all 456 lamps were employed on 76 circuits
of six lamps in series, 83-volt lamps being used.

« ■ >

CHANGES AT EL PASO, TEX.

The four mule-car lines operating a belt line between El Paso,
Tex., and Cindad Juarez, Mexico, have been consolidated under the
name of the El Paso & Juarez Traction Co., and it is the intention
of the owners to substitute electricity for mule power this fall, or
as soon as the necessary supplies can be obtained, and the bridges
spanning the Rio Grande strengthened.

* • »

UNION PASSENGER STATIONS.

The Lake Shore & Michigan Southern Ry. is a line noted for its
union passenger stations. At the principal junction points the
traveler will find it occupying the same station with leading con-
necting lines, a convenience very much appreciated, insuring prompt
and reliable connections. For the convenience of patrons of the
Lake Shore & Michigan Southern Ry., it is arranged so that
uniformed agents of the Frank Parmelee Omnibus Co., at Chicago;
Toledo Transfer Co., at Toledo; Cleveland Transfer Co., at Cleve-
land; C. W. Miller's Omnibus & Baggage Express, at Buffalo; the
Westcott Express Co., at New York City, and the Armstrong
Transfer Co., at Boston, will be found on all trains via the Lake
Shore, New York Central and Boston & Albany route, approach-
ing their respective cities. It is their duty to carefully exchange
transfer checks and arrange for the transfer of passengers and
baggage to stations of other lines, hotels or steamer docks, and
also to furnish any requisite information about their city. Vehicles
oT these companies are in waiting upon the arrival of all pas-
senger trains.

STREE'i KAD.VVAY REVIEW.

421

PUBLISHED ON THE IStm OF EACH MONTH.

WINDSOR & KENFIELD PUULISHINQ CO..

TCLCPHONE, HAHRiaON T6A.

MONON BUILDING. CHICAGO.

SUBSCRIPTION,
Foreign Subscription,

THREE DOLLARS.
Four Dollars American Money.

Address all Communications ami Uemittances to Windsor & Kenjield I^iihtishing Co..
ifonon Buildings Chicago.

H. H. WINDSOR.

Editor.

F. S. KENFIELD.

Business Manager.

CORRESPONDENCe.

We cordially iiivile correspond. -lUf on ;ill subjects of interest to those
cnir.T(re<l in :>nv t>r.iuch of street railway worli, ami will (,'ratefully appreciate
any marked copies of papers or news items our street railway friends may send
us.'pertainin^^ cither to companies or oflicers.

DOES THE MANAGER WANT ANYTHING?

If vou contemplate the purchase of any supplies or material, we cati save
yon much tiitic and trouble. Drop a line to Thk Kkview. stating what yon are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for pnblistiinp such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association,
Entered at the Post Office at Chicago as Second Class Matter.

VOL. X,

ADGDST 15, 1900.

NO.

A Daily Edition of the "Street Railway Review" will be issued at
Kansas City during the conventions of the .American Street Rail
way Association and the Street Railway .'\ccountants' .Association.
The unqualified success of the Daily Edition last year, in Chicago,
renders unncccessary any remarks as to the demand for such a
publication. This year the first number will appear on the morning
of the second day, and continue on Thursday, Frithiy and Saturday
mornings.

Each morning at 7 o'clock the Daily will be distributed free to
all convention attendants, and a copy mailed to every subscriber to
the monthly edition of this publication at home and abroad.

Our arrangements for furnishing an absolutely complete verbatim
report of the proceedings in the two conventions, arrivals up to
midnight of the previous day, and reporting all the other interesting
features of tlio conventions are already arranged and of the most
extensive and detailed character possible. T!ie Daily Edition of the
"Review" will be one of the strong features of the annual gather-
ing.

In this connection it is proper to note with satisfaction the
prospects for a large attendance and a fine display of e-xhibits.
The street railway men of Kansas City, with characteristic Western
enterprise, are leaving undone nothing which can contribute to the
success of the meeting, and when the delegates arrive, those who
for the first time visit this young giant of the Southwest will be
astonished at the city and its facilities. The hotels arc excellent, and
of ample accommodation, and the exhibit hall is the largest ever
occupied by a street railway convention.

The program this year contains subjects of vital importance to
every manager, and we look for a large and enthusiastic attendance.

There was a strike of the motormen on the street railway at
Dallas. Tex., two weeks ago. and while it did not last long or
amount to much as a strike, there was one especially interesting
side light. The strike had only been on two days when the presi-
dent of the company received a telegram from St. Louis offering

the service of .)rxj idle molormen. Now the strike in Dallas was of
union men. and it was ex-union men in St. Louis who applied for
the places just vacated. Experience is a thorough teacher, though
sometimes the lesson is a sad and costly one.

Tlure have recently been two interesting decisions in Illinois
on the power of a municipality to direct where a street railway
shall be located. One case is that mentioned on page 414 of the
"Review" lor July where the city of .Aurora undertook by ordi-
nance to prevent the entrance of the Aurora & Geneva Ky. into the
city over a right of way secured by condemnation o( private prop-
erty, and the ruling was that the city could not locate a route for a
street railway. In the other case, reported in our legal department
this month, a village attempted to force a street railway to con-
demn private property for its location; the ruling was that a street
railway properly belonged in the streets and that authority for tak-
ing private properly could not be conferred by ordinance.

The riding public has never suffered to any alarming extent from
a lack of modesty in its demands upon street railways. Many re-
(juests are perfectly reasonable it is true, and some which arc not
are made in good faith, through a want of knowledge as to the
ditliculty or impossibility of granting them.

In some places, however, where interurban lines of one com-
pany connect with the city lines of another company at consider-
able distance from the business center, demand is being made for
transfers. In one case we have in mind the city council refused
entrance to the suburban road, and the city company would not
allow the suburban cars to use its tracks. Yet the public is de-
manding transfers.

Even where the outside road secures traffic arrangements with
the city road there is no good reason why some compensation
should not be paid for the additional city service rendered, and
where the distance is of any consequence it should be the full fare.

Mr. Gompers remarked the other day at St. Louis that the
strike had not failed there as it had caused the people to think of
the wrongs of workingmen (we presume he meant the wrongs to
workingmen). and had aroused them and opened the way to some-
thing better.

The St. Louis strike as a success ipr the Gompers followers re-
minds us of an incident in the erratic career of the Marquis de
Mores who spent several million dollars trying to establish packing
houses in the Bad Lands of Dakota. The cattlemen declared it im-
practicable to raise sheep on the range on account of the severe
winters. The marquis resolved to demonstrate that it could be
done, and accordingly shipped in ten thousand head one fall. In
the spring there were only a dozen or so alive. When his secretary
remarked on the dismal failure, the marquis indignantly retorted:
Failure, failure! Why it is a success. I have demonstrated it
cannot be done."

Mr. Gompers has certainly succeeded in demonstrating that when
he is radically in the wrong, as in the St. Louis strike, "it cannot
be done."

In our issue for .April last, page 210, brief reference was made to
the report of Mr. William Brophy. chief electrician of the wire
department of the city of Boston, in which he recommended that
the electrical construction division be discontinued, because the
work done by it was costing the city a great deal more than the
bids of reliable and responsible contractors. Since that time con-
siderable has been written and printed concerning these business
ventures of Boston, inaugurated under Mayor Quincy's adminis-
tration, and the hope is expressed that our friends, the socialists,
will now quote the results obtained with municipal ownership and
operation in Boston, rather than go to Europe for data. Some of
the specific examples of costly work are these: Estimates based on
current prices showed that certain electrical work on some of the
city's ferry-boats should cost $6,Soo: it did actually cost Sio,30O,
The electrical work on a city building for hospital nurses should
have cost $1,528; it really cost $4,754- The work on a city armory
should have cost less than $2,600. but the city had to pay nearly
S6.700 for it. Some work on a public school, estimated as likely
to cost $1,471 if done under contract, cost the city about $3,600. The
ice used in the city drinking fountains cost $60 a ton made at the

422

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

city's ice plant, and could have been bought for $3 a ton from private
companies.

There have been no charges of dishonesty. The results were due
to inefiicicnt management, largely the result of loading down the pay
rolls with incompetent men, who were given employment because
they had political "intlucnce."

Many of the cars built during the past year or two arc fitted
with electric push buttons by which passengers from their seats
may signal the conductor to stop the car, but from opinions ex-
presed by a number of managers it would appear that these have
not been entirely satisfactory. In fact, we know of a number of
instances where the use of the buttons has been discontinued and
the batteries taken out of the cars.

In Chicago it has been found that passengers very seldom sig-
nal in this way, seeming to prefer the old fashioned method of
notifying the conductor by raising the hand or by word of mouth
when they desire to alight. In this connection President Roach
of the Union Traction company is quoted as saying: "Push but-
tons for signals on street cars have been tried several times in
Chicago and invariably have proved failures. ' They are taken as a
joke by the traveling public, and would cause much annoyance
were they in general use. So much frequently depends on the
proper use of signals that they should be kept under control of
trained employes. From an every-day. practical standpoint the
push buttons are undesirable."

The same objections have been raised in New York and other
of the larger cities. Many passengers appear to have the idea that
the push button signals the motorman instead of the conductor and
as they do not allow sufficient time for the conductor to transmit
his signal they miss their corner and ill-feeling against the train-
men and company is liable to arise because of the misunderstanding.
Another source of trouble has been the interference with the but-
tons by children and irresponsible persons who often cause delay
and annoyance by ringing the signal when the car is crowded or
the conductor's back is turned. Taking it all in all, the signal
button seems to be an unappreciated improvement.

We publish this month a lengthy abstract of a paper on "Elec-
trolysis of Underground Metal Structures" by Mr. Dabney H.
Maury, engineer for the Peoria Water Works Co., of Peoria, III.
While it is not so stated we infer that this paper embodies much
of the evidence presented in behalf of the water company in its
suit against the Central Railway Co., of Peoria, to recover dam-
ages for the alleged injury of its pipes by electrolysis due to the
railway return currents. Mr. Maury makes a strong showing as to
the fact that the water pipes suflfered injury because of electrolysis,
but the question of the liability of the railway company, which is
not discussed in the paper, is of quite as much interest and im-
portance as is the fact of the injury.

It must not be forgotten that there are two sides to the question.
The suit has been pending in the United States Circuit Court for
over two years, and the evidence for the water company was heard
in December, 1898; the street railway presented its case last sum-
mer, but the report of the special master who heard the testimony
has not yet been filed, and no other complete presentation of the
railway company's contentions has been made. Among the wit-
nesses for the railway company examined last summer were Albert
B. Herrick, of New York; Oscar Stiles, of the Omaha Street Rail-
way Co.; William Hand and J. C. Noe, of the General Electric
Co.; Edwin M. Burch, then electrical engineer for the Twin City
Rapid Transit Co.; Professor Seaver, of Columbia College, and I.
N. Lovett, electrical engineer of the Omaha & Council Bluflfs Rail-
way & Bridge Co. As before stated, a comprehensive review of
the evidence given by these gentlemen has never been made public,
but from abstracts which we have seen we believe that one line
of defense was that the water company was largely to blame for
the trouble by reason of placing a great many of its gate boxes in
metallic contact with the rails of the railway company.

All the facts which might thus have affected the extent and
character of the injuries described in Mr. Maury's paper will have
to be known before any conclusions can be drawn as to whether
similar results are to be expected in other cities.

palitics. How can the municipality aid the street railways in giving
the public a better service?

Street railways are permitted to occupy space in the streets be-
cause they enable the public to use the streets to better advantage
than would otherwise be the case, and it is the duty of the munici-
pality to see that so important an agency is not needlessly hampered
in carrying out its purpose. In all large cities there is a district
where street traffic is much congested, and one of the recognized
problems is how to arrange the railways in such districts that the
public may enjoy more rapid transit. For years Tremont St. and
Washington St. in Boston were held up as horrible examples of
congested thoroughfares, and the subway was built at a cost of
$4,000,000 to relieve it. New York is building an underground line,
and in Chicago a system of subways is proposed as a solution of the
question. While the delays to car traffic are more marked in the
down-town districts there is a vast amount of time lost on the less
frequented streets, because the general wagon traffic, and particu-
larly loaded wagons make use of the better road afforded by the car
tracks.

In the article by Mr. Williston Fish, which we publish this
month, it is pointed out that the history of streets shows a con-
stant tendency to specialization, the most marked result of which
is the setting apart of the sidewalks for the exclusive use of
pedestrians, and it is urged that there be a similar provision made
for street cars. There is no necessity for setting aside whole streets
for the exclusive use of the cars as the boulevards are reserved for
light vehicles, but it is quite practicable to exclude other vehicles
from those portions of the street occupied by the car tracks, save,
of course, at street crossings. To do this would vastly increase
the efficiency of the street railways and result in an enormous sav-
ing of time to the general public.

The substitution of a T-rail for the tram rails so extensively used
in cities would do more than perhaps any one thing towards pre-
venting the usurpation of the car tracks by coal wagons and
heavy trucks.

NEW YORK STREET CAR BRAKE TESTS.

We would suggest as a subject for the consideration of the street
railway commissions which have been appointed by various munici-

On another page of this issue will be found an extended abstract
of the report of a competitive test of street car brakes made under
the direction of the Board of Railroad Commissioners of New York
in 1899. These tests are the only official tests of the kind of which
we have knowledge, and as they will doubtless be given wide cur-
rency it is important that the results thus obtained be estimated at
their proper value.

After an examination of the report a number of criticisms suggest
themselves:

1. Sufficient data as to the brake leverage and the dimensions and
material of the brake shoes are not given. Both of these factors
radically affect the length of the stop, and while the conditions may
have been strictly comparable the matter is certainly sufficiently
important to make an explicit statement desirable.

2. As stated in the report nearly all the contestants labored un-
der the disadvantage of not having opportunity to properly adjust
their brakes through actual service operation of the car, which is
much to be regretted.

3. Exception may be taken to using the formula ws' -^ d for
comparing the various brakes, because it does not take account of
the time that may elapse between the signal to apply brakes and the
actual application. To make a strictly accurate comparison the
formula should have two terms, one depending on the speed only
and the other upon the weight of the car and the square of the
speed. For a further discussion of this point see the "Review" for
May, 1899, page 336. The formula ws' -=- d is probably better than
the one it was at first proposed to use, ws -=- d.

4. Also, it might properly be urged that if the formula ws' -=- d
were to be used it should have been applied to each test separately
or at least to the average of those at the same initial speed, instead
of averaging all the results on the brake and then applying the for-
mula.

5. The allowances made for the skidded wheels seem to be very
arbitrary; also it is unfortunate that these distances could not have
been measured, and the cars weighed instead of both being esti-
mated.

These points are of minor importance when compared with the
defects in the recording apparatus disclosed by the curves. It is

Aug. 15, lyiw.J

STRLKl RAILWAY REVIEW.

423

st.Ttc'd ill tlic rt'ijorl of Mr. liariits, llic electrical i-xpcrl uf
ihc Board of Coniiiiissioncrs, that "llie standing of the respective
brakes, as shown in the foregoing tables, is only the result olitained
by the automatic recording inslrnnient, and the record of skidding
of wheels as noted." We may therefore look to the diagrams pub-
lished in the report when endeavoring to form an opiiiifin as to the
value of the results thus obtained.

These diagrams, two of which we have reprnduced. are W) in
number and each contains from two to four curves drawn with the
distances, in feet, run by the car as abscissae an<l the times in sec-
onds as ordinates. The total number of tests thus recorded on the
curves as published is 229. Of these 229 stops 54 were made from
an initial speed of 8 miles per hour; 51 from 12 miles; 52 from 13
miles, and 72 from an initial speed of 16 miles per hour.

A speed of 8 miles per hour is C(|uivalent to 11.7,3 '<■ per second.
An examination of the curves for the 54 stops from 8 miles per hour
shows that in every case the car traveled more than 11.73 ft- '" 'he
first second after the signal to stop was given; the maximum dis-
tance made in the first second was 23 ft. and the minimum 12 ft.,
corresponding to 15.7 and 8.2 miles per hour, respectively.

A speed of 12 miles per hour is 17.6 ft. per second. Curves for

velocity became as low as the initial velocity indicated for these
curves.

It is not reastjnable to suppose that the gentlemen making these
tests could have ridden on cars going at from 30 to 50 miles per
hour, and not realized that the speed was greater than 16 miles;
therefore, wo arc forced to the conclusion thai the lime and velocjly
records shown by the curves and tables of the report arc absolutely
worthless. .And the tact that this is true of one portion of the au-
tomatic apparatus, throws serious doubt on the other results ob-
tained with it,* and renders the table of the comparative standing of
the several brakes of no value.

The Board of Railroad Commissioners is composed of men who
arc not versed in technical matters and must therefore rely upon
the advice of their engineer, so thai the responsibility for this report
must be borne by Mr. Barnes; wc consider it very remarkable that
an engineer should have submitted such results.

Since the foregoing was written we have scanned with keen
interest the editorial pages of the technical papers and find that"
Mr. Barnes' report must have been what Mr. Dooley would call
"very imposing — to anyone who could be imposed upon." In this

DIAGR.\M NO. 21— TESTS OF STREET C.\R BR.\KES BY N. Y. K.\ILRO.AD COMMISSION.

this speed show that in ,15 nut of 51 cases the car ran farther tlian
17.6 ft. in the first second; the maximum was 36.5 ft. and the mini-
mum 8.0 ft., corresponding to 24.9 and 5.5 miies per hour.

A speed of 15 miles per hour is 22 ft. ;~»r second. Curves for this
speed show that in 30 out of the $2 cases the car traveled more than
22 ft. per second; the maximum was 38 ft. and the minimum 12 ft.
per second, corresponding to 25.9 and 8.2 miles per hour.

.\ speed of 16 miles per hour is 23.47 ft- P^r second. Curves for
this speed show that in 47 out of 72 cases a greater distance than
23.47 ft- wa* run in the first second; the maximum was 75 ft. and the
minimum 6.7 ft., corresponding to 51.2 miles and 4.6 miles per hour.

In soine cases it was found that, according to the curves, the car
traveled farther during each of the second, third, fourth, and even
fifth seconds of the stop, than it would have gone in one second at
the initial speed.

Further, in 13 of the tests, involving four difl^erent brakes, the
curves show that the car ran farther after the brake was applied than
it W'ould have gone had it been allowed to proceed unchecked at
the indicated initial speed. In 7 of these 13 tests the car was run-
ning up grade.

Measurements of velocity from the slope of the curves on Cross-
section Sheet No. 21 show that it was only after two-thirds or three
fourths of the total distance of the "stop" had been made that the

latter class we are grieved to find some of our most esteemed con-
temporaries.

The Western Electrician believes that the report is a "valuable
addition to technical literature, and is the first thorough investi-
gation of street-car braking ever made the results of which are
public."

The Engineering News believes the .vork to be "the most im-
portant and exhaustive series of test street car brakes ever un-
dertaken," and in its issue of August 2d the pnncipal editorial, near-
ly three pages, is devoted to "an at'»!npt to summarize the main
results reached by these tests and the :.iost important lessons to be
drawn from them." The conclusion is that the commission by its
conduct of the tests has rendered a s -eat public service.

• ■ »

The beautiful trip from Meriden, Conn., to Compounce Lake, by
way of the Meriden, Southington & Compounce Tramway, is de-
scribed in an interesting illustrated pamphlet issued by the company.

The first few J .vs of the St. Louis street railway strike recalled
to the minds of the o'.jer inhabitants a period in 1871, when every
street railw y line in the city had to suspend operation for several
weeks, ow'-g to an epidemic of influenza among the horses.

424

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

The System of the Indiana Railway Co.

The lines of the Indiana Railway Co. serve the cities of South
Bend, Mishawaka, Elkhart and Go.shcn, lying in the valley of the
St. Joseph River in northern Indiana. The aggregate population
of these four places and the intermediate country is about 70,000
distributed as follows: South Bend, 36,000; Mishawaka. 6,000;
Elkhart, 17.000; Goshen, 9,000; in addition there are on the route
two stations of the Lake Shore & Michigan Southern R. R., Osce-
ola w-ith 100 and Dunlaps with 150 inhabitants. Tlie Indiana Ry.
calls its station at the latter point Dunlap.

This territory oflfers almost ideal conditions for an interurban
electric railway; the valley of the St. Joseph River — one of the most
beautiful and picturesque streams in the state — is a rich farming
country, and the four towns are all manufacturing centers. South
Bend is the fourth city in size in the state; among its large plants
are the Studebaker wagon and carriage works and the Oliver plow
works, and there are a host of smaller factories. The Singer

l)uilil to Nilcs, Mich., which is a town of 6,000 pui)ulatiun. about
10 miles north of South Bend, and thence to Buchanan, a town
of 4,000 population about five miles west of Niles. This exten-
sion would pass close to the Catholic schools, Notre Dame and
St. Mary's, which are two miles due north from the city.

All the urban franchises of the Indiana Railway Co., save that
for Elkhart, which expires in 1926, are perpetual; in the country
about 18 miles are over a private right of way, and for the remain-
der of the distance, where the highway is used, the company has
a perpetual franchise. The franchise conditions as to what the
company shall do are not unreasonable; the ordinances require
that cars be run at half-hour intervals during the day, and that the
company pave between its rails in Elkhart, and between the rails,
between the tracks and for u in. outside in South Bend, Mishawaka
and Goshen,

niSTOKV AND ORn.\NIZ.\TION.

The Indiana Railway Co. was organized Mar. 15, 1S99. and was
the result of the consolidation of five companies known as the
South Bend Street Railway Co., the General Power &' Quick Tran-
sit Co., the South Bend & Elkart Railway Co.. the Indiana Elec-
tric Railway Co., of Elkhart and Goshen, and the Elkliart
Goshen & Southern Railway Co,

I. The first of these was in turn the result of a consolidation.
The South Bend Railway Co. was organized in 1885 and built an
eight-mile horse line. Shortly after the completion of this road the
South Bend & Mishawaka Street Railway Co. built two lines
from South Bend to Mishawaka, one four miles long on the south
side of the river, and one five miles long on the north side; this
company passed through a receivership in 1888 and in 1889 was
consolidated with the South Bend Ry. as the South Bend & Mish-
awaka Railway Co, The lines were then in part equipped for elec-

Sewing Machine Co. has recently purchased land here and will
erect factories giving employment to 2,500 persons; this it is esti-
mated will add 10,000 to the permanent population, Mishawaka
is perhaps best known for the Dodge wooden pulleys made there
and Elkhart for its band instruments, while at Goshen are numer-
ous smaller factories. The population on the easteraf end of the
line is smaller than on the South Bend-Mishawaka division, but
the traffic is greater than might be expected, because of the fact
that while Elkhart has twice as many inhabitants as Goshen, the
latter is the county seat, and business in court necessitates a trip
to Goshen.

Between South Bend and Goshen the Indiana Ry. parallels the
Lake Shore & Michigan Southern, and as one result a dummy serv-
ice, formerly maintained by the latter between Elkhart and Goshen,
has been discontinued, and the Lake Shore turns excursionists over
to the Indiana Ry. at Elkhart. The most friendly relations exist
between the two managements and the steam road was very accom-
modating in arranging lor crossings, and in several instances
exchanged lots with the electric line where doing so would enable
the latter to secure a better location. This policy is quite differ-
ent from that usually pursued by steam railroads in other places,
but the position taken by the Lake Shore officials was that the
electric interurban would increase general traffic; this in turn
would result in increased freight business to the railroad company.

There appears to be but little inducement for any further ex-
tensions eastward, but the company has procured franchises to

tricity and operated till 1894, when they were sold under foreclosure
proceedings and bought by the South Bend Street Railway Co.

2. In 1894 the South Bend & Mishawaka company forfeited its
rights on the south side of the river by reason of inadequate and
inefficient service, and the General Power & Quick Transit Co.
was organized, and built an electric line between South Bend and
Mishawaka, replacing that of the old company south of the river.
This line was opened for traffic Jan. i, 1896,

3. The Indiana Electric Ry, was organized May 15, 1894, and at
foreclosure sale bought the property of the Elkhart Electric &
Railway Co,, operating a local line in Elkhart. The Indiana Elec-
trict Ry. was controlled by Mr, J, J, Burns, of Goshen, The local
lines in Goshen originally built about 1893 were acquired by the
Indiana Electric Railway Co.

4. The Elkhart, Goshen & Southern Railway Co. was organized
in i8g8 to build a line between Elkhart and Goshen, but had only
proceeded as far as securing the rights of way when it was absorbed
by the Indiana Electric Railway Co.

Aug. is, 1900.]

STREET RAILWAY REVIEW.

425

S. The South Bend & IClUIiait Railway Co. was organized Mar.
8, i8g8, to build an electric line to connect the South Uend-Mish-
awaka and the Elkhart systems.

The beginning of the present excellent system of the Indiana
Railway Co. was in i8rj7, when the South Uend and the Quick
Transit properties were bought by Messrs. Arthur Kennedy and
Francis J. Torrance, of Allegheny City, I'a. The whole of the lines
thus acquired were rebuilt in i8f)8, except the four miles built by
the Quick Transit Company, in i8(j6. The rails taken up, and the
whole cciuipments of the old companies were lit only for scrap.

Mend is a double loop, a portion or the whole of which is used by
all the cars operating in the city. Intcrurban cars run over the
whole loop, leaving the company's ofTicc, which is at the northeast
corner of the loop, on the even hours from 6 a. m. to 11 p. ni.; the
run to the center of Goshen, a little more than 26 miles, is made
in an hour and a half, so that three cars give an hourly service
both ways. On Sundays and other days when special conditions
justify it. the number of cars on this line is doubk<l and a half-
hourly service given. Intcrurban cars stop at signs which arc
placed at intervals of I, SCO to 2,000 ft.

I'AXORAMA OK SPRINC.BKOOK PARK.

Oct. I, 1898, Messrs. Kennedy and Torrance bought the properties
in Elkhart and Goshen of the Indiana Electric Co., and on October
loth of that year, began building the line from Goshen to Elkhart.
Ground was broken on October loth and on December 21st the
new ii-mile road was opened fur traffic. This particularly
rapid work was done in the face of great difficulties; for the first
month there were heavy rains, and then the ground became frozen
to a depth of nearly two feet, so that it was necessary to blast on
the last three miles. In the following spring the line between Elk-
hart and Mishawaka was put under construction and finished .\ug.
I, 1899, connecting up and completing the entire system, which
now has 42 miles of track. There are about 2 miles of double track,
of which i]4 miles are on the intcrurban line east of Mishawaka.
The system does not present any startling features, but it is a
model of substantial construction and good management. The
work of rebuilding and extending the lines of the company was
under the immediate supervision of Mr. William Cummins, and
the excellent condition of the property stands today as a monu-
ment to his energy and skill as a constructor.

When the foregoing history of the companies formerly operating
in this territory, and the financial condition of the street railways
of the other towns of Indiana in the latter part of the go's are
considered, the courage displayed by the present stockholders of
the Indiana Railway Co. will be appreciated. It was clearly seen
that bonds of a paper street railway in Indiana would go begging
among eastern investors, so the stockholders furnished the neces-
sary funds and the bonds were not issued till the road was built
and the results of operation had shown that the confidence of the
promoters was fully justified.

The authorized capital stock of the Indiana Railway Co. is
$1,000,000. all of which is paid in. The authorized funded debt is
$1,000,000. and $900,000 of 30-year 5 per cent gold bonds, due Jan.
I, 1930, have been issued, $100,000 of the bonds being held in the
treasury to pay for further pcrnianent improvements already con-
templated.

The directors of the company are: .Vrthur Kennedy and Walter
Lyon, of .Allegheny City, Pa.. James McM. Smith and J. B. Mc-
Cancc, of South Bend, and W. L. Stonex.. of Goshen. A con-
trolling interest in the stock is held by .\rthur Kennedy and Francis
J. Torrance, of Allegheny City. The officers and operating staff
are as follows: President, .Xrthur Kennedy; vice-president and
general manager, James McM. Smith; secretary and treasurer.
James B. McCance; superintendent, Mark Cummins; chief engineer,
William Cummins; assistant superintendent. C. M. Cubbison.

OPER.\TIOX.

The map clearly shows the present system and also the proposed
extension to Michigan. In the central business district of South

The so-called local service in South Bend includes the two routes
to Mishawaka, the cars on both of which run over the whole
loop. On the North Side line to Mishawaka, which is a little over
four miles long, two cars are run giving a 30-minute headway. On
the South Side line are four cars, giving a i5-minute service; this
route extends to the eastern limits of Mishawaka. In South Bend
are three other lines: On the Michigan St. route, which is that
through the city from north to south, are two cars, giving a 15-
niinute service. On the Washington St. route, which is that run-
ning due west, two cars give a 12-minute service, leaving the office
on the even hours and each 12 minutes thereafter. On the ChapiD
St. route one car gives a 30-minute service. That portion of Wash-

■'^'^- ' rik^-

MICHIGAN- ST., SOUTH BEXD.

ington St. used by the two lines is double tracked, and cars on both
these routes run around the eastern portion of the loop. .Ml these
local lines are on the best residence streets.

In Elkhart three local cars are operated; two are on the east
and the northwest branch lines, and one on that portion of the
intcrurban line that is within the corporate limits, running over the
line ahead of the intcrurban and following the intcrurban back to
avoid having the intcrurban cars stopping for purely local trafiBc.
In Goshen one local car is operated.

TRACK AND OX'XRHEAD WORK.

All of the track is either newly laid or has been entirely rebuilt
since 1898, except the four miles of the South Side line built in 1896,

426

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

and a short section of the local line in Elkhart. This year two
half-mile extensions to the Michigan St. line in South Bend were
made, and a half-mile more will be added to the eastern local lino
in Elkhart. The other Elkhart track mentioned will be rebuilt as
soon as sewers and other street improvements are completed.
The topography is particularly favorable, the only grades worth
mentioning being two of about 3 per cent, one 400 ft. and one 800
ft. long.

In the country the track is laid with 70-lb. 4H-in- T-rails, but
in all streets which arc paved or which are at all likely to be paved
within the next five years 70-lb. 7-in. T-rails have been used. All

VIEW ox SOUTH BEND-MISH.\\VAK.\ LINE.

of the 7-in. rails and also those on the line between Elkhart and
Goshen are in 6o-ft. lengths and were rolled by the Lorain Steel
Co. The rails between Elkhart and Mishawaka are in 30-ft. lengths.

The rails are laid on white oak ties, which are 6 x 8 in. x 7 ft. in
paved streets, and 6 x 8 in. x 8 ft elsewhere. The joints on low rails
are made with 6-hole angle splice bars and bonded with No. 0000
stranded Washburn & Moen bonds placed under the splice bars.
For the 7-in. rails 6-hole splice bars are used, and all joints double
bonded, one No. 0000 Washburn & Moen bond under the plates and
one No. 0000 outside. All joints are of the suspended type.

Details of the track construction are shown in the sketch.
For the 7-in. rails in paved streets a bed of gravel 6 in. deep

<■»!-

uzjiZEBiZTzn::

e'i ax 7' OAK TIE

^^^^T^^B

TR.\CK CONSTRUCTION IN P.WKD STREETS-

is put down, the ties are laid on this 2 ft. between centers, and
the spaces between filled with concrete made of S parts gravel,
2 parts sand, and i part cement. The concrete comes flush with
the tops of the ties, and above this is sand 3 in. deep as a foun-
dation for the paving. Special bricks are used to give a flange
way; they are made in whole and half bricks to permit break-
ing joints without using bats, and have given excellent satisfac-
tion. On the outer side of the rail cement is placed as indicated
in the sketch to provide an end bearing surface for the brick flush
with the side of the rail head. Where the streets are paved with
asphalt one row of special bricks is placed on the inner side of the
rail to make the flange way, and on the outer side two rows of
bricks are placed endwise, breaking joints, and the asphalt rolled
against the bricks. Tie rods are placed 10 it. apart wherever 7-
in. rails are laid. The special work was all made by the Lorain
Steel Co., and has "guaranteed" centers.
The soil between Elkhart and Mishawaka is gravel and sand.

suitable for ballast, and this portion of the line has been ballasted.
The gravel is about J in. deep over the tics at the center and sloped
off to give drainage. On the fills the shoulders are about 4 ft. be-
yond the ends of the ties. There was one cut 6 or 7 ft. deep for a
short distance about two miles southeast of Elkhart, but aside from
this the cuts and fills were all very light.

Between Goshen and Elkhart the soil is more of a loam, and on
iliis portion of the line the soil is filled in over the ties, both be-
tween and outside the rails, high enough to cover the rail webs.
This holds the track in line, but the intention is to remove the
loam and ballast with gravel. The entire roadbed, excepting only
ihe short section in Elkhart previously mentioned, which will be
rebuilt when the street improvements are completed, is an ideal
condition of alignment and surface.

Spring switches and frogs are used on the interurban line.
Where interurban cars have to pass loose point switches, blocks
are used with the object of preventing the rear truck of the inter-
urban from taking the wrong track because of the switch point
slipping.

The private right of way, which is from 30 to 50 ft. wide, is
all fenced with wire; between Elkhart and Goshen steel posts are
used. Steel cattle guards made by Fairbanks, Morse & Co., are
in place at all highway crossings between Elkhart and Goshen
and are to be installed on the other portion of the line.

The length and position of switches on the interurban line are
as follows (see map) : Keely, 400 ft. ; Dunlap, 400 ft. ; south limit
of Elkhart, 300 It.; center of Elkhart, 100 ft.; Whitaker, 200 ft.;
east of Mishawaka, ly^ miles of doulile track; western part of Mish-
awaka, 200 ft.; Springbrook Park, 600 ft.; near southeastern limits
of South Bend, 400 ft.

The overhead line is carried on wooden poles, except m the main
c>treets of Elkhart and Goshen, where iron poles are used. All
except 21/2 miles between South Bend and Mishawaka is the span
wire construction. On this section side brackets designed by Mr.
Smith are used. This bracket is shown in one of the engravings. A
casting is fastened to the pole by two bolts 18 in. apart; eyes in
the top receive a piece of lyi in. wrought pipe, which is clamped by
set screws; the yoke fits loosely in the end of the pipe, and by
setting up on the bolt holding the guy wire the desired stress
is put on the lower or span wire. Globe strain insulators are
placed at each end of the span wire; both the span and guy are
f^-in. stranded cables.

The wooden poles are 35 ft. long willi 8 in. tops; the iron poles
are 30 ft. long, in three sections, 5 in. at the top, and set 6 ft.
deep. In South Bend, in order to reduce the number of poles
in the streets, the railway company joins with the telephone and
telegraph companies where both are in the same street, erecting
one line of large poles used by both, and on the opposite side of
the street, poles of the railway's standard size. In Mishawaka and
portions of Elkhart and Goshen the railway company put up poles
somewhat longer than was necessary, and permits other companies
to use them for wires without compensation; the object, of course,
is to keep the street from being disfigured by several rows of
poles.

Michigan St. in South Bend, which is shown in one of our illus-
trations, is said to be the street on which an electric motor car was
first operated in practical service in the United States.

The trolley wire is No. 00, all furnished by the American Steel
& Wire Co., and the other line material is of the Ohio Brass Co's.
make.

POWER HOUSES.

It is the intention of the company to build a water power plant
on the St. Joseph River opposite Osceola, where a head of 18 ft.
is available. This point is near the center of the system, and
direct current could be distributed on the booster system or three-
phase transmission lines and sub-stations installed. The plans for
this are not settled as yet, however. The present power stations
are regarded as merely temporary, though when the proposed cen-
tral station is built a portion of the present steam equipment will
be held as a reserve. The power stations are at Dunlap, Osceola,
and South Bend.

The South Bend station is a brick building 40 x go ft., situated
on the line of the Grand Trunk Ry. Its equipment comprises two
Buckeye simple non-condensing engines, 26^ x 36-in. cylinders,
running at 125 r. p. m., belted to two 250-kw. Westinghouse gen-
erators; five tubular boilers, 60 in. x 18 ft.; one Warren Webster

Aug. is, 1900/

STREET RAILWAY REVIEW.

427

Soo-h. p. feed water heater; Dcane and Worthington pumps. The
switchboard is of white marble with a panel for each of the two
station generators and four feeder panels. The voltmeters and
ammeters are Weston and the circuit breakers Wcstinghousc. Wa-
ter is taken from the river and delivered to the tank, which is in
a covered building adjacent to the power house, by a pump driven
by a is-h. p. electric motor. The pipe line is 600 ft. long and the
lift 12 ft. The water contains considerable lime and magnesia
and a solution of sodium tri-phosphatc is introduced into the feed
between the pumps and the heater. The steam jiressurc is 100 lbs.
At this station is a lighting plant, intended for the company's

I'lC. 1. FIG. 2.

service only, consisting of a Wcstinghousc "Standard" engine
belted to a j.ooo-ligbt Westinghouse alternator. Manhattan arc
lamps will be used.

At Osceola the power station and car house are in one building,
which is 40 X 300 ft. The frame is of wood and the roof and
sides of corrugated steel. A sheathing of wood and tar paper is
laid under the iron roof; the roof is carried on trusses, leaving a
clear floor space. The equipment comprises three tubular boilers;
two 22 X 33-in. simple non-condensing Buckeye engines, belted,
one to a 200-kw. General Electric, and one to a 250-kw. Westing-
house generator; one Warren Webster 400-h. p. vacuum heater;
Worthington feed pumps. The steam pressure is 100 lbs. On each
engine is an 8-in. "Zigzag" steam separator made by J. S. Stephens.
The switches and instruments are mounted on a wooden frame.
Wurts tank lightning arresters are used.

The Dunlap power station is a building similar to that at Osceola,
40 ft. X 100 ft. Here are three return tubular boilers and one simple
Allis-Corliss engine driving a jack-shaft, to which are belted three
D-62 generators running at 900 r. p. m. The switchboard has
Westinghouse instruments. The engine, generators, and switch-
board were removed from the old station of the South Bend Street
Railway Co. The minor equipment here includes a Wurts tank
lightning arrester, Blake and Deane feed pumps, a Peneberthy
injector, and an "Excelsior" feed water heater.

The South Bend station is operated from s a. m. to 1:15 a. m.,
the Osceola station from 5:45 a. m. to 12:35 3. m., and the Dunlap
station from 5:30 a. m. to 1:00 a. m., and the total average daily
consumption of fuel is about 17 tons of Hocking Valley coal, cost-
ing $2.45 per ton delivered, .^t each station there are two shifts
of three men each, engineer, fireman, and coal passer. ,\t present
the lines taking power from the South Bend and Osceola stations
are connected, and those supplied from Dunlap will also be cut in.

The feeders comprise: One 300,000-c. m. line from Dunlap to

Goshen, four miles; one line from Dunlap to Elkhart, five miles,
of which the first mile is 300,000-c. m. and the rest No. 0000; one
line from Osceola to Elkhart, five miles, of which the first half-
mile is 500,000-c. m. and the rest 300,000-c. m.; one line from
f^^ccola to .Mishawaka, five miles, of which the first mile is 500,000-
c. ni. and the rest 300,000-c. m.; two lines from the South Bend
power station to the loop in South Bend, J4 mile, of which one is
Soo,ooo-c. m. and the other 300,000-c. m.; one No. 0000 feeder from

I i

-^ 1 O

DIAGHAM OF FKROBRS.

ilic loop in .South Bend to Springbrook, two miles. The feeders
are all tapped into the trolley line at intervals of 1,000 to 1,500 ft.

CAR BARNS.

The car barns arc all of the wood and corrugated iron construc-
tion, similar to the power houses at Osceola and Dunlap. There
are in all four car barns; one at Dunlap, 40 x 300 ft., one at
Osceola, 210 x 40 ft. (part of the single building;, two in South
Bend, one 66 x 120 ft., and one 35 x 120 ft. In all these buildings
the roof is carried on trusses, so that the floor space is left clear; in
each there is a pit for the convenient inspection of motors and
trucks. The trolley wires are hung below inverted flat troughs.
The cost of these 40 x 300-ft. buildings was about $1,500 each.
These buildings are temporary in character and the company has
recently purchased a square of ground in South Bend centrally
located for the erection of a commodious and permanent car barn
and shops to be built of brick and steel.

The repair shop is 66 x 50 ft., being a part of one of the power
stations of one of the old companies. The front portion has four
tracks, one with a pit. In the rear are the machines, which include
I planer, i Barnes drill press, i engine lathe, and I emery grinder;
these machines are driven by a 22-h. p. soo-volt motor. One comer
of the building is partitioned off for a forge shop.

.^t the shop and car houses I machinist, I blacksmith, i car-
penter, I painter, 3 laborers, and 4 car washers are employed. As
will be apparent from the small number of machines in the shop,
only light repairing is done here, wheels and axles, and motors
being sent to the makers when necessary.

One man is employed as car inspector and instructor of motor-
men, to which he devotes all his time excepting on busy days at
the park when he is occupied for an hour or so in starting cars
properly. The inspector makes a careful examination of interurban

FIG. 3.

FIG. 4.

cars once each trip, and the local South Bend cars as often as
their schedules bring them w^ithin reach and his time permits.
Cars on the local lines at Elkhart and Goshen are inspected at
Dunlap at night after they are brought into the car house. All
cars are inspected for low armature bearings once each week.
The inspector tries to slip a wooden gage 1-16 in. thick between
the armature and lower pole pieces, and if it will not pass the
bearings are renewed. All armature bearings are put in by the
same gang of men, so that the personal equation is eliminated to a
great extent and uniformity secured.

The superintendent. Mr. Mark Cummins, has designed a set of
forms and jigs for babbitting bearings, which we illustrate and
will doubtless be found interesting. All armature bearings, motor

428

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

axle bearings, and interurban journal bearings are babbitted. For
armature bearings the jig in Fig. l is used; the two halves of the
bearing arc set around the mandrel and wrapped with a piece of
sheet asbestos, outside of which is a sheet iron clamp, set up by
thumb screws. The groove in the base serves to center the mandrel
in the bearing. Motor axle bearings having an end bearing of
babbitt arc cast over the jig shown in Fig. 2. The flanges on the
bearing shell fill the top of the groove in the base and are held
at, the proper distance, Ji in., from the bottom by the set screws
shown.

After casting, both styles of bearings are turned in the lathe.
Mr. Cummins states his experience to be that special chucks for
holding the bearings while being bored Sre not desirable, because
of the fact that the outside of the shell will wear to an appreciable
extent, and if bored in a chuck of uniform diameter the axes of
the hole and of the shell are liable not to be parallel. The shells
are. therefore, centered in a chuck with independent jaws for bor-
ing. The tool used is a piece of shafting with one end squared to fit
the tool rest of the lathe and a transverse hole through the other
end; in this hole the cutting tool proper is inserted, projecting at
right angles to the body or holder, and held in place by a set screw.

While it is considered desirable to cast the bearings over man-
drels of the exact size of the journal and thus save boring and
utilize the greater wearing qualities of the metal, it is not prac-
ticable to do so, because the journals vary in size after wear.

The journals of the axles or interurban cars are 4 x 8}4 in.; the
contact surface of the bearing has a projected width of 2"4 in. For
pouring these shells they are clamped to the form shown in Fig. 3.
The form is a piece of tubing 4 in. in external diameter by 8 in.
long, with two pieces riveted to opposite sides. For the single
truck cars brass journal bearings are used, the axle bearings being
3^ X 8 in. and the contact surface of the brass ij-l in. wide. The
contact faces are bored on the drill press. For holding the bearing
a casting, such as shown in Fig. 4, is bolted to the table, and the
brass clamped to the vertical face. The boring is done with a bar.
the lower end of which is guided by the hole in the center of the

1. Carriage Staud.

2. Proposed Bridge.

3. Lake.

4. Island.

5. Grand Stand.

6. Proposed Theater.

instruct the men how to handle their controllers, brakes, etc.
There is more variety in the power house apparatus than else-
where on the system, this being because, of all the equipment
acquired from the old companies, only that in the power houses
was in part serviceable.

The cars were all made by the St. Louis Car Co. and comprise
27 nine-bench open, 4 ten-bench open, and 21 closed motor cars

MAP OF SPRINGBROOK PAKK.

table. The drill has an automatic feed, and requires no attention
until the brass is bored.

ROLLING STOCK.

The policy of the company is to have all its equipment as nearly
uniform as possible, thus enabling a smaller stock of repair parts
to be kept on hand, and making it much easier to thoroughly

MOVABLE STAGE At SPRINGBKOOK PARK.

on single trucks, 10 interurban cars on double trucks, and 8 nine-
bench open trailers.

The interurban cars are 42 ft. over all, mounted on McGuire
No. 39 trucks, equipped with four Westinghouse 49A motors. The
controllers are the Westinghouse B6. The wheels for these cars
are of the double plate type and weigh 500 lb. each, made by the
Griffin and Bass companies; the a.xles are 4^/4 in. at the center,
and 4 in. at the journal. Nuttall gears are used. The cars are vesti-
huled at both ends and plate glass is used on the interurban cars
throughout; the increased cost by reason of using the plate glass
was $65 per car, but the better appearance of the car is considered
to more than justify the expense. The electric heaters were fur-
nished by the Consolidated Car Heating Co. The head-lights are
the Crouse-Hinds changeable type. Each of the interurban cars
has 18 full-size double seats and 4 slightly shorter seats for cor-
ners; the 18 seats have reversible backs, but the corner seats are
backed against the bulkheads. The curtains on all cars are of
"Pantasote." Push buttons for signalling the conductor are on
the posts of all cars. For cleaning the vestibule glass in front of
the niotorman, a rubber window wiper is carried on each car.
Interurban cars are run for only nine hours, three round trips, per
day in regular service.

The smaller motor cars arc mounted on McGuire single trucks,
and are equipped with two Westinghouse No. 49.-^ motors and B3
controllers. The wheels are of the spoke type, 33 in. in diameter
and weigh 400 lb. The small closed cars have the same type of
vestibule as the interurban and have "Consolidated" panel heaters.
New Haven fare registers are used on the local cars.

The company has a full double equipment of trucks and motors.
The equipment includes 2 McGuire sweepers and i Trenton tower
wagon, and 2 Taunton snow plows have been purchased for
immediate delivery.

There are 40 motormen and 40 conductors in the service. On
the interurban line, the crews make three round trips per day;
one crew working from 6 to 12 and from 3 to 6, and the other
from 12 to 3 and from 6 to 12; these hours apply to the men run-
ning from the South Bend barn, there being a slight difiference
in the starting time for the other terminus. On the local lines
three crews handle two cars, they are the swing crews, the early
straights and the late straights. The early straights take one car
from 6 a. m. to 6 p. m., with the relief at noon, and the swing men
then run it till 11 p. m.; the swing men have the other car from
(t a. m. t(i II a. m. and the late straights then take it till ii p. m.
with relief at supper time. The employes other than tliose men-
tioned are 12 men and 2 foremen on track work and I lineman
who has I helper.

Aug. 15, 191x1.

STREET KAILWAY REVIEW.

429

'I'lu' m.iiiaKfiiH'iil is ti]i|i(isi-i| Id iciiii|iailiiK-nl cars, .inil for lliis
reason prohibits sinokiiiK 011 all c.M-eiJt opi-ii cars; as wonicii atul
children, who consliliUc liy far Ihe larger nnnibcr of passengers, do
not like to pass iImohkIi a crowcl ni men who are smoking, no
smoking is permitted on the pl.itlornis of closed cars.

The destination signs used at present arc enamelled, white let-
ters on a bhic background, slipped into brass sockets attached to
the d.-ish. .Xt night oil signal lights are used, designating the dilTer-
enl lines and as a preeanlion against re.ir-end collisions.

The Indiana Railway Co. has two parks, one at Springbrook and
one at Dnnlap. The General Power & (Jnick Transit Co. pur-
chased about 30 acres on the south side of the St. Joseph River,
midway between South Bend and Mishawaka, and opened a base-
ball park in i8gO which has been maintained by the succeeding
company. A covered amphitheater sealing i.JOO people and some
"bleachers" were erected when the ball field was laid out. The
Indiana Railway Co. recently purchased more land .and now has
82 acres, 38 on the north side and .)-! on llu' s.iulli side of the
river, lying as shown on the ntap which also gives the general
scheme of walks and buildings that will be followed in improving
the newer portions. The original park is the southeastern porticm
of the property and is already a beautiful resort. The extreme
southeastern corner wdiere the ball field aiul ampitheater arc
located is level and from 25 to 30 ft. higher than the rest of the tract
south of the river. North of the river also there is a rise of 30 ft.
from the river bank to the north line of the property. On the lower
level in th; r.ar of the ampitheater is an artificial lake about 500 ft.
long in wdiich have been planted many varieties of water lilies. A
bandstand is on an island in the lake.

The river is about 300 ft. wide at the narrowest point shown on
the map of the park, and a bridge will be built at the place indi-
cated. A spur track for waiting cars has just been completed; this
extends along the cast line of the south side park to the proposed
site of the theater pavilion. On the north side a loop will be built
as indicated, thus giving, when the bridj^e is built, access to the
entire park from both lines of the road.

At Dunlap the park is an oak grove of some 10 acres and a
cleared field adjacent laid out for a baseball diamonrl. A theater
which will be described later was built in the grove, but no scats
are provided at the ball field. This property lies about 200 yd. froin
the railway line and is held under lease.

This season the company wished to try the experiment of giving
vaudeville performances at its parks, but hesitated to spend any
considerable sum until satisfied that the \enture would be finan-
cially successful. Estimates show-ed that a suitable theater and
pavilion would cost about $10,000, which was considered too much
for a doubtful experiment. The solution adopted was extremely
novel and has admirably served its purpose in demonstrating that
a theater will pay.

Having the covered baseball ampitheater at Springbrook Park,
with a level field in front, a covered stage was built and mounted
on wheels so that it could be moved in front of the seats for the
performance and drawn to one side during ball games. This
movable theater is 20 x 30 ft. with an arched stage opening of 20 ft.
The platform on which it is built consists of four longitudinal tim-
bers 6x8 in., tw'o placed flush with the sides and two 10 in. inside;
the end sills are also 8 x 10 in. and bolted to the longitudinal sills
with half-lap joints. Under each pair of longitudinal sills are three
wheels 30 in. diameter and 8 in. face made of 2-in. oak planks sawed
out and spiked together. The axles are ij'j-in. square iron with the
ends turned down for journals. The bearings are castings bolted
directly to the under sides of the sills. The platform is braced
diagonally by two 2 x 10 in. x 14 ft. joists between the inside sills
at each end. Joists arc laid on the sills and covered with matched
pine flooring, except in the center of the stage where maple is
used to make a better dancing floor. The walls are of lap siding
on a framing of 2 x 4-in. studding, and the building is covered by
a hip roof. The stage is 40 in. above the ground. There are the
usual curtain and wings. At the rear are two dressing rooms, one
in each corner, 4x8 ft. The entire cost of the building, including
the scenery, was*$250. It was completed in less than a week.

The stage is moved into position by a team of horses hitched to a
rope which is rove through a block attached to the building and
the other end fastened to a stake; the block is on a wire cable

fastened to hooks at the corners of the buildingo. I'lanks are laid
on the ground lo form a belter track (or the wheels.

'I'he Dunlap theater is similar in construction save that it is
mounted on p(<sts instead of wheels, and that larger dressing rooms
are provided. The stage is 18 x 30 fl. with an opening 20 ft. wide.
The dressing rooms are in a lean-to at the rear 8 x 30 ft. Twenty

VIKW IN" SPRIXGBKOOK H.AKK.

incandescent lamps are arranged over the arch of the stage opening.
as is also the case at the Springbrook theater, and a plank with
other lamps attached placed in front lor footlights.

The piano, constituting the orchestra at this theater, is placed on
a platform in front 01 the building, and when not in use is boxed in
and locked; the top of the box is covered with tin to make it
water-tight. The cost of the Dunlap building was about the same
as that at Springbrook, $250. Benches with seats for JW) people
are placed under the trees. This park is also popular with picnic
parties.

A charge of 5 cents is made for admission to Springbrook Park,
(reserved seats 5 cents extra) but at Dunlap the park is free to
all passengers because of a higher fare, park tickets being issued
as patrons leave the cars.

Citizens of South Bend. Elkhart, and Goshen have recently or-
ganized a country club and have a tract of iio acres, lying between
the railway and the river, where a club house has been opened.
Golf, tennis, and boating are popular with the members, and con-
siderable new traffic over the railway has developed in consequence.
Station No. 4 on the interurban line, which is opposite the club
house, has been renamed "Somielgo," which some of the local
philologists say is a Shawnee word meaning "Beautiful Links."

TICKETS AND RATES OF FARE.

The local fare in South Bend (incjuding the two lines to Misha-
waka). Elkhart, and Goshen is straight 5 cents. Books of 40 tickets
good on the local lines are sold for the accommodation of patrons,
but no reduction in price is made for these; they are mostly bought
by merchants who have occasion to send their employes on er-
rands.
The tickets other than those just mentioned are:
I. Conductors' Interurban Cash Fare Slip. This is the type
patented by the National Ticket Co. of Cleveland. In Fig. A we

430

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

reproduce the conductor's stub side of one of these slips to show
the rates of fare for single trips.

2. Conductors' Interurban Cash Fare Slip for children. The
stub side of this ticket is shown in Fig. B, and gives the rate of
fare for children.

Where it is desired to extend the courtesies of the road to one
who will have use for a few tickets only, the same form is used,
the words "Pass One" being stamped on the back. The original is

iH X Ji in.
6. Employes Tickets. Employes arc carried on their badges when

£
e

lorfiunMrdAoaN*
wU.«fywi'f«r*.
ru4IUrio iM

HISKAWAK*

Twin BRANCH

OSCEOLA

WHITAKER

ELKHART

YELLOW CREEK

DUNUP

REELY

GOSHEN

Conductor's Stub.
SINGLE TRIP. JVi 7701
FIG. A.

X
E

a
1

o
o

K
3
O

SUIOn* tMhMC*

-hich you un
(U'dU'f. Figure in
to"i(0"i«ii)enole»

IWIN BRaNCH

OSCEOLA

WKIIAKER

ELKNAHI

YELLOW CREEK

OUNLAPS

KEELT

GOSHEN

Conductor's Stub.

REDUCED RATE FOH CHILDREN

e«l«e(n Ihe Aget «l S ind 12

3401

3
o

S
1

3
Q

ItiMiBB*'""?'**-

Iheioirlfta ibowt
Slitiorw W»«w

<• h U h jeu hiva
p»Wtir6.figui«li«
tt'intorrM'denolM

jml. ofyHi«f>r».

MISHAWAKA

TWIN BRANCH

OSCEOLA

WHITAKER

ELKHART

TELLOW CREEK

DUNLAP

KEELT

COSHEN

ROUHD

TRIP

RATE5

3. Single Tickets. The company maintains six stations for the
sale of interurban tickets, located at South Bend, Mishawaka. Osce-
ola, Elkhart, Dunlap, and Goshen. No reduction in price is made
in these tickets. The style of this ticket is shown in Fig. D; the
original is I'A x 2l4 in-

going to or returning from work. At other times there may
be issued to them a ticket such as shown in Fig. G. These tickets
are good only for the date stamped on the back. Local tickets
are printed in black and interurban tickets in red ink.

7. Players' Tickets. These are for the transportation of the-

6 cCi

^ g r

>■
<

Q ^ ^M^

—J

s,Sc^-

■Ju- ^

SlHil ■

z
<

8 «iili

Si =!■

5= ;

- S> '

INDIANAJ(AILWAY CO. ^

RKTIR.V TICKKT. C^

KEELY to SOUTH BEND.

<;ood only far Ihe Date

Stfljuped Hereon.

SOCTH BEND

1000, vicorrf.^'t*n

INDIANA RAILWAY CO. ^

GOING TICKET. oj

SOUTH BEND to KEELY.

4-ood only for the Date
Stamped liereun.

SOITH BEND ^ff//u/w77TnT^

1000. VicePrcstAUinl / Slan-i^er.

INDIANA RAILWAY CO.

SPECIAL COUPON.

No. 3107

<it>od on ANY LINE when presented
t>> the person whose name appears
tiereon.

INDIANA RAILWAY COMPANY

PASS ONE

EMPLOYE

GOOD ONLY ON LOCAL LINES AND
FOR DATE STAMPED ON BACK.

INDIANA RAILWAY CO.
PASS O N E P LAY ER

8§i§00no SOUTHJENO

l^oud lor ibU date oiilt'.

No,

INDIANA RAILWAY CO.

PASS ONE PLAYER

SOOTH BEND 10 SPRINGBROOK

(;ood tor IhlH date only.

No.

FIG. E.

4. Return Tickets. Round trip tickets are sold at slightly re-
duced rates. One of these forms, 2^ x 214 in., is shown in Fig. E.
A schedule of the round trip rates is given in Fig. C. These
tickets are good only for the date stamped on the back.

5. Personal Complimentary Tickets. These are issued in books

■afl j -^M i ■wjjjgj jyJ_gvL""r 1 j!jl!jJlI?» I '^'* ' •"f iwictiigiiv. stii

K |oc:6g 1 eg; j.z\9z] as\*z\cz\zz\ ig '|0g| at i et I jLt

9l,9l>ll Gt'ziUlloi! 6 [el 1 8 I 9 » I C I sjl

o{ avtsi

■WasliiMlpnSt

INDIANA RAILWAY COMPANY

TRANSFER TICKET
Good ooly 00 Line lieagosted, aod 15 f^ ^ T O (J I
mlnates after lime punched. Sal^ecl \J \J *J L- ^ \

MltHlsaii. Nli

Jeilemiii Si

YVER I 1 I
HOUBat '

to the Ruiee -of the Compaay.

T»«.,«i| ViWaMe.

181

I 61

I SI

g2 at! 1 1

lioBiiptsi

BJO □ B B B B D IQ D _
H B n B B D B H E m tg

atrical performers and ball players between South Bend and the
two parks. This ticket is shown in Fig. H.

Transfers are issued on the local lines in all three cities, but
not between local and interurban cars. One of the transfer slips
is reproduced in Fig. I; the original is 2 x 4J4 in. The slips for the
five South Bend lines are each of a different color; Michigan St.,
red; Washington St., yellow; South Side, apple green; North Side,
mandarin; Chapin St., blue.

On local lines children under six years of age are carried free
when with adults.

The company lets cars to parties desiring them, and is now
arranging one of the interurban cars for such special service; the
principal changes consist in removing the fixed seats and substi-
tuting wicker chairs and building two ice boxes at one end, so
that refreshments may be conveniently carried. The rates for spe-
cial cars are given in the accompanying table.

Within a few weeks a car for light freight and express will be
put in service on the interurban line. The management has not
yet decided whether a flat or a graduated tariff will be charged.

of 50 for special reasons, and are of several forms, good on some
one local line, on the interurban line, or on all lines like that
shown in Fig. F. The name of the person to whom one of these
books is issued is written, or stamped, on the back of each ticket.

ACCOUNTS AND FORMS.

The issuing of tickets to conductors and station agents is under

the direction of the assistant superintendent, Mr. C. M. Cubbison,

who audits the conductor's returns and from his books prepares

the statements of receipts for the manager. These reports are

Aug. 15, 1900]

STREET RAILWAY REVIEW.

431

m.idr il.iily, weekly .iiiil iiioiillily. The daily report, which i.s one
of the Ijest arranged lihiiik.s we have ever seen, is shown reduced
in Form i. The original is 7 x H'/4 in. We have entered on this
blank the nundjer of ears usually operated on week days as already
given elsewhere.

The weekly re[)ort is identical as to size and roluiun hea<ling, hut

trip report card is 4 x 10 in.; it is printed on both sides, one side
being used for the out and one for the in run.

Conductors on Ifjcal cars report when going off <luly, using the
blank shown in Form 3. This card is 4 x 11 in., printed on both
sides, giving space for 39 trips. Fach conductor on a local car
ako turns in with his cash, time cards for himself and the motor-

INDIANA RAILWAY COMPANY

CHARTERED CAR RATES

Amount in BiMk Ink
InitlcjUi On< Way.

i
2

in Red Ink, Return.

5.00

7.00

10.00

12.50

15 00

South Bend

8.00

10.00

15 00

20.00

25.00

5.00

7.00

rOOO

12.00

Mijhawaka

8.00

10.00

1500

20.00

7.00

5.00

7.00

10.00

OkcoU

10.00

8.00

10.00

15.00

10.00

7.00

5.00

700

EUhirt

15.00

10.00

8.00

8 00

10.00

12.50

10.00

7.00

5.00

Dunlap

20.00

15.00

10.00

8.00

15.00

12.00

1000

7.00

5.00

^mhcn

25.00

2000

15.00

1000

8.00

the at>ovc ntti arc for ttlc houn between 6 A. M. and 12 P. M. An additional
cKarjc of 50 cents per hour will h€ nude for layover, after Iht fint ttvcc hours.
After liOO o'clock A. M., an additional charge of $2.00 per ttour per station run
will t>c made.

there are two more items printed on the forms, "Local Ticket Sales"
and "Chartered Cars." The monthly report is on a wider form, and
in addition to the column headings shown in Form i has the fol
lowing: "Average per Day;" "Average per Day Same Mo. Last

Daily Report of Receipts

iDioi^Drtea

Soutb Slda

Nonli Side

Z-

MlcblKuiSi

%■

Wubloctuo

<'b»pla St

Elkhmrt

OwhBO

Wmlhnr ID UorDlQg. Thprronmeltr •! " t m

Weklblir lo AtMmOuD, Tbrniioa,Fi«r al fl [> ^

W.e*uiv la£t«alnr.

FORM 1.

Year;" "Average per Car per Day:" "Average per Car per Day
Same Mo. Last Year."

Books of cash fare slips (Figs. A and B) and a conductor's trip
report card (shown reduced in Form 2) are issued to the conduc-
tors of interurb.an cars each trip, and turned in together with the
cash and tickets collected when the car returns to the offtce. The

INDIHNn RAILWnV CO.

VANOIIttTAH-* TMir HKreVT •■■O.

Inafd .dfj^Si^mA Tid^

Nft,

itai^Cirik

1<CAVH »i,rp» . . -

—

•« CASH tLIP*. • ■ •

■H CAM BLIPa, - • ■

•K CASH ftLin. ....

■fl CASH tLtPS. ■ - •

^CASHtLIPt, . . . .

St CASH tLIPt. ■ . .

—

4MCAIM tUPt, . . . .

TicKtra,

COMP. TICKET*. ■ . .

TOTAL. . -

IwkN*.

a«*.|H»

Cammm. N*.

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r«UC«l|Si^hM4-

.'!

Amt

r^4.

Tmm

%arf*^..

fa«.ite...

TnUMsteirih^ .

DBLRT BePOBT.

Cm a* ... . Cu »•

a>t<«ii* _.

Cma(«cM(K*. .... ^

- J- - • ... _ P

CWV- c

nmrnM*^^ - . c

OvvaoA^H* ... C

r.Mk'CMWrM f

FORM 2.

FORM 3.

man, from which the pay rolls of the local trainmen are made up;
the conductor's time card is white, iYz x sJ^ in., and the motorman's
mandarin of the same sire.

Each of the six station agents makes a daily report of the single
and round trip tickets sold at his office. The blanks used and books
used by the company for its accounting were designed by Mr. Rob-
ert L. McCance, former auditor and purchasing agent, who is a
brother of the present incumbent, Mr. J. B. McCance. Some of

REQUiaiTION BLANK

Indiana Railway Company

OFFICE CX>Rr

^LXAmm itmum thm rou-owino t

FORM 4.

these forms and books are briefly described, and will doubtless
prove suggestive to others. When supplies are purchased dis-
counts are deducted and freight added to the face of the invoice,
which is then sent to the storekeeper who checks the bill, and
after entering the number and price in his books returns it to the
auditor, who makes entries in his books. The index and price list,
and stock ledger are kept in duplicate by the storekeeper and the
auditor, and compared once a month. .\11 supplies are given a box
i:umber at the storehouse.

The index and price list is a thin book in which the several sup-
plies are entered alphabetically. The ruling gives vertical columns

432

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

for the name ol the article, the box luimber. the stock ledger folio,
the name of the vender, the year, and for each of the twelve
months; each item has two lines allotted to it, giving space for
two years. This book shows the number and cost of each article
by months.

The stock ledger has two accounts to the page with vertical col-
umns for each month of the year. The horizontal lines are num-
bered I to 31 and the number of the articles expended is entered on
the proper day and month. Below the table are footing lines for the
number "On Hand." "Received," "Received by Transfer," "Total,"
"Delivered," "On Hand."

The articles expended are reported to the office on blanks such
as shown reduced in Form 4; this form is 4!4 x S'/i in. As supplies
are issued by the storekeeper, he enters thein on this blank and
at the close of the day the foreman receipts for tlicm by signing
the blank which is then returned to the office.

Supplies are ordered on recjuisition blanks addressed to the su-
perintendent and signed by the foreman. The superintendent then
draws a requisition, giving names of makers and a description of
the material required, with shipping directions; he keeps a memo-
randum on the stub of the requisition book. This requisition hav-
ing been approved by the manager an order is made, a carbon
copy being kept; when the order is drawn the auditor makes a pencil
memorandum of what it is for that is of assistance in distributing
the items.

Vouchers are made for all bills over $5, and payments made by
checks signed by the manager and the secretary. For bills under
$5 the cashier keeps a petit cash book, drawing a voucher once a
month or as often as may be convenient. The pay rolls are made
en blanks which arc copies of the lime books of the various fore-
men and timekeepers. The time of the trainmen is maide up from
their slips, turned in each day.

Supplies used during the month are passed through the books on
a "Credit Voucher" tor the total of the daily requisitions made on
Form 4. These requisitions and a type-written summary of the
several items are attached to the voucher. Each vovicher has a
"distribution ruling" on the back to show the portion of the total
to be charged to each account. The accounts are designated by a
number and letter or by two letters, thus:

A. Cost of Road. Subdivided A to N.

B. Equipment. Subdivided O to Y.

C. General Expenses. Subdivided I to 15.

D. Transportation. Subdivided 20 to 45.

E. Maintenance of Track and Buildings. Subdivided 50 to 54.

F. Maintenance of Equipment. Subdivided 60 to 68.

G. Storeroom. Subdivided 75 to 76.

The vouchers are all entered in an "Accounts Payable Distribu-
tion Book," which is wide enough, with a short leaf interleaved,
to give a vertical column for each account. Each horizontal line is
for one voucher, the number, date and total being entered and the
total distributed properly.

There are 50 lines to the page and about three pages of this
hook are filled each maiith.

The cash book is ruled with columns for: Sundries (including
park and advertising receipts). Earnings (with separate columns
for each of the local car lines, interurban cash and ticket sales,
chartered cars, local ticket sales, and freight and express). Ac-
counts Payable. Pay Roll.

Mr. Arthur Kennedy, president of the Indiana Railway Co., is
one of the pioneers of the electric railway business. He was or-
ganizer and secretary of the company that built the Observatory
Hill Line on the Bentley-Knight trolley and conduit system in .'Alle-
gheny City in 1887-88 — the first conduit road and one of the very
earliest trolley roads in the country. He was president of the
Cream City Railway Co., of Milwaukee, in 1890, when that prop-
erty was controlled by a Pittsburg syndicate. He was also for sev-
eral years a director of the Federal Street & Pleasant Valley Pas-
senger Railway Co., of Pittsburg and Allegheny, until it was sold
to the United Traction Co., and of other local roads in and about
Pittsburg. In 1895 Mr. Kennedy with Mr. Francis J. Torrance of
Pittsburg secured control of the Washington (Pa.) Electric Street
Ry. and the road was rebuilt and put on a paying basis. Mr.
Torrance is now president and Mr. Kennedy secretary of this road.
In 1896 he organized the New Castle Traction Co., which took over,
rebuilt and extended the property of the New Castle Electric Street
Railway Co. of New Castle. Pa., and served as vice-president and
director. He was also president of the electric light company of

that place. When he became interested in the Indiana Railway
property he took with him to South Bend Messrs. William and
Mark Cummins, who had been connected with his Pennsylvania
roads. Mr. Kennedy's home is in Allegheny City, but he spends a
considerable portion of his time in South Bend.

Mr. J. McM. Smith, vice-president and general manager of the
Indiana Railway Co. .is a railway man of long and varied experience.
At the age of ten he entered the railway field as telegraph operator

.\RTHUK KENNEDY.

MCM. SMITH.

with a construction train on the south end of the Chicago & Alton
Ry. His youth, together with his expert work, attracted the at-
tention of his superiors, W. C. Van Home, Marion Hughitt and
J. C. McMullin, who advanced him rapidly through their various
departments. Five years later Mr. Smith resigned his position with
the Alton road to accept a responsible office with the Pullman Co.
in Chicago, where he remained many years, the last twelve of which
he served as private secretary to George M. Pullman. Observing
the rapid advance in the application of electricity to traction Mr.
Smith decided to enter that field, which he did twelve years ago
by purchasing the entire capital stock of the South Bend & Mish-
awaka Railway Co. The history of his work with this company
is the story of nearly every street railway in the country during that
period — the struggle to keep alive — and it was due to his pluck
and energy that the old broken-down tracks and equipment were
kept running and the franchises kept intact for the foundation for
the present excellent street railway system.

NEW CARS FOR PITTSBURG.

The Consolidated Traction Co., of Pittsburg, last month awarded
a contract for 50 new winter cars to the American Car Co., of St.
Louis. These are to be delivered by Oct. i, 1900. In general
appearance the new cars will closely resemble those now in use
in Pittsburg, but a number of changes suggested by experience
will be made in fittings and appointments.

They will have rattan seats which are thought to be more
comfortable and cleanly than the upholstered seats at present in
use. Another innovation will be a corrugated steel step designed
to prevent passengers from slipping in wet or icy weather. The
cars will have headlights on the dash instead of on the hood, as
the latter practice has not proven satisfactory. Wagenhals head-
lights will be used and the cars will be fitted with Van Dorn
couplers and electric heaters.

Mr. W. K. Schoepf, general manager of the Consolidated com-
pany, states that he will also make some changes in the signs desig-
nating the routes. He is convinced the present small sign on the
front of each car is not comprehensive enough for strangers, and
he will therefore place large signs along the sides of the roofs,
naming the principal streets over which the car runs.

Compressed air blowers are to be put up at the car barns and
each car will be cleaned out by compressed air every night.

To reduce the chances of collision between street cars and fire
apparatus the Commissioners of the District of Columbia propose
to have the street cars stop before crossing certain streets that
are used for the fire runs. The matter has been taken up with the
railway companies, and an agreement as to stops which will be
agreeable to all parties will doubtless be reached.

Ave.. 15, i9(K).

STREET RAILWAY REVIEW.

4,U

Electrolysis of Underground Metal Structures,

UV UAHNUV H. MAUKY.

(Wh.it follows is an abstract of a i)npcr read nt the mci'tinti of the American
Water Works Association at Kichmond, Va., May, 1900. Mr. Maury is a con-
sullinK engineer and engineer for the I'coria Water Works Co.. Peoria, III. Kor
the illustrations accompanying the pai)cr we are indebted to the Engineering
News.— Ed.)

Reports of electrolytic injury to water and gas pipes are rapidly accumulating
from cities all over the United States, where the single trolley system has
been in use for any considerable length of time, and the subject is one of
serious moment to every corporation or municipality, owning underground
metal structures of any sort.

It is the purpose of the writer, after illustrating a few of the many instances
of electrolytic injury which have come imder his notice, to discuss the elec-
trical resist anct! of the joints of cast-iron mains, and to point out the im-
portant bearing which this joint resistance has upon all the various remedies
for electrulysis lu-reloforc suggested, and to show, from actual cases, the results

instance, on slrcct« in which the maini^ were laid on or lowardii the south
hide of the railway irackii, 96 per cent ol ihc rcc/*rdcd brcakn occurred in
service pipes supplying the Hourcr on the north iii«Ic of the sircct and in pipci
passing under IracltK.

Jn investigating the cau<tc of the dcniruclion of our pipctt, the r|urry early
suggested itself as to whether chemical action pure and limplc could have
caused the Injury. To make clear the claim that the damage wan done by Ihc
electric current, it seemed to the writer that ftomc evidence should he found
of redcposllton of (he metal supposed to have been removed from the pipes
by the current. Our search fur this additional evidence was soon rewarded,
for early in March, 1894, wc observed in the excavation made to renew a broken
service pipe, that the lead taken away from the pipe was deiio^itcd in Ihc
form of glistening t>arlicles, rir thin metallic coatings, on soil, sand and gravel,
all through the adjacent earth, but above the pipe and in the direction leading
from it up to the rails— the pipe at this point being shown by voltmeter Icsis

FIG. 1.

FIG. 2.

which must certainly follow, if cast-iron mains arc used to convey electric
currents.

The writer has been, since March, 1893, engineer and superintendent for
the plant now owned and operated by the Peoria Water Works Co. Early in
1893, the water company's street foreman, Mr. W. U. Norris, reported to the
writer that extra strong lead service pipes laid under the street railway
tracks were bursting with a frequency that was remarkable, and that the ap-
pearance of the burst pipes was imusual, and different from that of any pipes
the foreman had yet seen. Electrolysis, as occurring in water and gas pipes
was, at that time, almost unknown, and very little had been published, even
in engineering papers, regarding it. The writer at once suspected, however,
the cause of the breaks, and the foreman was instructed to give him prompt
notice of every such break, so that he could personally inspect the pipe and
note the circumstance attending its rupture.

To keep better track of the injury printed tags were prepared, on which the

to be electrically positive to the rails. In one excavation, where ihcrc was
a well-defined wet streak along a fault in a clayey soil, the lead compound,
afterwards identified by chemical analysis as sulphide, was obscr\"cd along
this wet streak as far as the sides of the excavation, or more than 6 ft. from
the pipe, the streak leading diagonally up from the pipe to the rails. A sim-
ilar redeposition of the metal was observed in the case of wrought-iron gas
service pipes, and of cast-iron gas and water mains, the joints of the latter
being surrounded in nearly every case by soil stained with oxide of iron, while
immediately in front of the ring of lead in the joint would be found a bluish
metallic discoloration showing the redeposition of the lead. The writer sent
samples of the soil thus impregnated with lead and iron compounds to Messrs.
Stone & Webster, electrical engineers and experts, of Boston, and to Engi-
neering News, and to Fire and Water. The letters accompanying the sam-
ples, which were published in Engineering News. Mar. 22, 1894. and in Fire
and W'atcr of about the same date, were, it is believed, the first published

1 m§

FIG. 3.

FIG. 4.

attendant circumstances were noted whenever a pipe burst; the tags were
signed by the superintendent, the foreman and the men assisting in the work
of repairing the pipe. A sample of the pipe was saved for reference and the
tag was attached thereto. Although a number of breaks occurred before
these records were begun, and in spite of the f.ict that some intelligent laborers
in search of lead for making joints in water mains appropriated and melted
down a good many of our carefully preserved samples, records are still on file
of 116 electrolytic breaks.

The bursting of service pipes continued with increased frequency, nearly
always occurring on those pipes which passed under the railway tracks; for

notes of such redeposition of the metals rcnioved from underground pipes by
the return street railway currents.

On Mar. 30, iS^, the water company's steel stand-pipe on the West Bluff
burst, killing one person and injuring 15 others, one of whom died later from
his injuries. Vpon examining the wreck of the stand-pipe, the writer at once
noticed a peculiar pitting of the inside of the vertical sheets, and the appearance
of these pits was so different from that caused by any ordinary' oxidation that
he was soon almost positive that they were due to electrolytic action. A
similar stand-pipe on the East Bluff was drained, and was found to be similarly
pitted. The whole inner surface of the vertical shell appeared to be thickly

434

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

covered with blisters resembling in outward appearance the tubercles sometimes
found inside o( old cast iron mains. This blistered covering, which was almost
as thin as paper, was composed entirely o( oxide of iron, and on brushing it
away with the finger tips, the black paint with which the
stand-pipe had been originally coated would be found beneath
it. The black paint was oftentimes almost unbroken, or, at
least, very slightly cracked. When the paint was brushed off,
the pit would be disclosed, considerably smaller in area than
the surface covered by the blister. The surface of the metal
in the pit was perfectly bright and clean and its fiber was
clearly discernible. Many of these pits were more than ^s in.
in depth. They were slightly more numerous in the West
Bluff pipe than in the East Bluff stand-pipe, and were in
both generally larger and deeper on the lower courses of the
vertical shell.

Fig. I is from a photograph of the wrecked stand-pipe, the
upturned corner of the torn sheet near the center of the
picture showing the pitted appearance of the surface, the
blisters having been, of course, shaken off by the fall of the
metal and the metal itself having become somewhat oxidized
before the photograph was taken. The two largest blotches
are streaks of mud. Fig. 8 is from a photograph of a small
sample of steel from the stand-pipe and shows the pitting
in the sheets around the edges of the rivet heads.

It seemed advisable to secure a thorough expert examina-
tion with a view to determining the cause, nature and
extent of the observed ptttings on the stand-pipes, and
injuries to the piping system. Messrs. Stone & Webster,
of Boston, were selected to make this examination. The
work, in which the writer, from time to time, assisted,
covered seven weeks on the ground, and the reports sub-
mitted by Messrs. Stone & Webster fully confirmed the
suspicions that the pitting was caused by electrolysis and
established the fact that the entire piping system of the
water company would be endangered by a continuance of the
existing electrical conditions. The West liluff stand-pipe
was distant about 60 ft. from the street railway line on Bour-
land St. The East Bluff stand-pipe was about 700 ft. distant
from the railway line on Knoxville Ave. Both stand-pipes
were more than a mile from the power station, and were
negative to the rails. The electrical examination relative to
ihe stand-pipes was conducted mainly at the East Bluff stand pipe, which was
still in ser\-tcc. A flow of a part of the current from the railway line was
clearly traced through the earth to the anchor bolts which
held the stand pipe to its foundation, as shown in Fig. 5, up
these bolts and into the steel of the shell, and through the shell and from
its inner surface to the projecting section of the i6-in. flanged cast-iron pipe
which served as both inlet and outlet, and which connected the stand-pipe to
the water mains. The current was then traced along this pipe and along the
mains to the power station. The deflections of the voltmeter needle were
clearly traced to the railway current, being especially influenced by the one
or two cars on the line beyond the stand-pipe on Knoxville Ave., and when
the cars slopped running at night, the movement of the needle ceased.
Where the current left the inner surface of the shell to pass through the
water to the inlet pipe it made the pits already described.

Fig. 2 is from a photograph showing the interior surfaces of three sections
of this inlet pipe, marked A, B and C, respectively, the positions occupied
by these sections originally being shown by the letters A, B and C in Fig. 5.
An examination of the photograph shows the strongly marked and numerous
pits which were found inside the sections A and B, while the inner surface
of the section C was found to be practically as smooth and perfect as though
new. When the condition of the inside of these three sections of
pipe was first noted, it seemed hard to understand why A and B
should be pitted, while C was unaffected. A closer examination,
however, showed that in the flanged joints between the bottom sheet
of the stand-pipe and A and B, respectively, corrugated copper
gaskets were used, while the pipe B was separated from the pipe C
by a thick rubber gasket; and that under the nuts and heads of the
bolts holding the flanges together, there were grummets or wrap-
pings of cotton wick soaked in tallow. The result of this arrange-
ment was. that the current which entered A, after passing through
the water from the inner side of the shell of the stand-pipe, and
which was trying to return along the inlet pipe and water mains
to the power station, encountered, at the joint between B and C,
the rubber gasket and the grummets. The effect of the gasket and
grummets was to practically insulate the section C from the sections
A and B, and as none of these pipes were in contact with the
ground, the current was compelled to leave the pipes A
and B and travel through the water or along the slimy
coating of oxide on the inside of the pipes around the
joint between B and C. in order to continue on its
journey. As the currentwas not leavinfg C, this pipe was not injured, but the
current, in leaving the inner surfaces of A and B did pit them as shown in
the photograph.

These stand-pipes and the inlet pipes were negative to the rails, and are
striking examples of electrolytic pitting under such conditions.

Early in 1898, Prof. D. C. Jackson, of the University of Wisconsin, and
Messrs. Stone & Webster were requested to supplement the investigations
already made by the latter, by another examination of the system, with a
view to ascertaining whether the electrical conditions reported in 1894 still
existed. The result of all these examinations and of those made, from time
to time, by the writer, showed that the differences of potential between mains
and rails had increased rather than diminished, while the number of breaks
in the service pipes, and the number and extent of pittings in the mains, were
very much greater than had before been observed.
With a view to further proving that the injury done to the cast-iron

mains and service pipes was caused by the electric current, samples of the
graphitic substance dug out from the pits in the mains, and of the scale or
incrustation adhering to the mains over the pits, and of the soils at various

•''; -^6 "-.Concrete'

distances from the mains, and similar samples taken from the neighborhood
of the lead service pipes, were sent to the University of Illinois, where they
were analyzed by Prof, .\rthur D. Palmer. Samples of ordinary soils, unim-
pregnated by the metallic compounds from the pipes, were also analyzed.
These analyses showed that there was nothing in the soil which, except for
the action induced by the electric current, could injure the pipes, while all of
the conditions, as found by chemical analysis of all the samples submitted
to Professor Palmer, were exactly such as would be c;iused by the presence
of the currents complained of.

In 1899, a series of tests were made by Mr. A. A. Knudson. electrical engi-
neer, of New York, in conjunction with the writer, at the site of the fallen
West Bluff stand-pipe, in order to still further prove that when that stand-
pipe was in service, there was an actual flow of current in the manner already
shown by the previous tests at the East Bluff stand-pipe, by Messrs. Stone &
Webster. The anchor bolts were still in the foundations, but the shell of the
stand pipe, as well as the 16-in. inlet pipe leading thereto, had been removed.
It was necessary, therefore, in order to reproduce, to some extent, the actual
electrical conditions that had previously existed, to connect a wire from the
ends of the anchor bolts to the 16-in. water main in front of the stand-pipe.

By connecting in a voltmeter on this wire the variations of potential between

7ruc'in<^ of Bottom Flange or Base of Rail-
f^sitive Side of Joint. Dotted Line Shows Ori<^inal Sffape of
Rail -Base.

Tracing of Bottom
of Rail- Chair, fbsitiye
\ Sideof Joint Dotted
I Lines StiOwOriglnat
1 Shape of Rail -Chair

Tracing of Bottom of
RaiI'diair. N^ative
Side of Joint This Chair
is from same Rail as
the Chair 'B."

FIG. 6.

anchor bolts and the water main were observed, and by replacing the volt-
meter by an ammeter, the actual flow of current was measured. This current
was clearly and positively identified as caused by the street railways, and the
result of these tests fully confirmed the statement in the reports of Messrs.
Stone & Webster, that the pits in the shell of the stand pipes had been caused
by the street railway current.

The joints of cast-iron water mains often offer, as already stated, consid-
erable resistance to the passage of the electric current, and the reason for this
resistance is apparent, when the construction of these joints is studied. Cast-
iron water pipes are coated inside and outside with a preparation of coal tar
that is an insulating material. In making a lead joint, the spigot end of one
pipe is inserted in the bell end of another pipe and pressed home until it
touches the shoulder in the bell. The spigot pipe is centered carefully, so
that the annular space designed to hold the yarn and lead may be of equal width
all around. The yarn is then rammed in home against the shoulder and holds

Auc. IS, lyoo. I

STREET RAILWAY REVIEW.

435

tliL- Spin"! ill lilt-' center of the' hell, Tlicrc can tliun he no actual contact
between Ihc two pipes, except where the very end of the Hpigot aljutH .iKainst
ihi .shoulder of the hell. As hotti spiKot end and shoulder are simply rouuli
castingii and arc not turned, it follows that they arc rarely in mechanical
contact at more than two points, and on curves they can only touch at one
point. In fact, it is frequently true that after tlic spigot pipe is once shoved
home against the shoulder of the hell, and then released, it works away in the
subseciucnt handling any yarning and oftentimes is not in contact with the bell
at all. Even if the two pipes were in actual mechanical contact, the electrical
contact would he jioor, \iy reason of the two intervening coatings of tar or
asphalt. In that portion of the joint occupied by the yarn, there is no contact
between the two pipes, and they arc at this point fairly well insulated by the
yarn itself, as well as by the two coatings. The rest of the joint is filled with
lend, which is a conductor of electricity, but in between tlie ring of lead and
the bell outside of the lead and between the lead and the spigot on the

KcHuIlH of TchtH of Klectrolynifl on ExMrlmental Line of Caul-Iron Pijm! Under
VarlouM CunditiuHH.

Drop of iH^enilal around jolnU in toIu.*

No. of
juinl.

FIG. i.

hi
11
12
13

15
ir>

IN
19
20
21
2"»
23
24
25

Calking.
<i ood

Medium.
Gw^d ....

Medium.

Good .

Medium.

Currt*nt

in
am|>erea.

Medium.

Pipe dry

0.(ir>56
.rj(iy>
.'f(M6
.0W5
.0042
.OOHTf
.0124

.0034
.OOW
.0022
.001b

jmi

Oft Hcale,
hard,
J)}m

JtHHA

.0026

.0006

.«I21

.00t^7

.0017

.W)57

.0054

.OfJll

.0142

Off Hcale,

bard.

Off iicale,

bard,

XMIO

— Pipe full of water. —
Clear. Muddy.

0.0(W1

.0066
.0134

.orrro

.0140
Off Hcale,
hard,

.Oi>50

.0145

.0038

.W2M

,11063
Off Kcale,
hard, a

.0143

.01 IH

.0031

.0006

.0026

.Of¥W

.0020

.(M»55

.OUStt

.0013

.0125
OflT Hcale,
bard, «

.0093

.0010

o.o(*7
.fimH

.doS"*
.0122
.orrtH
.0124
Off ncale.
hard, I
.(HM4

.0153

.0033

.0022

.<M')

Off ftcale.

hard, <

.OdHH
.or (22
,(11104
.IMI23
.(JO0r>
.WI3
.004<.
.0049
.0012
.0115
Off Mcale.
hard, •
.OOW)

inside, are the two tar coatings which materially interfere with the electrical
contact between the two pipes.

As it had been stated that the tar coating is completely consumed and burnt
out by the lieat of the molten lead when a joint is poured, the writer caused
a joint to be poured and calked in the usual manner, and then had the
bell sawed into three pieces, so that it could be taken off the spigot. It is
needless to tell men who have had experience in laying and taking up water
mains that the inner surface of the bell showed that the coating was entirely
unimpaired by the heat.

Measurements were made by the writer in 1898 to determine the amount of
resistance offered by the joints in cast-iron water pipes, and also to ascertain
whetlier the pipes themselves showed any pitting as a result of this resistance.

A large number of these examinations were made during 1898 and 1899, and
in every case the pipe which was of the higher potential was found pitted
near the joint, while the pipe of the lower potential, or that into which the
current was 6owing from the other pipe, showed much less electrolytic injury.

FIG. 8,

To further test the joint resistance and to determine, if possible, the influence
of different methods of calking as affecting this resistance, the writer, in con-
junction with Professor Jackson, caused a line of 6 and 4-in, pipe to be laid
and supported on wooden blocks, so as to insulate it from the ground, as
shown in Fig. 7. There were 27 joints in all. The pipe was new and had
not been previously used. The calker was instructed to drive up the lead
hard in one-third of the joints and to calk these joints in every way in the
best possible manner, just as though the pipe were expected to stand the heavy
pressure of the Peoria Water Works Co's. system. Another third of the joints
was calked not quite so hard, while the remainder were purposely only lightly
driven up. the work being done as though carelessly, or by a bungler. A
current of known strength was passed through the pipes, and the drop of
potential around the joints was measured at points i ft. apart, and was
compared with the drop of potential in length of i ft. of continuous pipe.
These measurements were made at different times; first by Professor Jackson
and the writer; then by the writer alone, and later by Mr. Knudson and the
writer. The resistance of the joint was found, as shown by the table, to be
from a few times to several thousand times that of the same length of con-

'*'Nine inchen between pointR of contact.

Voltmeter showed: 10.042, J0.50, 30.530, <0.2TO, 80.370, •0.315, WMO.

tinuous pipe, and this joint resistance was in no way affected by the manner
in which the lead was driven up in the joint, some of the joints on which
the best calking was done showing the highest resistance. The usual depth
of lead in a joint in a cast-iron pipe is about z^^ in., but assuming the length of
the joint at 4 in., the joints in this line offered S9.2 per cent of the total resist-
ance of the whole line, or on the average the resistance of a joint was 227 times
the resistance of 4 in. of plain pipe. In making this calculation due allowance
has been made for the fact that the points of measurement around the joint
were i ft. and not 4 in. apart.

These observations, taken over a period of about eleven months, also showed
that the resistance of the joints increased rapidly with age.

In Kansas City, Prof. Lucien I. Blake, of the L'niversiiy of Kansas, has
recently made a number of tests of the joint resistance in cast iron mains. He
found the joint resistance in three lengths of 6-in. pipe to be about 96 per
cent of the total resistance of the pipe and joints together; the joint resistance
in the 58 joints of 687 ft. of 6-in. pipe which has been 13 years in service, was
found to be 96.2 per cent of the entire resistance of the line; the joint resist-
ance of 38 joints in 399 ft. of 20-in. pipe was 88.2 per cent of the total resistance
of the line, and the joint resistance in 400 ft. of 36 in. pipe was found to be 96.7
per cent of the total resistance of the entire line.

Mr. Knudson found in Albany a pipe joint which showed a resistance 1,000
limes greater than the resistance of an equal length of the plain pipe.

The injury caused by resistance at the joints is not so rapid at any one spot
as the injury where the current leaves the pipe for the rails in the positive area,
only because all of the current carried by the pipe docs not flow around the
joint. But one ampere of current, leaving the pipe for the powerhouse in the
positive area, pits the pipe but once at that point; while one ampere of current
flowing along the pipe and around joints in either the positive or negative
district, pits each length of pipe near every joint, where it leaves it to flow
around the joint; so that the total injury caused by this ampere is cumula-
tive, and may be, in the aggregate hundreds of times as great as the damage
caused by the same ampere of current where it permanently leaves the pipe.

The effect of the current on the rail joints of a single trolley system is
similar to that on the joints in the water mains. Within the past three years
the writer has examined many hundreds of rail joints, and it was always easy
to tell from the appearance of the rail ends, and of the chairs, when the rails
were laid on chairs, which way the current was flowing. The end of that rail
which was next 10 the power station would show Hitle or no injury, while the
end of the other rail, or that having the higher potential, was invariably pitted.
Fig. 6 is reproduced from tracing from the bottom flange or base of such a
rail end (and also from two rail chairs), the solid line showing the shape
when the tracing was made, while the dotted line shows the original shape
of the rail when it was new and before it had been eaten away by the current.
Fig. 6 also shows the bottom portions of two rail chairs. The chair B was
taken from the side of the joint away from the power sution. The dotted
lines show its original shape. The chair C came from the other end of the
same rail, on the negative side of the joint, and shows no perceptible injury.

Fig. 4 shows two rail chairs and a fragment of a third chair secured by
Mr. Knudson and the writer. The chair. A. was a sample of a large number of
similar chairs on the high potential side of the joint, and its thin and wasted
appearance is plainly shown. The fragment, B. was broken by band from
another similar chair. The chair at C was from the same piece of roadbed,
and is a fair sample of a number of chairs observed near the low potential side
of the joint. This chair, as the view shows, is almost as good as new.

The soil around the outside of a water man offering an easier path for a
current than the water or slime on the i:.sidc, outside pittings arc more
numerous and generally deeper, and they are much more easily observed.
The pits on the outside r^- .y be caused cither by current which leaves one
length of pipe to go ar--upJ a joint into the next length of pipe, or by corrent
permanently leaving trie main for some other conductor of lower potential,
such as rails, or ». ires leading to the dynamo; but the inside pits cannot
be caused by anything except resistance in the line of pipes itself at the joints,

436

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

as nothing else could make the cvirrent leave ilie metal ol the pipe and travel
through the water.

Opportunities for observing these pits have heretofore been rare, as the
action is naturally slower inside the pipe than outside, and as it is necessary
for some one familiar with the effect of electrolysis to be present and actually
examine the pipe at the time when it is removed in order that the pits may
be identified.

The pittings in the i6-in. inlet pipe to the West Itluff stand pipe, observed
in March, 1894, and inside pittings found by the writer in a ::o-in cast-iron main
in 1896, are believed to be the earliest examples of this injury noted, but nu-
merous instances have since been reported.

Figure 3 shows a joint of a 12-in. cast-iron main on which the current was
flowing from A to U. The very serious outside pittings, nearly '/t in. in depth,
arc plainly shown on the pipe A, while the pipe ii, on the other side of the
joint, was, near the joint, almost uninjured. The surface of the lead in this
joint was deeply pitted in places and so much of the metal had been removed
that the marks of the calking tool all around the joint were entirely obliterated.
The pipe A was also pitted in a number of places on (he inside, while no pits
were found on the inner surface of the pipe B near this joint.

Mr. A. A. Knudson found deep outside and inside pittings in Albany, in
1899, as shown in the view. Fig. 9.

IVofcssor Blake, from recent examinations in Kansas City, writes as fol-
lows :

"A i3-in pipe running at right angles to an electric railway, and which
was negative to the rails, was found to be carrying a current of varying
strength and delivering it into a 36-in. main some 750 ft. distant.

"Electrolytic pittings were found on many sections near the joints, only on
the positive side, where the current was shunted around the joints. Some
of the pittings were >^ in. deep. The interior of the pipe could not be
examined.

"Again, a length of 6in. cast-iron main was taken up in another part of
the city and internal electrolytic effects were a^ipal-ent near the joint. A
chemical analysis of the material dug from the pits gave 22.3 per cent graphite,
^9.7 per C'-'nt iron.

"A second length was removed and broken into, and a fresh fracture
revealed the internal electrolysis, by the discoloration of the iron where the
pitting was taking place, and which was already ]4 in. deep, beginning from
the inside. A number of similar cases were discovered, and are convincing
proof that cast-iron mains cannot convey currents without electrolytic damage,
when those mains form part of the return circuits of electric railways."

Within the past few months the writer h?.d occasion to remove from the
ground a 16-in, cast-iron main. This main was negative to the rails and win
nearly two miles from the power station. It lay at right angles to the txacks,
and the portion removed was distant, at its nearest point, about 150 ft. from the
rails, and at its further end, 570 ft. from the rails, there being 420 ft. of pipe
removed. Measurements with voltmeter and ammeter showed a current flow-
ing along this pipe from the rails towards the wet soil of the river bank,
in which the further end of tlie pipe was buried. Every length of pipe showed
electrolytic injury. In one pipe the bead in the spigot end had been eaten off
for two-thirds of the circumference of the pipe, and in one place the entire
thickness of the pipe was eaten out for nearly an inch in depth from the end.
There were both outside and inside joint pittings, always on the positive side
of the joint, and no pits at all could be found anywhere else on this pipe.

In a recent paper, Professor Blake states that observations and experiments
prove that the effects of electrolysis upon water pipes are not limited to the
so-called "danger areas," or districts in which the pipes are electrically posi-
tive to the rails. He goes on to say:

"Resistance at the joints in cast-iron pipe is sufficient at most joints to
shunt a portion of any current allowed in these mains, around the joints
through the soil outside or water inside, or through both. Then on the posi-
tive side of joints, the effects of electrolysis, both external and internal, are
to be apprehended."

Professoi- Blake then gives in detail the tests previously referred to as made
by him to determine the joint resistance, and closes by giving the forcible
and convincing examples already quoted of the disastrous results of allowing
cast-iron mains to convey electric currents.

It must be clear to any one who has seen the evidence of injury caused by the
return currents, and who has studied the effects on the water mains at the
joints, or at any other point where the current, once on the pipe, must leave
it, that the owners of such pipes can do nothing to prevent the injury.

Street railway companies have frequently recommended that the pipes
themselves be connected by wires to the negative bus bar of the generator,
or to the rails at various points, or to overhead or underground return feeder
wires— thus diminishing the resistance of the pipe system as a conductor, and
lowering the potential of the pipes usually in what has been termed the
"danger district" or the region where the pipes are shown by voltmeter to be
positive to the rails. But all such methods contemplate using the pipes to
convey the electric current, and they all invite more current to the pipes
at some part of the system.

It would undoubtedly he a fine thing for the railway companies to have
the conductivity of the pipes on which they already rely largely for the return
of their current still further increased. It would mean smaller coal bills in the
power station and less outlay for construction and maintenance of their own
return circuit. It would, also, apparently lessen the rapidity of injury to the
pipes in the "danger district," and, by stopping temporarily the number of ac-
tual breaks at the points where they have been occurring with greatest fre-
quency, it would stave off the day of reckoning with the pipe owners. But the
general pipe system would be carrying much more current, and, as the pitting
goes on, at or near the joints, wherever a main is carrying current, cither
in the positive or negative district, it would mean that, while the injury in the
"danger district" would not be so rapid, the whole system would be much
more generally attacked, and that by the time a bursting pipe at length called
attention to the injury at some point remote from the power station, the entire
pipe system would have been seriously injured. Equally impracticable and
misleading are the suggestions for maintaining the pipe system at equal
potential throughout, and for "insulating sections" or "insulating joints,"

some of which have been patented. The idea of these sections or joints, as
advanced by their advocates, is to break up the metallic continuity of the
pipe line and reduce its conductivity, and thus prevent its serving as a path
which the return current would naturally choose. The effect of thus divid-
ing a pipe system into a small number of sections would hardly be worth
considering, as the ground itself is a good conductor, and the current would
leave one section only to go to another, passing through the earth around the
insulating joint just as it does around the lead joint in a cast-iron main. To
entirely destroy the conductivity of the pipe line, it would be practically
necessary to make it up entirely of insulating sections, which, as non-
metallic substances are not generally recognized as good material for under-
ground water pipes, and for other f(;ually obviovis reasons, would be absurd.

FIG. *>.

The conductivity of the tracks may be, of course, increased by the use of
heavier rails, heavier bond wires and improved methods of bonding, or by
the introduction of welded joints, or by making practically continuous rails;
but the continuous rail itself is at best but a palliative of the electrolytic
injury. The rails are not insulated from the ground, and the pipes would still
carry, and be affected by a large portion of the current, as is clearly shown by
numerous electrical surveys and reports of serious damage in cities where
the best tracks known to modern science are in use.

In conclusion, the author recommends the double trolley system, overhead,
as at Cincinnati, or conduit, as in \\*ashington and New York, as the only
perfect method of keeping currents out of the ground and preventing elec-
trolysis.

NEW YORK FRANCHISE TAX CASE.

The New York Supreme Court has granted a writ of certiorari,
returnable in October, directing the Municipal Board of Taxes and
Assessments to send up the record in the case of the assessment
of the Metropolitan Street Railway Co.. of New York, for igoo.
The company's paid-up stock in January last, was $44,928,900. The
first assessment of the company was $4,022,800 on realty and $45.-
000,000 on personalty; this was on application reduced to $4,017.-
800 on realty and $10,621,789 on personalty. The company claims
that its indebtedness was $38,983,234. that its stocks in other com-
panies, amounting to $[4,542,172. were subject to taxation else-
where, and lliat the^c items should be deducted in making the
assessment.

< . »

The Railway Equipment & Finance Co.. of Indianapolis, has
been incorporated with $30,000 capital, to promote, construct and
finance railroads, public works and private enterprises. Directors,
John C. Shoemaker, William Carter. M. E. Frazier and John E.
McGettigan. of Indianapolis.

The Illinois .\ppellate Court holds that a city is liable for per-
sonal injuries caused by dangerous appliances used by a street rail-
way company that has been given permission to operate an electric
line in the streets. The plaintiff had sued the city of Decatur, 111.,
the City Electric Railway Co. and two telephone companies for
damages for injuries received by coming in contact with a broken
telephone wire that fell across a trolley wire and became charged
with current from the latter.

Aug. is, 1900.

STREET RAILWAY REVIEW.

437

NO SIGNS ON LINE POLES.

PARK AND CASINO NEAR BUTTE, MONT.

Ofllcials of the Union Traction Co., of I'lltsljurg, have serious
olijections to the disfigurcnicnt of the line poles by bills and other
advertising matter, not only on the score of aijpearanccs but be-
cause the paper and metal signs maUe the poles dangerous for the
linemen. A year ago the company spent $600 in removing the mat-
ter that had been alTi.xcd to its poles. Recently the sniicrintendcnt
of the company saw men at worl< pasting bills on the poles and
secured the arrest of five of them on the charge of tres|)ass; three
pleaded guilty and were fined $1 and costs, the other two cases
being dropped on a promise that the parlies would not again
ofTend.

■J he iJutte (Mont.; I:.leetric Railway Co. for the past few months
has been developing an up-to-date pleasure resort known ai
Columbia Gardens, located three miles from liutte. The place wai
originally a beer garden owned by private parties who charged an
entrance fee into the grounds, but Mr. J. R. Wharton, manager
of the Uutle street railway system, to whom we arc indebted for
the accompanying views, conceived the idea of making the place
into a public park, and he immediately started to put his scheme
into execution. His company purchased the property and during
1899 and the spring of 1900 expended $48,000 in adorning the
grounds, erecting new buildings, remodeling the old ones, setting

COLUMBI-i G.\RDENS, BUTTE ELECTRIC K.^ILW.W CO., BUTTE. MOXT.

STEAM ROADS OF THE UNITED STATES.

The report of the Interstate Commerce Commission on the sta-
tistics of Railways of the United States for the year ending June
30, 1899. states that on that date there were in the United States
i89,.>94.66 miles of single track, 11,546.54 miles of second track,
'.047.37 miles of third track, 790.27 miles of fourth track. 49.6S5.64
miles of yard track and sidings, making a total of 252.364,48 miles.
There were 36.703 locomotives and 1,375.916 cars of all classes. The
number of employes was 928.924, an average of 495 employes per
100 miles of line. The amount of capital stock and funded debt out-
standing June 30. 1899. was $11,033,954,898 or $60,556 per mile 01
line. The number of passengers carried during the year was 523.-
176.508.

out trees, constructing hot-houses and making flower gardens.
The grounds comprise about 40 acres. Five miles of water pipe,
a complete fire system, and sewers have been laid out, an electric
light plant installed and numerous arc lamps placed in the park
and on the buildings, the brilliant illuminations at night being one
of the special features of the resort.

The main building or casino, which is shown in one of the illus-
trations, contains the restaura.it. ice cream parlors, dance hall,
which is very popular, and other attractions. In addition to the
casino there is a moving picture building, a King Solomon's
maze, a show building, shooting gallerv-, Japanese pagodas, merry-
go-round and games and swings for the children.

Last year a lake was constructed a, considerable expense, and
as there is no body of water near Butte, this feature became at

438

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

once very popular. Tliis year the lake has been doubled in size.
A number of row boats are for hire, the proceeds from this source
forming a considerable revenue.

In addition to the amusement attractions it is the intention to
have at the park a fine botanical garden and zoological collection
which will be free to the public. Over 80,000 plants have been taken
from hot-houses and placed in various beds, and many rare trees
line the paths and walks. The zoo contains a bear, lynx, porcu-
pine, alligators, coyotes, rabbits and an aviary with doves, pea-
cocks, eagles, swans, ducks, etc. Both these collections will be
enlarged from time to time.

GKNEK.\I, VIEW OF COI,lMBI.\ GARDENS.

Mr. J. R. Wharton, under whose management the work of beauti-
fying Columbia Gardens has been carried on, went to Butte in
1882 from Greensboro, N. C. Until 1888 he filled the position of
teller at Clark's bank, and then was made superintendent of the
Silver Bow Water Co. In 1890, when the water plant was sold out,
he became manager of the Butte Electric Light Co. When the
two electric light companies were consolidated and sold to their
present owners in October, 1891, Mr. Wharton became manager
of the street railway company, in which position he is meeting
with continued success.

♦-•-♦ •

THE DEPARTMENT OF BLANKS AND FORMS.

Secretary Brockway of the Accountants' Association, under
date of July 16th, sent out the following letter relative to the asso-
ciation's collection of printed forms:

To the Members — The value of the department of blanks and
forms can be greatly enhanced from year to year by the addition
of the new forms issued by each company, and the refiling of those
blanks re-issued. Therefore, it is hoped and anticipated that every
member will co-operate with the secretary in the effort to make
the department a continual advantage of membership in the asso-
ciation and keep it sensitive to the changes of their blanks and
forms.

As the rubber stamp conies naturally within the meaning and
intention of this collection of forms, a separate book is to be
devoted to rubber stamp impressions, and there is no doubt that
it will not be the least interesting of the whole. It is preferred
that the impression be made upon white paper 4 x 6 in. ; each
impression should be on a separate slip of paper. Print on one
side only.

Electric lighting in many instances is managed in the offices of
street railway companies. Electric lighting blanks are, therefore,
of interest to those companies, and if your company has this
adjunct, please include the blanks in your package.

Experience has shown the need of the following suggestions,
and they are given with the hope that they will be heeded in for-
warding your package:

1. Do not fold the blanks, rolling is preferred.

2. Write in ink the name of your company upon all blanks
where it does not appear.

3. The term "blanks and forms" covers everything printed in
use by your company, books, circulars, rubber stamps, tickets,
transfers, statements and reports.

4. Please send at least two copies of all forms, except of rubber
stamp impressions.

J. Address your package to W. B. Brockway, Secretary, Post-
office Bo.x 630, New Orleans, La., and advise by letter of its for-
warding.

It is appreciated that you will be put to some trouble to com-
ply with this request, but it is believed that you will do it will-
ingly, for you understand the importance of the collection.

The companies that complied with the request made by Circular
No. 6, Nov. 15, 1898, will consider this request to apply^ to their
issue and re-issue since that date. But the companies which have
joined since then will please include their entire issue at the present
time. Yours truly.

' W. B. BROCKWAY,
Secretary.
C. N. DUFFY,
President.

* ' »

WHAT ELECTRIC INTERURBANS DO FOR A
TOWN.

A citizen of Grand Rapids, Mich., who had been visiting in De-
troit long enough to observe the working of the interurban electric
lines entering that city writes as follows to one of his local papers:

"If the Grand Rapids aldermen could be here in Detroit a few
days and see the crowds that the interurban car lines drop right
in the center of the city, it might open their eyes a little. One line
— the Ann Arbor — brings in an average of nearly 2,000 people a
(lay. and there are seven lines.

"For three years interurban companies have been begging for
franchises into Grand Rapids, and our brilliant board of aldermen,
judging the world to be flat because it was flat as far as they could
see, have refused them any kind of a franchise that they could
take east and borrow money on. In the meantime other cities
have gotten their interurban lines running and are getting the
good of them, w-hile Grand Rapids hasn't even scored yet. Worse
yet, hasn't even entered for the race. Doesn't even know there is
going to be a race. And that, too, for heavy stakes. We need
funerals and fool-killers in Grand Rapids. Pompous 'have-beens'
walk around the streets and solemnly announce that interurban
lines will never pay. The belt line will never pay. A deep water-
way to Lake Michigan will never pay, and such other cheerful
croakings to help the town along. A frog pond on Campau Sq.
would boom Grand Rapids more than this gang.

"Grand Rapids is unfortunate in depending so largely on the
manufacture of furniture. Too many of our eggs are in one bas-
ket. We should make it up by everlasting push and hustle. We
should have had completed and running for two years past elec-
tric lines to Holland, Grand Haven, Muskegon and Belding.
Four lines besides the belt line, and every one of them should be
allowed to run without right to Campau Sq. It might distiirb the
frog pond, but it would show in the census report of Grand Rapids
for igio. And as goes the census, so goes the real estate market,
so go the bank clearings, so goes general business, so goes pros-
perity."

* » »

CONSOLIDATED TRACTION, PITTSBURG.

The Consolidated Traction Co., of Pittsburg, makes the follow-
ing operating report:

COMPARATIVE STATEMENT.

nrtttMoDtklUelliiitm

nrnniTiimXDiiitoiiinBilTor.

igoo.

1B99-

1900.

.899.

1147,989 69

1117.656 86
i»3.6" 83

3S'.So» 53

350,461 19

36*834 97

89s 7»
5" 4S

S 94.044 ">3

»6.8j4 »S
590 7"

$379,447 61

80.504 87
3.763 78

'.093 JS

$387,485 47

Other Income:

Earned Dividends on Stocks of other Companies Owned

80,504 85

Ri-ntalsof Bill Idings and Heal Estate;".

Total Net Earnings and other Income

$1G].09> 60

Si at ,469 69

8465.138 It

$370.a47 4$

Deduction! from Income ;

Tairti

Rentals of leased Lines. .

Tenement Efpenvs

Total Deductions

15.147 '6

45.9'S <x>

"67 S5

14.41) 44
4S.9»S «>

46.147 (6

'37.77S 00

7*9 73

43.»37 34
t37.775 o«

9 61,339 7»

S 60,337 M

$184,631 89

$181 .oia 34

Trial Income

Sioo.Ssn 89

S 61.13a as

$aBo.so6 M

$189,335 14

J6.47S S3
60.000 00

16,580 00

48.2r,» 75

79,671 07

ISO.DOO 00

79,740 00

Dividend", on Preferred Stock

144,878 IS

Fixed Charges

S 86.475 83

S 74.87a 75

$359,671 07

8314.618 as

S 14.375 "6

$ 10.835 IS

$ 35.3B3 ti

Anc;. 15, KjcK).]

STREMT RAILWAY REVIEW.

439

Electrical Measuring Instruments.

By J. Fkankun Stbvens.

Mr. Slcvena In president uf tlir K(>y8toMu Eleclricat IiiHtriiment Co., of Philadelphia, and thin pajwr was read at a Htau^l mcctinif of the Franklin

ItlHtitUtC.

I*AKT I.— Thti aiUlior tcmclics Ijriclly on tlie liiNtory of tlic niilijecl and the huccl-hh with which inKtriinii'nt niakerH have met ihr demandH for new iyitem of
InfttritmeiitM. Ni-xi ilie hisii unictUs needed in niakiinf ordinary eh-ctrical ineaHurenicntH arc enuincruted, and !he re<tuircmeni*tof a practical and sat »• factory
iiiHlnittKMil for HUMS II I ill I,' \ olny-e, current or power defined. The flifTerent lyueM of inHtrumi*niH in common us«* ar«- ilien claHkifii>d and iheir rettiM-tiivf ad%an
lajfes, dlsa<lvani.ii,'cs .iiid limit. uions for various clasHt-H of work diKcn'*Mcd. Tlie nix t.viM-*K of inHtrunicniH conKid«n-d are: lidi-wirc, Electro-ntatic, Tani^cnt
(faivcitH)inelei', i>\ Miiinniinii-i , h'Arsonval (galvanometer, IClectr(»-ma(fneiic.

i'AKT II. A Her i<nii|ik'tiiii.' tlie discussion of I he cliar.icterisiics and liniiiat ioiis of the different ty^MrH, the <(ueHtionN of M|H;cificati<(n*i and inntallation are
taken tip. 'Ilu- impi-i lain i- nf •^rii-ctintf a nianufaclnrer who has learned the "trick" of tnakintf an inHtrunient properly, in dwelt upon and •tuu'tf'^fttionn arr
made a> t<» the way <>1 avnidinj,' the trouldes tliat arise between the maker and the purchaser and hiH en^inevr bccaunc the inHtrumeniH arc carelemly or iifnor-
antly handled by the swilchlmard contractor. The permisHilde errors in insii-.ument.-., the definitionH of the ohm, afn|>ere and volt, and remarkH on teatinir a""!
calibratiiii,' lollow next, and the conclusion deals with special forms of indicatin^r instruments.

-t

PART II.

Fiirllu'i lliaii lliis. tin.' D'Arsciin al instniiiiciit, wliicli gives de-
flections (Jiieclly proportionate to the current flow, lends itself
readily to a large variety of measurements, such as determining re-
sistances and measuring the drop of potential from which resist-
ances and grounds may be readily computed. It is, however, a type
of instrument wliicli should be handled with great care, as rough
handling or the presence of powerful external fields will perma-
nently destroy the accuracy of its indications. Further, since it
depends primarily for its continued accuracy on the maintenance
of a field of uniform strength, as supplied by its permanent magnet
field, instruiuents of this type should be frequently checked to ascer-
tain whether tlie permanent magnets have maintained their initial
strength.

A great deal niiuht be said on the subject of the last type un<lcr
consideration, namely, the electro-magnetic system, for there arc
probably more variations in practical construction contained in this
type than in all the other types put together; some are good, many
very bad. It is, however, unfair to adopt the policy of certain engi-
neers, who uiu|ualifiedly condemn every electro-magnetic instru-
ment, solely and entirely on the grounds that they contain a mov-
ing mass of iron, which, in their opinion, must render the instru-
ment subject to errors of lag and hysteresis. My practical experi-
ence witli this type of instrument, covering a great many years,
has taught me that it is perfectly possible to so construct an electro-
magnetic instrument containing a mass of moving iron that errors
of lag and hysteresis, if they are present, are so small as to be neg-
ligible. In order to achieve this result it is necessary, first, to pro-
portion every part of the instrument with reference to all other
parts; to carefully shield the instrument from the influence of ex-
ternal fields, and this by means of a shield that will not introduce
errors due to its own retentivity. The iron employed should be
very small and very light, and should be selected, after careful test,
for purity and absence of retentivity. It should then be formed up
with care, and so treated that oxidation is practically impossible.
The field due to the actuating solenoid should likewise be carefully
studied, and .should be designed so that the moving iron will at no
time be completely saturated, and yet of sufficient strength, in con-
junction with the shield employed, as not to permit the indications
of the instrument to be seriously influenced by external fields. In
no case should two masses of iron be employed, as is common in
some types of instruments, which depend on the repulsion of a
moving vane by a fixed vane of similar polarity, both being ener-
gized by the actuating solenoid. It is almost impossible to free
double vane instruments from errors of lag or hysteresis, and there
is a further tendency for the pointer to stand off zero, due to the
residual magnetism mutually induced in the two vanes.

The fact that the instruments constructed on the electro-magnetic
principle contain no material subject to change or deterioration,
coupled with the fact that they can be built solidly and substan-
tially, and controlled by gravity in place of a spring or springs, ren-
ders them exceedingly reliable in practice. If their calibration is
correct when first installed, there is no reason why the calibration
should change with time.

In the above brief description of the most common types of indi-
cating instruments, it may be noted that there is no one type which
is universal, that is adapted for both switchboard and portable use
for either direct or alternating current measurements. While we
can very readily dispense with the hot-wire and electro-static in-
struments, the other four types are essential for some class of meas-
urement, and for any particular line of measurement the most suit-
able system should be selected. It is possible that some day a uni-

vcrsal system may be fouufl, but, until that time, the user must se-
lect from existing types the one which in principle seems most ap-
plicable, not only to the character of electrical energy to be meas-
ured, but, also to the conditions under which measurement must be
made.

There is no one line connected with the electrical industry in
which so much attention must be paid to details as in the manu-
facture of electrical indicating instruments. A very prominent engi-
neer remarked to me recently that he had examined the construc-
tion and operation of a great many different types of indicating in-
struments, and, while a number of them bore evidence of similarity
in design and construction, yet, in some cases, the manufacturer
seemed to have acquired the "trick" of proportioning, manufactur-
ing and calibrating, while others utterly lacked the "trick." As a
matter of fact, it is not altogether a case of acquiring the proper
"trick," but is a case of studying the theory and design of instru-
ments for a number of years, backed by a large and varied experi-
mental experience, which marks today the difference between the
successful and unsuccessful instruments in the various types com-
mercially exploited. Account must be taken of the most petty de-
tails of construction, the most careful and skilled labor must be
employed in each department, and every particle of material enter-
ing into the instrument must be carefully selected and tested with
reference to its particular function.

Personally, I have seen the experiment tried of taking a finished
and efficient instrument and placing it in the hands of a careful and
skilled mechanic for duplication; every wire and every part would
be, apparently, an absolute copy of the original, and yet the results
obtained would be totally different. It follows, therefore, that it is
always wise in placing orders for electrical instruments to select a
house who have publicly demonstrated the fact that they have
learned the necessary "trick" or "tricks" of their profession.

In no line does reputation count for more than in the manufac-
ture of indicating instruments, nor is there any line in which I have
been brought in contact where it takes so long a time to establish
a reputation. Further than this, there is no line in which a greater
amount of patience is required by the manufacturer. The average
purchaser is totally ignorant of the laws or principles embodied in
the instrument he is using, and, without regard to the fact that he
may have selected the wrong type for the particular class 01 meas-
urement he wishes to make, unhesitatingly blames the manufacturer
for not having known what he wanted and for not having supplied
him with the proper type of instrument by pure intuition.

Another obstacle which is commonly met by instrument manu-
facturers is the fact that for the average installation he is required
to furnish instruments delivered to the switchboard contractor, who
may or may not handle the instrument properly. It is true that
most instruments are sealed, yet it is perfectly possible to utterly
ruin the calibration of almost any type of instrument by improper
handling without destroying the seal or opening the case. For
instance, if a D'Arsonval instrument is laid upon the frame of an
actively excited dynamo or motor, its entire calibration will be al-
most instantly changed, and yet no external evidence is presented
to show exactly what has happened. Rough handling and an occa-
sional fall, or improper packing for delivery to the plant, may fur-
ther operate to destroy the accuracy of the calibrated instrument:
yet the manufacturer is expected to provide instruments which will
stand such usage and which, after they have been installed, may be
subject to the influence of such strong external fields or such high
external temperature as to make their correct indications impossi-
ble; and, after all of this, must have his instruments accepted or

440

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

rejected by the consulting or supervising engineer, who, on the
day of the test, carefully checks them with his personal portable in-
struments, which arc usually kept in almost ideal condition and
seldom or never leave his immediate possession. Some day I trust
these conditions may be ntodified to the extent that the engineer in
charge will test and check the instruments, if he doubts the accur-
acy ol the maker's calibration, before the instruments are shipped;
or else issue instructions that the switchboard shall be drilled from
template and the instruments set in place by the engineer's own
assistants. In several cases 1 have succeeded fn having the latter
course adopted, with the result of mutual satisfaction on part of
the owner, engineer and ourselves.

If arrangements could be made to have all instruments installed
under the supervision of the engineer in charge, it would then be
quite sufficient to have the specifications state the limit of error al-
lowed in the indications of the voltmeters and ammeters; and this
information, coupled with a specification covering the style of case,
character of scale, range and class of measurement to be made,
would enable the manufacturer to make an intelligent tender for
the instruments required in any installation.

While a high degree of accuracy is desirable in all indicating in-
struments, it is particularly important that the voltmeter should be
right within at least i per cent, since a variation of i per cent in
voltage means a corresponding variation in the candle-power of
every incandescent lamp which may be in circuit. It is quite well
known that the candle-power of any incandescent lamp varies di-
rectly with the voltage, the variation being appro.ximatcly i candle-
power for every volt increase or decrease from the normal voltage
of the system.

Further than this, a variation of i per cent from normal voltage
on a system carrying incandescent lamps means a variation of
about i6 per cent in the life factor of the lamp and about 3 per cent
in the watt consumption per candle-power. Errors in the indica-
tions of ammeters do not produce such serious results, yet it is de-
sirable that they should be accurate in order to obviate the danger
of overload on circuit, translating device, or generator; and in the
case of test instruments, as high a degree of accuracy should be
demanded as is reeiuired in the voltmeter.

While on the subject of accuracy of indications, I would like to
impress upon you the fact that, while we have three electrical units
in common use, namely, the volt, ohm and ampere, the ohm and
ampere are the only two fundamental units, the volt being a derived
unit. The absolute ohm may be quite readily obtained, and, as you
probably know, is defined by law as the resistance oflfered to an un-
varying electric current by a column of mercury at the temperature
of melting ice, 14.4521 grams in mass, of a constant cross-sectional
area, and of the length of 106.3 centimeters. The ampere is like-
wise defined by law as the practical equivalent of the unvarying
current, which, when passed through a solution of nitrate of silver
in water in accordance with standard specifications, deposits silver
at the rate of .000118 gram per second. The volt is defined as the
electro-motive force necessary to send i ampere through i ohm.
This, as you will note, gives us fundamental values for the ohm
and ampere and defines the volt as a derived unit, and I am laying
stress on the matter for the reason that the average electrical writer
defines the volt as a fundamental unit equivalent to 1000-1434 of
the pgtential at the terminals of a standard Clark cell, and then de-
fines the ampere as that current which I volt will cause to flow
through a resistance of i ohm. As a matter of fact, the Clark cell
is a secondary standard, exceedingly useful in practice, but not de-
signed for use as a fundamental standard, due to the fact that Clark
cells will vary among themselves and will give a gradually decreas-
ing voltage at their terminals after they have been in service any
length of time. It is, further, impossible to take i ampere from a
single Clark cell without permanently ruining it; and, as a matter
of fact, the potential of a Clark cell is only correct when the cell is
used on open circuit.

It has been rather difficult for me to understand why the absolute
ampere has been so little used or so seldom referred to, when it is
a unit more readily verified than is possible with the volt. It is
true that the fundamental method of determining the ampere is
rather slow and tedious, but it is extremely easy to obtain the ab-
solute ampere in c. g. s. units, by the use of the tangent galvanom-
eter. Defined in c. g. s. units, the ampere is such a current that,
passed through a conducting wire bent into a circle of the radius
of I centimeter, will attract a unit magnetic pole held at its center

with a force of one dyne; and this method applied to the tangent
galvanometer gives the very simple formula of current equals gal-
vanometer constant into the tangent of the angle of deflection of
the polarized needle, the galvanometer constant being readily
determined from its dimensions and the number of turns of wire, in
connection with a determination of the value of the horizontal com-
ponent of the earth's magnetism. Having once determined the ab-
solute c. g. s. value of the ampere, we know that the practical am-
pere is i-io the value of the c. g. s. unit. Having obtained the ab-
solute standards of current, expressed in amperes, and resistance,
expressed in ohms, the standard volt is readily determined from the
relations given in Ohm's law. With the primary units once deter-
mined, all others, such as the farad or coulomb, can be readily ob-
tained.

To obtain absolutely correct standards of voltage and current for
alternating current calibration, it is only necessary to calibrate a
dynamometer voltmeter and a dynamometer ammeter in true volts
and amperes, as determined by fundamental standards; then, as a
dynamometer measures directly the square root of the mean square,
it will indicate correctly the virtual voltage or current in an alter-
nating circuit. In calculating resistance in alternating current in-
struments, it is necessary to modify Ohm's law to the extent of sub-
stituting impedance for resistance. Since impedance is the vector
sum of the ohmic and inductive resistances, it is readily obtained by
triangulation when the two- resistances are known, or when one is
known and the angle of lag can be ascertained.

While the design, workmanship and material entering into the
construction ol an instrument are of vital and fundamental import-
ance, the actual calibration is equally important. .Assuming the
manufacturer has reliable standards of voltage, current and resist-
ance, trained observers are necessary who should be instructed not
only to properly mark the scale, but to check it; and should also
be instructed to carefully test the instrument for errors due to re-
versal, to lag or hysteresis, and for errors introduced by the pres-
ence of external fields, or by the variations of internal or external
temperature. Certain definite limits must be set for errors allowed,
and no instrutnent permitted to go out until it has fully come up to
the standard so set. In the company with which I am associated,
we not only make all of these tests and check readings, but, like-
wise, provide an additional check on the calibration by plotting the
calibration curve at the time the scale is made by the draughtsman,
and if errors or irregularities are observed in the curve showing a
departure from the standard curve applicable to the type of instru-
ment under construction, the instrument is promptly returned to
the calibrating room to have its readings checked, or to hunt for
and remove the defect which caused the irregularity. It is a known
fact that for every type of system there is a characteristic scale, fol-
lowing a more or less complex law, and any variation of the calibra-
tion from the normal indicates immediately that there is something
wrong, either in the construction of the instrument or of some of
the elements entering into it; or else it was inaccurately calibrated.
I, personally, attribute a great deal of our commercial success to
this intermediate checking in the drawing-room, and you can put it
down as a settled fact that any manufacturer who produces instru-
ments of any particular type the scales of which for corresponding
ranges vary greatly from one another has not yet mastered the
proper design or construction of his instrument.

It would be impossible to detail the many different kinds of meas-
urements which can be made with the proper type of voltmeter,
ammeter and wattmeter. In general, however, the possession of
these three instruments enables one to measure not only voltage,
current and power, but, likewise, capacity, inductance and resist-
ance; and from these various measurements may be obtained datJ
covering the performances of almost any type of generating or
translating device.

There are many special forms of indicating instruments designed
to indicate directly some of the various measurements most fre-
quently employed, two of which, at least, are so universally used at
the present time that they deserve, at least, passing mention. One
is a voltmeter designed for use on constant current arc light cir-
cuits, capable of indicating directly the total electro-motive force
of the dynamo, and so connected by means of self-contained
switches that not only can the total voltage of the dynamo or cir-
cuit be read. but. likewise, the presence of a ground indicated and
its actual value in volts directly determined. This involves an ar-
rangement of connections so that the voltmeter can be connected

An;. 15, ]()(X).

STREET KAILWAV KEVIEW.

441

ilircctly ,11 rn-.^ ilu Ic riuiiials ul iln- ciicun .inil llmi luMiici Icil suc-
cessively from Ilu- plus and minus side of line lu Krouiid. I'Voiii the
llirce readiiiH'' lluis riliiaimd llic luinilirr of lamps burning can be
(lircclly ascertained, llu' picMini !■! llie urouiul shown and the
ground ilsell can be absolutely loealeil by a very simple calculation.
My employing, in addition to this, the known resistance oi the in-
slrunienl, the actual resistance of llu- ki'ihuuI 111 .ilnus ui.iy be ob
lained, thus deliiiing its character.

An instrunicul of this cliaracler was briui(;ht nut by my company
some few years ago. and has niel with almost universal favor, ilue
largely to the growing tendency lo measure resistances under full
working potential. Such an instrument will show grounds which
would not be shown by the or<linary galvanometer an<l bridge
method of testing, and further eiuiblcs the switchboard attendant lo
locate urniiiids while the line is in oprr;ili\i i-ondilicm.

.'Vnolhcr instrument which, for a tunc. Id! into disuse, but which
today is being used more extensively than ever, is the differential
voltmeter, designed primarily to show the difference in |)otential
betwei-n tin- bus bars and any dynamo which h,-is to be connected to
the bus bars in parallel with dynamos alrea<ly operating. It is
ralluT a curious fact that the average dynamo tender places implicit
conhdence in the indications of his differential voltmeter. The
mere fact that he can see the pointer come back to zero when the
free dynamo is being brought up to voltage, and the kiu>wledge
that wdien the pointer does stand at zero he can throw the free
dynamo into circuit without danger of trouble, impresses him with
the idea that the instrument is essentially reliable and accurate, and
he is ready to condemn any or all of his regular switchboard volt-
meters which fail lo agree with it in indication. This leiulency has
led my company to devote special attention to the calibration of
ililTcrcntial voltmeters and to furnish them with a full scale which
indicates the exact voltage of the bus bars, in place of furnishing
instruments which give full scale deflections for 10 per cent or 20
per cent of the normal voltage.

In closing. I would say that I know of no subject connected with
electrical engineering which promises such rich rewards for in-
vestigation as the subject of electrical measuring instruments, and
if my hasty and very general review of the subject will influence
any one to pursue the subject thoroughly and scientifically. I shall
feel more than repaid. I have confined practically my entire time
and attention to this line for a number nf years and find the sub-
ject grows more interesting the further 1 investigate it. and I hope
the time is not far distant when the literature on this subject will be
as complete and as comprehensive as that now available in allied
branches of electrical engineering.

THE FUNNY SIDE OF THE TRAMWAY
EXHIBIT.

(l-"niiii ( liii < Iwn Special t'Drrespontlenl.)

.\t the recent International Tramways and Light Railways Ex-
hibition at London some of the exhibitors ejijoyed a quiet laugh
at the expense of the town councilmen who visited the hall and
were betrayed into mistakes because they did not fully appreciate
the technical points of the appliances shown.

Mr. Harold P. Brown, of New York, gave away as a souvenir
a little leather purse and enclosed therein was what looked like a
$1,000 bank bond, but on examination turned out to be an adver-
tisement for plastic bonds. The chairman of the city

council visited Mr. Brown's exhibit and was much interested in
the explanation of the bonding process. He had an armful of
catalogs and pamphlets that he had previously collected and Mr.
Brown, noticing this, remarked that he would give him a little
remembrance that he would be likely to retain when the mass of
printed matter had been mislaid, and thereupon presented him
with a purse which was accepted with many thanks: but when it
was opened and the folded bond inside came in view great was the
chairman's indignation. "You have fallen very low in my estima-
tion, sir." he exclaimed. "You can not influence my vote by giv-
ing me a purse of money, sir; such proceedings may prevail in your
land. sir. but not here, sir: I will have nothing more to do with
you. sir." And with that he started away. Mr. Brown, how-
ever, after considerable talk convinced him that the gift ^as not
a bribe and that the enclosed bond was not negotiable and the
chairman departed with the purse and his bond, with the laugh
against him.

A very distinguished looking gentleman gazed very wisely at
tilt Ohio Brass Co's. exhibit of overhead material. The com-
pany's representative, Mr. Marwood, approached and inquired if
he was interested in the exhibit. "Oh, yes," the gentleman replied.

"You set I'm a member of the city council and I'm

interested in everything, don't you know." "Can I give you any
information about our goods?" Harwood asked. "Oh, no, thank
you, I (|uile fully cotnprchend most of them I think, but if it would
not be troubling you too much, could you kindly tell me what they
are for?" was the reply.

The l.)oulton Co.. Ltd.. of Lomloii. showed a line of clay conduit
material for underground wires, and in the center of the exhibit
was displayed a section as it would appear under the street with
llie manhole built up to it. A deputation hailed in front and exam-
ined this section most carefully. P'inally one of them ventured to
remark that he thought "if the bottom of the manhole were raised
up even with the little con<luit chambers that the sewage would flow
easier and not collect in the bottom of the pit."

The question of how to keep a seal dry in rainy weather and
still have it out in the open on the top of a tram car seems to
have stirred up the inventive genius of Great Britain. Fully 50
seats were shown, and they were certainly most wonderful to
behold. Each seat was accompanied by its inventor in a more
or less state of enthusiastic frenzy who spent his time raining on
his invention with a large-sized sprinkling can and insisting that
nci dampness occurred. Some of the seats were arranged to fly
upside down when not in use and others had covers that closed by
their own w'eight. giving them the appearance of small roll-top
desks. Full instructions were printed on each seat telling the pas-
senger how to sit down.

One exhibit showed a device with a seat portion very much like a
row of knife blades on edge, the object being to do away with
exposed surfaces, while another perspiring inventor claimed that
the proper seat to use in wet weather is one made of woven wire
stretched over an ordinary seat. Your rep.-'-'entative tried this for
a moment and the underneath part of his clothing was crimped
most beautifully for several hours by the wire imprint. Most of
the seats shown would have to be operated by an expert, and if
the many conditions were not exactly fulfilled they "wouldn't go."

ELECTRIC TOWING IN OHIO.

Mr. T. N. Fordyce, of Detroit, writes us that he has closed
contracts with the State Board of Public Works of Ohio, giving
him permission to build an electric railway along the tow-path of
the Miami & Erie Canal, on which will be operated heavy motor
cars for the purpose of towing canal boats. He adds that recent
experiments in which he has been interested have demonstrated
that an electric locomotive running on the canal bank will tow
500 tons of freight at the same cost that 50 to 60 tons can be
pulled by mule power.

OBSERVATION CAR AT DETROIT.

.\ special parlor car making regular trips around the city at
stated intervals will hereafter form part of the regular service fur-
nished by the Detroit Citizens' Street Railway Co.. the idea being
to provide a pleasant way for strangers to see the principal points
of interest in the town. On each trip the car passes through
the wholesale and retail districts as well as the finest residence
portions of the city, affording a magnificent view of the Detroit
River. Belle Isle Park and Water Works Park, the round trip
taking about two hours, for which 25 cents is charged. A com-
petent attendant is always in charge to explain the different
features along the route. The car leaves the heart of the city at
o a. m.. II a. m.. i p. m.. 3 p. m. and 5 p. m.
•-•-•

Pocatello. Idaho, has an electric line. There are a'i miles of
track and the equipment comprises three old horse cars that have
been fitted with motors.

Dispatches state that the long legal contest waged by the city of
Madison. Wis., to compel the street railway company to tear up a
portion of its tracks, is to be settled by the city's lending the
company $10,000 to lay new pavement, which is an admirable method
of settling disputes of this kind.

442

STREET RAILWAY REVIEW.

[Vol. X, No, 8.

AUXILIARY WATER-DRIVEN PLANT OF THE
ISLE OF MAN TRAMWAYS.

Jn the "Review" for February there were a number of views along
thi> line of the Isle of Man Tramways, with an account of the
method in use for carrying heavy freight. The following descrip-
tion and illustrations, taken from the London Electrician, of a
novel water-power plant, recently completed by this company, will
be of interest. The line, which derives the greater part of its traffic
from summer tourists, during five months in the year is operated
from several steam power stations, but to carry the load in the
winter, when the road is dependent on the local passenger and
freight traffic, which is comparatively light, a water power plant has
been erected at a point on the Laxey River, seven miles from
Douglas, and ii miles from Ramsey, the terminal stations. From
this power house, for the seven months of light load, current will
be distributed over the system in both directions and the steam
plants will be shut down. As all the coal used by the company has
to be brought from South Wales, the financial saving will be con-
siderable.

The water is taken after it leaves the washing floors of the Great
Laxey lead mines, and the tail race discharges direct into Laxey
harbor, the total fall being 41 ft., which, after deducting pipe losses,
etc., allows a working fall of 38 ft. As part of the water is used for
ore-washing purposes at the Snaefell and Great Laxey mines, it
contains an imincnse quantity of sand, and special precautions had
to be taken to prevent this from reaching the turbines.

The head work consists of a concrete weir 40 ft. long by 4 ft. 6 in.
high, built across the river. At one end of the weir are two masonry
archways, 5 ft. wide by 5 ft. high, each fitted with a sluice gate and
the necessary gear for raising and lowering the gates. The two
gates are separated from the river by means of an iron grating 55
ft. long by 5 ft. 6 in. high. During floods a large amount of debris
is washed down the river, and the grating protects the gates from
being blocked. Inside the gratings is a large settling tank for the
sand, the tank being emptied by opening the gate nearest the weir,
which is used as a by-pass for flushing purposes. The other gate
is at the commencement of the head race, which consists of 826 ft.

a 12-in. flushing valve. At tlic end of the second section of race is
a masonry head box 8 ft. by 11 ft. by 7 ft. 9 in. deep, from which
the water is conveyed to the turbines through 820 ft. of steel pipe
3 ft. in diameter. The head box has also been built to act as a
settling tank, thus preventing any sand from entering the pipes.
The pipe line is made of J^-in. steel plates and is in 15-ft. sections
with double-riveted seams; it is carried several feet above the
ground on masonry piers.

The turbine house is 1,100 ft away from one of the company's
steam power stations, and is a stone building 30 ft. long by 15 ft.
wide by 12 ft. high. The fall from the level of the weir to the cen-
ter of the turbine is 26 ft., the remaining 15-ft. fall being obtained
by means of draft tubes. The turbines are of the Victor horizontal
type, and consist of two independent 12-in. turbines in one casing

TURBINE, -MOTOR .\ND BOOSTKR.

with the shafts direct coupled; so that when the water is low one
turbine will be used, thus enabling the plant to be worked at its best
efficiency. The turbines will develop 140 h. p. at a speed of 720
r. p. m.

The electric generating plant consists of a combined bipolar
dynamo and booster, the generator having an output of 160 amperes
at 520 volts and the booster 160 amperes at from 100 to 200 volts.
The generator and booster are coupled to the turbine by means of a
friction clutch, which permits them to be used as an ordinary motor-
driven booster plant when only a small amount of water is avail-
able. The mains from the generator and booster and the regulating
wires are carried overhead to the steam power station near by,
from which the turbine plant is entirely controlled. Two Lundell

HEAD AND TAIL RACES.

of trench 5 ft. wide, followed by 474 ft. of trench 3 ft. 6 in. wide, the
depth in both sections being 4 ft. 6 in. The first portion was made
larger in sectional area, to allow the water to travel slowly and per-
mit any sand which might have passed through the first settling
tank to settle to the bottom. At the end of the larger section of
the race another settling tank has been formed by dropping the bot-
tom of the trench 6 in. for a distance of 50 ft., and providing it with

]4-h. p. motors, driven from a small storage battery, are used for
opening and closing the turbine regulators. The switch panels for
the generator and booster are on the main switchboard in the steam
station. They comprise one generator panel, together with auto-
matic switch, ammeter, voltmeter, positive and negative switches,
shunt regulating switch, starting switch, and resistances for regu-
lating the generator as a motor when it drives the booster during

Aug. 15, 1900.]

STREET RAILWAY REVIEW.

443

licniiils n( low wakT, and a recording walliiicii-r. Tlic Ijooslcr
paru'l cciiitains swilclics for controllinij; a niDlor-drivcii booster in
tlie slcaiii slalion, and also the swilclics for controlling the turbine
booster — viz., positive and ncKative switches, voltmeter, ammeter,
shunt regulating switch, recording wattmeter, and change-over
switches to connect cither the turbine-booster or motor-booster to
any of three feeders. Adjoining the generator panel is a small panel
for controlling in either direction the two '/\-h. p. motors for regu-
lating the turbines. A small pipe has been carried from the head
race, and is attached to a gage glass fixed in a i)rominent position
near the swilchl>oard, so thai llu- allcndaiit can see the height of the
water in the bead race.

AMERICAN STREET RAILWAYS AS SEEN BY
AN ENGLISHMAN.

A subject much discussed in both the technical and non-technical
press of Kngland during the last year is that of American enKin(J>r-
ing competition, and one of the latest articles appearing in the
special correspondence of the London Times deals with the means
of transit for passengers as a factor of America's success in manu-
facturing. On this side of the Atlantic the trolley car is so
familiar that many patrons give it little thought, forgetting the
condiions that obtained before electric traction was diivclopej as it
is today. Seen through English eyes the situation is thus dc-

" iTvii of

LEvr; -' wt'E=> '

^^^ivki£^/yri^;y^l2>zi^(v;\h

^^i^JJ^^'i"^:!^' ^ vtfwl

SECTIONS OF TtJRBINE HOUSE, ISLE OI- M.\N.

The turbine plant is worked in connection with tlirce battery
sub-stations, each containing 250 cells of the Chloride "R" type,
one at Laxey, at the foot of the Snaefcll mountain railway, and the
other two about five miles on each side, all three stations being
worked in parallel. When the cars arc taking current the turbine
generator is assisting the batteries, but when the cars arc descending
the grades or standing, the generator is charging the batteries.
During the night when the cars are not running, the booster is con-
nected in scries with the generator, and the batteries are in turn
charged at a heavy rate and at a high voltage through underground
feeders. This enables a full load to be maintained continuously on
the turbines. This is said to be the first street railway plant in the
United Kingdom where storage battery sub-stations have been in-
stalled.

This auxiliary water-driven station was the idea of -Mexander
Bruce, the chairman of the company, but the plant was designed
and built under the supervision of J. Shaw, the general manager
and engineer. The turbines and pipes were supplied by F. Nell, of
Queen Victoria Street, London, and the generator and booster by
the Electric Construction Co., of Wolverhampton.

The Bulletin of the International Railway Congress states the
best wood known for use as ties is quebracho, which is found in
great quantities on the level praries of .\rgentina, S. A. It weighs
from 77 to 87 lb. per cu. ft., has a tensile strength of 17.000 lb. per
sq. in. In transverse tests the stress in the outer fih-T at breaking
point was about jj.ooo lb. per sq. in.

scribed: "In the more settled states wherever a town of any
size is approached there are the electric railways radiating for
miles out into the surrounding district. They run along the main
streets of the cities and out into the country, over roads hardly
formed, across fields, upon narrow ledges scarped out of pre-
cipitous hillsides (as at Pittsburg), up banks so steep as to be inac-
cessible to horse traction, and over slender viaducts and river
bridges. Inside the cities the cars go everywhere. If a man wants
to settle some business a mile or two away he finds out by tele-
phone whether the person is at home and then steps outside.
When once in the car he knows it will keep going at a good speed,
and he will cover the mile out and the mile back in ten minutes
or so."

The writer compares this with an extreme case 01 seven minutes
which he required to go a quarter of a mile in a London omnibus.

Some of the interesting points ot American practice noted are
the following: The subway in Boston where the narrow, crowded
streets present a parallel 01 the conditions in London. The suc-
cess of the New York. Xew Haven & Hartford in operating an
electrical suburban ser\ice and a main line steam service over the
same track, as is done on some of its branches. Concerning this
last it is said, not without exaggeration, perhaps: "To a cautious
Englishman one of the most striking ot the drawbacks is that the
naked conductor is laid at the ground level and the tension ot
current is high. Now American railways are hardly fenced at all.
and grade crossings are frequent. It is a little unsettling to see
children playing on the side of the track and also using it as a

444

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

thoroughfare to and from school, after the manner of American
children all over the Union. But the .-Vmericans hold the view
that if a man has not sense enough to keep clear of a third rail,
the United States has no use for him. Our Board of Trade jirin-
ciples are not popular there."

The eflfect of well-meant but hampering legislation in restricting
the development of electric lines in England is mentioned and
deplored.

AN AUTOMATIC BLOCK SIGNAL SYSTEM.

We arc indebted to Mr. C. F. Bancroft, electrical engineer of the
Massachusetts Electrical Cos., for data concerning the automatic
block signal system invented by him and Mr. P. F. Sullivan. The
system was installed on the Lowell (Mass.) & Suburban Street Ry.
in February, 1898, and its successful operation led to equipping the
Lowell & Nashua line about a year later.

It is designed for a single track road with turnouts, and the
principle of its operation will be understood from the description.
The trolley wires on the tangent portions of all the turnouts are
insulated from the other portions of the overhead line and supplied
with current from feeder lines; in each connection from the feeders
to the insulated sections at the turnouts is an electrically operated
switch the movements of which are controlled by the cars on the
line. The effect of a car passing a turnout is to render dead the
turnout section just passed by it, to render dead the section at the
next turnout ahead that must be used by an oncoming car, and to
make alive the section at the turnout next preceding the one just
passed. This will appear from tracing out the connections in Fig.
3 and the details will be more fully described later.

One of the turnout contacts by means of which current to operate
the switches is obtained, is shown in Fig. i. Two span wire hangers
are placed a short distance apart and connected by a copper strip or
light angle bar over the top. When the trolley wheel of a car
passes underneath it slightly deflects the trolley wire and makes
electrical connection with the overhead bar. and thus permits a cur-
rent to flow to the automatic switches controlling the insulated
turnout sections.

Fig. 2 shows one of the automatic switches and its bo.x. The
switch lever is moved by one of a pair of solenoids; each of these

FIG. ]. FIG. 2.

coils has a resistance of about 1,500 ohms, so that with the ordinary
line potential of 500 volts the current flow is about 1-3 ampere. The
switches are in weather-proof boxes, moimted on the line poles,
and are connected with the proper contact plates by ordinary No.
8 B. & S. bare iron wire. Three wires run from turnout to turnout,
and if deemed desirable a three-wire insulated cable could be used.
The ground wire of the automatic switches is connected to the
rail return, or a return wire may be used.

In order to avoid the inconvenience of running onto a dead sec-
tion at night and cutting off the lights in the car, a cluster of five
incandescent lamps is connected to each insulated section so that
the motorman at night can tell whether the section is alive or dead,
and if dead he holds his car on the curve of the turnout till the
signal light shows the insulated section ahead of him is free.

The equipiuent of contact plates and switches and the wiring
system arc shown diagrammetically in Fig. 3. The heavy lines in-
dicate the feeders from the power house and the track return. The
medium weight lines are the trolley wires and the light lines the
wires of the signal system. The sections of trolley wire between
turnouts are connected to the feeders, and insulated from the two
sections over the tangents of the turnouts as indicated by the
openings.

At each of the three turnouts I. II and III are two automatic
switches, one marked U for the out or up-bound side of the
turnout and one marked D for the in or down-bound side of
the turnout. Each of the U switches has two solenoids on one
end. and one on the other, while the D switches have one only
on each. There are five contact plates at each turnout, two, marked
.•\ and B, for the up-bound cars and three, marked i. 2 and 3. lor
the down-bound cars.

FIG. 3.

Now considei a car approaching turnout II, from I. The up-
bound section at I is dead and prevents a car from following,
and the down-bound section at II is dead and prevents another
car from entering the section from II. As the car strikes contact
.\i at II it closes the circuit through the left-hand solenoid at Dj
throwing in the switch at that point, and also, by a branch wire,
closes the circuit through the left-hand solenoid at Ui, throwing
in that switch, and releasing both the following car held at I
and the opposing car held at II.

Now let the car pass over the insulated section, supposing it
to be alive; on reaching the contact Bj the current is closed through
the switches at U2 and D3 opening them both.

Next take the case of a down-bound car approaching II from
III. In this case the switches at U2 and Da will be open. On
reaching the contact ii current is sent through a solenoid at Ui
opening that switch. The car then proceeds to contact 2-, and the
necessary connections are made to close the switches at Dj and
Ui. Passing the insulated section it strikes the contact at 32 and
opens the switch at D;, and also that at U, in case the latter
should have been closed, as for instance by a car passing contact 2i
after the car at I2 had opened it.

It will be apparent from a study of the wiring in Fig. 3 that
an up-bound car does not cut out the down-bound section of the
ne.xt turnout until it is leaving its own turnout, but that a down-
bound car cuts out the up-bound section of its next turnout before
entering the insulated section of the turnout where it then is. This
takes care of the possibility of up and down-bound cars striking
the corresponding contact plates at the same instant, as the up-
bound car will have to halt because of the power having been
cut off of the insulated section by the down-bound car at the next
turnout ahead.

The cost of this system is given as $200 per turnout, when they
are about a mile apart; the automatic switches cost $25 each.

The Chicago City Council has under consideration an ordinance
requiring street cars in tliis city to be equipped with effective
brakes, although most of them are now fitted with as good braking
devices as can be obtained for cars of their size.

All the employes of the Butte (Mont.) Consolidated Railway Co.
took supper at one of the best restaurants in town one evening last
month at the company's expense. The men had been kept unus-
ually busy all day owing to ball games at one of the suburbs.

Auii. 15. lyfx). I

STREET KM I. WAY REVIEW.

445

THE EVOLUTION OF CITY STREETS.

Ilv Wii.i.isroN Fish.

Mr. FUh i» a n.-itive uf Ohio .-itiil wan Kradiialcd from the WchI Point Military Academy In IWII. He MTved aa an officer of the 4th artMlerr antil I8R7 when be
rcsiirnc-rt ici i.'o with tile Crane IClovati.r Co., of Chlcau'o. In ln'«l ho went with the South Chl.aifo Jity Rarlway Co.. in which hm (ather-ln-law, Mr. D. F. Cameron,
was iiH.Tfs *-<I. and icniained tliiTi" nntll September, 1«'>'», when he lieiMiile H|.i:reiar> to .Mr. Sjialdintf, then prcHident of the Chicai^o Cnifin Traction C«»., and In «ti11
with llial Li'inp.my.

In tills [..iper tlic author first nienti.nis the .'uialnify between the [.'rnwth .and development of animaU and 11I cilieH, and then nhowH the imixirtance of roadii to
L-iMnnninilies o. men. The liistn-y nf ro.nls and sii,.».ts is briellv l.iken up and llieir i^rowth traced, particul tr streHi* beinif laid on the H)>ecialization of city Hireeta
t>,v .issitfuini.' sepai.ile pnrlK.iis i,l ilieni to ditTeieril us.H. Till- advantaifes of further difTere itiation with the object of wcurinif l>*"tter street car nervice arc pointed
uut and some su<.f^a'siiuiis ni.idc a:^ to tiii: cjar.s.; future di:velopmentH will probably take. It Ih then Mbown that elevated and underifround road* arc of but limited
applicatiuiif and that the solution uf urban Irannportation probleniH Ih vdHy if the Hurface ntreet railwayn are permitted to develop alunjf the linen aiiirireeled.

All tliing.s change, and as long as the sun shines warm all things
will tend towards perfection. It is the piiriiose to here consider
somewhat the history of roads in general, and of city streets in par-
ticular, and to point out certain simple but important changes
that seem to be at hand in tlie nuiliiids nl using ihciii.

Fortunately for man in his capacity of student natural phe-
nomena are governed by a few fixed laws, and a study of one
branch of science leads to knowledge of others. In considering
streets, so close an analogy may be drawn between the evolution of
animals and that of cities that the writer may be pardoned for
dwelling upon it. Thus, as everyone knows, plants and animals
are communities of cells, and the same laws which govern their
growth and development are concerned in the growth and develop-
ment of communities of men. People in an early time lived scat-
tered through wide spaces, each individual depending upon himself
for support, like the one-celled animals. Camps, villages and cities
were formed by a process analogous to the process of formation of
many-celled animals.

The first man from observing the one-celled and the many-celled
animals might have foretold that some time, if the world lasted,
there would be vast cities; and an examination of the system on
which a large aggregation of cells is formed would have shown
him many things about the organization of cities. For instance,
it would have shown him that certain individuals would be selected
as the governing body, like the cells of the brain; that other indi-
viduals would be detailed to bring in food, others to prepare it for
use, others to distribute it. He might have foretold that cities
would, if necessary, have walls and soldiers for external defense,
and police for internal protection. ."Viid the cities would have streets
for bringing in supplies of food and fuel and air. and for distribut-
ing them. .Xnd further he might have known that in the beginning
all of these things would be imperfect — suft'icicnt at the time, but
insufficient for the future.

The first man of course did not foresee these changes which
were radical, comprehensive and far in the future, but it should not
now be an over-difficult thing for us to predict the changes that a
few years will bring about in the use of streets. We know more
about streets than the ancient man knew about zoology. He
thought a clam was a clam and a deer was a deer, and that that
wa.s all there was to it. Sometimes, it is true, we appear to sup-
pose that a botdevard is a boulevard, and an inextricable confusion
a business street; and that that is all there is to it. But we know
something about the history, and therefore about the composition
of things; the ancient man did not. When a reasonable length of
right line is given it is easy to extend it with accuracy, and say
where it will run. The early man had no part of the right line
given except the point at which he lived. In determining the fu-
ture of city streets we have given to work from, much of the his-
tory of cities, a little of the history of roads and a great deal of the
history of the evolution of animals and plants.

All the books treating of roads that the writer has seen, begin
learnedly with a profusion of detailed information about the
Roman roads and then abruptly pass over hundreds of years to
the roads of France. One writer taking a condor flight over
those dark centuries, notes the one luminous point that Cordova
was not paved in 850. It probably continued not to be paved, for
he speaks of it no more.

The reason of this paucity of information is that until recent
times there were few roads worthy of mention. Road making and
road using did not progress with the other arts. If men had
studied them as long and ambitiously as they have studied war.
politics, language and logic, every country would always have had
in its roads, monuments to be noted in history with its pantheons,
temples, schools, war-gained territories and memorials of kings.
That roads have been insignificant is apparent not only from the

silence concerning thim but fnmi the crude usc made of roads,
and from the extravagant fuss made over the Roman roads which
were, in (act, no great matter. Until modern times commerce
by land was not great, and the use of roads was but trifling.

Ikckman says that in the works of Greek and Roman writers
he finds more proof of paved highways than of paved streets.
That is the way he begins. The paved highways were those Roman
roads, and he immediately turns to the roads of France. Paris, he
says, was not paved in the twelfth century, but in 1184 a small
amount of paving was ordered, and the name of the city was
changed from Lutetia to Paris. The authorities of the city did
not know much about practical matters, but, with the rich learning
of the time, they knew that Lutetia was Latin for filthiness, and
so they changed — the name. A little light is thrown upon the
condition of the streets of Paris in those times by the following
history: In Paris Oct. 3, 1 131, there died a prince, the son of
Louis the Fat. His death was due to an accident to his coach
caused by hogs running in the streets. "An order was issued
thereupon that hogs should not be allowed to run in the streets,
but this order was opposed by the monks of the abbey of St.
.Vnthony. because, as the monks represented, it was contrary to
the respect due their patron to prevent his swine from going
where they thought proper, and it was found necessary to grant
the clergy an exclusive privilege, and to allow their swine, if they
had bells, to wallow in the dirt of the streets without hindrance."
In London in 1090 the church of St. Mary le Bow was blown
down, and columns 26 ft. long sunk 22 ft. in the mud. The history
unnecessarily adds that the streets were of soft earth. Holborn
was paved by royal command in 1417. Smithfield Market in 1614.
In the seventeenth century the streets of Berlin were never swept,
and swine wallowed in the dirt the whole day. Till 1641 sties were
erected in the streets and even under the windows. Laing, in
"Notes of 3 Traveler." says he found Berlin in 1841 very fine and
very nasty.

Through all these times the usual roads were simply foot-paths,
cattle-paths, and roads practicable for saddle and pack animals
only.

Prof. Shaler, in speaking of the evolution of roads, says: "Let
us note that the first step which men make above the savage state
is closely related to the progress of their desires. When they cease
to be content with the simple goods which they may obtain from
nature about them, when they seek by trade or war to win profit
from their neighbors, then the questions of transportation and of
routes to be followed present themselves. If the savage in the
first steps of his up-going on the way to civilization is so for-
tunate as to obtain possession of animals which can be used as
beasts of burden the road problem at once opens before him.
Beginning with pack transportation following his older trails, he
soon learns in a rudimentary way the simple arts of road engineer-
ing. The pack-train state of civilization may be said, as far as
transportation is concerned, to be the first stage of that develop-
ment. It was a stage which was long continued even in the oldest
settled lands. It is consistent with considerable advance in culti-
vation but not with high commercial development. More than
one-half of the world is still in the pack-train stage. This is true
of South .\merica and a considerable part of our own continent.
Within twenty years the writer has seen in eastern Kentucky
a caravan of small mountain-bulls, each provided with a sawbuck
saddle in which were packed the exportable products of the dis-
trict."

.■\nyone may deduce the history of the development of cities, in
a general way. from his knowledge of former times. The general
evolution of many-celled animals has proceeded in a parallel
course.

The very lowest organisms have no definite tubes at all. Their

446

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

food, fiul and air travel by difTuslon or asmosis. That is the way
men traveled at first — by diffusion. When they wished to reach a
point they simply started towards it, and made their way as best
they coiUd — as we do now when we hear a squirrel chattering in
the woods. Animals had at first no blood; men, no commerce.
Size and activity in animals necessitate blood, and size and activ-
ity in nations and cities necessitate commerce. The highest form
of life will have the most perfect system of tubes for the circula-
tion of blood, and the highest state of commerce demands the
best roads.

It follows from the general likeness between the organizations
of animals and cities that cities must have streets ample to bring
in and distribute food, fuel and air, and such other things as fit
men's evolved needs. They should reach every point, and be of
easy passage. In animals arteries must be amply large, or too
much labor will devolve upon the system in pumping the blood.

WILLISTON FISH.

Obstructed, diflicult streets represent labor thrown away. If the
arteries and veins are too small or too difficult of passage, the
blood must circulate more slowly, with the result that there is less
activity. Animals with poor circulation arc generally small and
sluggish.

In the general analogy between the evolution of the metazoa
and that of cities is included a particular analogy which, in con-
nection with the present subject, deserves especial mention: The
analogy between the specialization of tubes and the specialization
of roads. Both tubes and roads began as indefinite ways; when
definite tubes were first established they were used indiscriminately
for all the purposes of tubes; and when definite roads were first
established they were used indiscriminately for all the purposes of
roads. Just as tubes have been produced or set aside for special
uses, we find roads established or set aside for special uses under
the same general law, and when in cities the process has not yet
been carried as far as conditions now demand we shall expect it to
be continued in conformity with the analogy between cities and
the metazoa, and with the particular analogy between tubes and
streets.

In general roads a striking specialization has already occurred,
dividing these roads into wagon roads and steam roads. The
steam road offers a special way for heavy, concentrated, per^
manent traffic requiring long hauls or high speed. The steam
cars and the road wagons do not use each other's paths. There
is a complete differentiation. Yet, of course, each started from
the trail over which all traffic ran in common. It is interesting to
note that the necessity for this differentiation and specialization of
the steam road from the highway was not at first appreciated, and
the charters of the early New England railroads provided that
the general public should be permitted to use the tracks for w^agon
traflSc.

City streets also begin with the trail, and. though the specializa-
tion of city streets began long ago, it has proceeded slowly and
intermittently. It is said that the streets of Herculaneum and
Pompeii had raised banks on each side for foot passengers. But
sidewalks have been far from common in cities. Laing says of
the streets of Berlin in 1841 : "They are spacious and long, with
broad margins on each side for foot passengers, and a band of
plain flag stones on these margins makes them much better to
walk on than the streets of most continental cities." Another

specialization in streets has been the setting apart of certain streets
for pleasure-driving, and another is the building of elevated roads.

Roads therefore show tlie following evolution: First, roads or
ways were general, and people traveled by diffusion; then there
were paths or trails in which all travel proceeded in common.
When cities arose, a heterogeneous traffic occupied the whole
of their streets from wall to wall. After a time the width of the
city street was divided to separate pedestrians from horsemen and
vehicles, thus making sidewalks and a roadway. To some extent
the law of the road divides this roadway into two parts in which
travel moves in opposite directions. Street cars, where used, com-
monly run upon the middle of the street, but have in fact no sep-
arate path. The roadway in streets is practically common ground
with little more mark of intelligent division than was shown on
the pack trails.

In this roadway space arc heavy, slow wagons, light, rapid
wagons and carriages, and street cars heavier than the heavy
vehicles and more rapid than the light ones, all of them moving
over common ground. They get along as best they can. They
work their way. They are often blocked, and carriages and cars
never attain the speed of which they are capable. In other words,
between curb lines travel is still proceeding by asmosis, and we
leave our betterment to time as the moUusk did. Of course our
cities are wonderful organisms, and their system of distribution
affords sustenance to all the individuals, but so is an oyster a
wonderful organism, and its system enables it to live without dis-
comfort; but still it is only an oyster. The present system of ways
in cities is not suiificient for the better cities of the future.

But suppose that a city is already built with narrow difficult
streets. What is it to do? It is to do the best it can, as the ani-
mals do that have radical faults of construction. When superior
animals arise they prey upon the inferior or seize their feeding-
grounds, and nature abandons the inferior design. So, well-
designed cities seize the commerce of ill-designed ones. Nature
is even less sentimental than man, and she also lacks his pride of
ojnnion. She loves only success. An extension of ways where
necessary and a specialization of ways are the conditions for the
advance of cities as they have been for the higher evolution of
animal life.

The middle roadway of streets in the largest cities should be
further divided. The nature of the case demands it, and the change
is as sure to come as cities are to be larger, stronger and more
active. The problem concerns heavy, slow traffic, light, rapid
traffic and street car traffic. The two kinds of vehicle traffic
should be separated. The ideal solution would be to have streets
sufficiently wide to afford separate paths for each kind of traffic.
Prof. Shaler says: "On the main line between Boston and Lynn
it may be desirable, where possible, to have two different kinds
of pavement arranged in strips parallel to each other; that of
blocks for heavy-laden vehicles and macadam for lighter trans-
portation. The success of such a method would depend, however,
upon the efficiency of regulations which would serve to keep the
two classes apart."

Many streets, of course, arc not wide enough to afford these
separate paths. One such street might be given up to one kind
of traffic and a corresponding street to the other kind. In any
case where the two ways are established each should be pro-
tected from invasion by traffic from the other. Boulevards are
already so protected. Self-interest would be sufficient to govern
traffic if self-interest were always apparent. Where it is not or
where it is lost sight of in the temporary individual interest of
teamsters and drivers it should be supplemented by positive regi
ulations.

One positive regulation of traffic that seems highly desirable
may be mentioned here, although it falls outside the scheme of this
article. Owners or employers of horse or power vehicles sending
them upon crowded city streets should be made financially respon-
sible, as by a bond, for damages to property and injuries to persons
arising from the negligent construction, maintenance or opera-
tion of the vehicles. A right of action against such an owner
or employer who is possessed of property subject to execution
may be enough to cause him constantly to take every care in hir-
ing servants and maintaining his vehicles in safe condition, but the
thousands of wagons upon the streets belonging to irresponsible
people who sometimes add to their irresponsibility ignorance and
indifference, are an uncurbed danger which a perfect city will not
tolerate.

Aik;. 15, iono.l

STREET RAILWAY REVIEW.

447

'J'Ik' siHii.ilizalinii t,i ilii- p.illi n( cli'clric sirct-t cars deserves par-
liciilar coiisideraliuM. I'"irst, because tliey are llie means of transit
of sucli ciioriiious numbers of peoijle, and, second, because being
exceedingly heavy, and capable of liiRli speed, lliey can not to the
general advantage run mingled with other traffic. They nee<I a
separate path for reasons similar to and now rapidly approaching
in degree those requiring a separate path for steam cars. The
weight and speed of street cars cannot be made less. Probably
the weight will increase. The speed of the modern electric car is
its most valuable (juality. That this speed should be utilized
instead of being confined is perhaps more apparent if we, for a
moment, suppose ourselves still limited to horse cars, with our
large cities expanding from a 3, 4. or 5-mile radius to a 6, 10, or
15-mile radius. Beyond the shorter distances horse-car transporta-
tion practically can not go. It has an absolute and narrow limit.
A strong city striving to expan<l with such a cincture about it
would afford the same spectacle as a vigorous tree trying to grow
against an iron band. If such a limit existed now we should con-
sider the discovery of some power capable of breaking through
it as of vital importance. Some years ago the cable was seized
upon as such a power, and, although enormously expensive, it
was installed on many lines. It is no longer equal to the times,
the people do not want it, economy of living can not endure it,
and the costly machinery of the cable is worth nothing in the
market today except as scrap. Fortunately, we now have elec-
tricity. It should be allowed to stretch and push out the limfts
of a large city's growth to the utmost. If allowed to do this
freely, if will do it so well that not only will it make possible a
vastly greater population, but it will allow this population ample
space and air, and save it from living crowded together like tlic
clifT-dwellers in their canons.

It might be claimed that the future specialization of street-car
service has already had its beginning in the subways and elevated
roads. This is not at all the case. Costly subways and elevated
roads — roads whose cost per mile makes the Roman roads seem
in the class of corduroy — cannot be used to transport all or any
great part of a city's population. The economy of nature will no
more permit it than it will pennit arteries to run at maximum
size from the heart to the extremities: they are not proportioned
to the work to be done. Thus, the mileage in Chicago of elevated
roads, single track, is about o,^. The mileage of surface roads is
more than ten times as great. It is to be noted, too, that as city
living becomes more hygienic, and the air spaces greater, the ele-
vated roads can not increase in mileage as the surface roads can.
The elevated roads have perhaps no further proljlcms to solve ex-
cept cheap construction and connection with surface lines. The
problem affecting a large city's transportation, the city's growth,
and the health, vigor and activity of its people, is the problem of
the surface roads.

In New York there are a little more, in Chicago a little less
tlian a million passengers daily on the surface lines. It is an enor-
mous army in either case, and its transportation may well occupy
the attention of the best generals.

Some part of the street-car streets, say the middle sixteen feet
now used, should be given up as fully as possible to street-car
service. Extended boulevards from 80 to 200 ft. wide, surrounding
and dividin.g tlic city, provided with the best pavement, orna-
mented with trees and flowers, and cared for by gardeners at pub-
lic cost, are not too much for the little corps who infrequently
use them for pleasure. A strip 16 ft. wide on a few streets is not
too much to devote to the daily transportation of the rank and
file, or rather, of the whole ariny. That this strip is not too great
in proportion to the use is easily seen. The total miles of street-
car travel in a large city is more than double the miles of travel
on foot; yet the 16-foot strip, considering the limited number of
streets occupied by car lines, is but a small traction of the space
given up to sidewalks.

But with a 16-foot strip on the necessary streets given up to
street-car transportation, would enough space remain for wagon
traffic? There can be no serious question of it. In the first place
specialization of parts increases the capacity of the whole. In
extreme cases other traflic might be limited to one direction only,
as is now done in certain of the narrow streets of .Amsterdam
where vehicles must make a detour and enter from one direction
only. If other wheel traffic yielded the exclusive use of this pro-
posed space it would still enjoy in a city like Chicago, taking all
the streets t..getf.er. more than eleven times as much space for

itself. Suppose (hat all of Chicago's streets were thrown into one
street, 2,600 miles long and 66 ft. wide, and suppose that the
street cars were given the exclusive use of a part of this width
proportioned to the total space they now occupy in the city
streets. The 66-ft. width of this hypothetical street would then be
divided as follows:

Sidewalks 28 ft.

Wagon roadway 35 ft.

Car tracks 3 fi.

The (luestion whether strtct-car traflic could be allowed the
exclusive use of its present tracks, except at crossings, is thus
reduced to an absurdity. The idea, which undoubtedly exists in
some places, that this traffic can not be exclusive, arises from the
jealous fancy that whatever might be allotted to street cars would
be taken from the public. On the contrary, it wouhl be devoted
to the use of the whole public.

It seems apparent that the great streams of passenger travel
should occupy this i6-ft. strip as exclusively as possible, and that
the only question is how exclusive this occupancy may be. Exjicr-
ience will determine this, but the present use of sidewalks furnisFcs
a guide. Wagons cross sidewalks only at cross-streets and alleys.
At cross-streets vehicles would have to cross the car tracks, but at
other points the necessity of crossing them would rarely occur.
No need of longitudinal travel on the tracks would arise cxccpf
in a few special instances. Our streets arc often called "con-
gested." In fact there is plenty of room upon the streets, and the
question is how to use it. A\\ through the 24 hours of the day
the great extent of streets in the largest cities is practically empty,
and yet even in the unused streets, car-passengers are now obliged
to divide the way with stray wagons.

Where necessary, on long lines, cars will in the future make a
further specialization by cutting out perhaps half of the present
stopping points; this will be done by having alternate cars stop
at alternate streets only.

When such changes as are here suggested, or better changes,
are efl^ected they will make an enormous saving in a city's energy.
The daily ride to labor or business that now requires 40 minutes
will be cut down to 20 or 25 minutes. On a three-mile ride the
average .saving will be 10 or 12 minutes. This saving will be a
constant one every day in the year. Of course a car sometimes
runs over its route without much delay by wagons coming upon
its track, but the schedule time has to be arranged for the average
delay, and cars can not be allowed to exceed their schedule, or they
will become bunched, and the resulting waiting of intending pas-
sengers will offset the gain of those carried faster than the average
practicable speed.

But beyond this constant saving there will be the irregular sav-
ing of time now lost because of wagons stuck or broken down on
the tracks. This saving would also be constant to all those per-
sons who must arrive at their place of labor or business at a
fixed hour, and who now have to allow in starting out for possible
blockades.

A car or a string of cars containing large numbers of people
blocked and held by a broken-down coal wagon is now a common
daily sight on the streets. The blockade often extends to several
lines. It is interesting, though irritating, to estimate the lost
time of each passenger at the same value as the teamster's time,
and from this to compute the loss which arises from the team-
ster's carrying a heavier load than would be practicable if he
drove on the outer pavement; and. from the average of blockades
and delays to further compute the enormous daily tax imposed
on street-car riders in order that 3. comparatively few coal dealers
and teaming concerns, hidden away in their oflices. may employ
fewer teamsters and use fewer horses. Of course the teamsters
and the train crews become angry at each other, but in fact they
are little concerned in the problem, their "time is going on." But
the hundreds of thousands or millions of people who are daily
robbed of their time by the usurpation of their streets, are sup-
posed to have no interest and certainly no voice in the matter.

There is no reason why the people of New York and Chicago
might not have a street-car service one-half more rapid than they
now enjoy. To people who have fixed times for arriving at
destinations the changes suggested would work even greater
advantage.

The changes suggested may not be the best ones. Even the
shortest look into the future is likely to meet with illusions and
mirages, but there is no doubt of the ills of our present condi-

448

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

tion. Street-car travel is slow, delayed, interfered with, blbckadcd.
and there is no interest so small that it may not add to the obstruc-
tion of multitudes. It should be considered, too, that as cities are
growing larger and the need of rapid transit is becoming sharper,
the wagon traffic is growing too, and under our present protoplas-
mic system of diffusion, is making transit still slower and more
difficult.

.Another special use of city streets is worthy of mention. It has
been thought that in large cities the tracks of the railways should
be used for the transportation of goods. It is so argued by Mr.
Dodge, president of the Ohio Highway Commission, and by many
others. Where necessary to avoid the rehandling of goods, loaded
wagons might be run upon suitable cars and so carried to a point
near their destination. The suggestion is made that this work
will provide an economic use of tracks and power plants at night
when otherwise they would be idle.

Everyone knows how cities flourished and grew great in old
times because of their harbors and the adjacent seas. These har-
bors and seas were simply good, cheap roads. Today inland cities
are great because they are cheaply reached by railroads. Cities
that have good roads leading to them both by land and by water
are doubly served, and when they shall have secured the best
internal roads they will have completed one means of material
greatness. In 1817 Calhoun said: "The manner in which cheap-
ness and facility of intercourse add to the wealtli of nations has
been so often and ably discussed by writers on political economy
that I presume this House to be perfectly acquainted with the
subject. It is sufficient to say that every branch of national indus-
try, agriculture, commerce and manufacture, is stimulated and ren-
dered by it more productive. The result is to diffuse universal
opulence."

GUARD WIRES IN OVERHEAD CONSTRUC-
TION.

A WEEDING HOE.

Unless the roadbed for a railway is ballasted with stone or clean
gravel, it will require a great deal of work on the part of the

trackmen to keep it clear
of weeds and grass, and
in a dry season i; has
been remarked that
weeds will grow on the
roadbed more rapidly
than elsewhere. The rea-
son for this is that the
earth about and under
the ties is damper than
elsewhere. The weed
trouble is one which
.throws worse with each
succeeding year because
the dust blown into the
ballast will in a short
time accumulate so as to
sustain the weed growth.
The tool most com-
monly used for remov-
ing grass and weeds
BLLNDEW, WEEDING HOE. f^m the track is a shov-

el to which there are several objections. The work is very
severe because it must be done in a stooping posture, and the
shovel blade is usually dull. On some railroads a specially de-
signed tool is used for this purpose and the accompanying illus-
tration, for which we are indebted to the Railway and Engi-
neering Review, shows a hoe devised by Mr. E. C. Blundell,
roadmaster of the Chicago. St. Paul, Minneapolis & Omaha Ry.
The hoe consists of a rectangular, oil-tempered steel blade, 9x5
in., with rounded corners, bolted to a weighted tang which is on
a handle s ft. long. The blade is polished on both sides and the
four cutting edges are beveled from top to bottom.

It is stated that this hoe is found to be much more efficient than
a shovel for weed grubbing because a man can do more work in a
given time and because the dirt or ballast is not thrown aside but
remains in place in the track or on the embankment.

In the United Kingdom the tramway companies are required to
make arrangements to prevent telephone and telegraph wires com-
ing in contact with trolley wires, should the former break and fall
across- the line. The question is of considerable importance and
is discussed by Mr. R. C. Quinn, the borough electrical and tram-
way engineer of Blackpool, in a paper read before the Municipal
Electrical Association. He considers the best method is to place
tile telephone and telegraph wires underground at the crossings;
this has the approval of the other electrical companies but the
Post Office will not consent to it.

The ne.\t best method which is consid cred "all that is Inimanly
possible to protect overhead telegrapli and telephone wires," is
the following:

1. The erection of two guard wires 18 in. apart at a mininuini
height of 2 ft. above the trolley line.

2. The length of the guard wires to be such that should the
crossing telegraph or telephone wire break close up to one span
insulator, and be blown horizontally in either direction it could
not when falling come in contact with an unguarded portion of
the line.

3. Each span of guard wires should be separate and distinct
from its neighbor, but metallicly looped across.

4. No insulators whatever should be used, but guard wire stan-
dards be bolted direct to the bracket arms, or to the span wire as
the case may be.

5. The terminal posts of each length of guard wire should be
bonded to the tram rails.

b. The trolley line should be divided into sections, and each
protected by a maximum current device. These sections should
preferably not be of equal length, but proportioned for equal maxi-
mum working current.

7. The crossing span of telegraph or telephone wires should
he terminated by a disconnecting insulating shackle on each side
and the connection across these shackles should be by fusible
metal bridge.

.Another system of protection somewhat widely used is to fasten
to the trolley wire brass clips which support a wooden molding
of greater width than tlie trolley wire. These strips are regarded
as more unsighted than guard wires and there has been difficulty in
securely fastening them in place: also they do not aflford the de-
sired protection since if a telephone wire falls across the wooden
strip the trolley wheel or pole will very probably strike it and
make the very contact it is desired to avoid.

.\ third method recommended by the Post Office is to bunch
the telegraph wires and then place an insulated cradle or hammock
around them at the crossing. This is considered unsightly and
inefficient also, since the meshes of the hammock are from 2 to 3
ft. square.

ALLEGED INJURY BY ELECTROLYSIS.

The city of Rockford, 111., has a bill of $17.25 against the Rock-
ford Railway, Light & Power Co. for damages to water pipes
alleged to have been caused by electrotysis consequent upon de-
fective bonding; the council has directed that suit be brought if nec-
essary to collect the claim. We judge, because of the trifling
amount involved, that the matter is being pressed in order to es-
tablish a precedent.

CHICAGO GENERAL RY.

A young woman who jumped from a moving car at New Haven.
Conn., remained unconscious for two weeks.

The Chicago General Railway Co. held its annual meeting July
20th. The resignation of Mr. Glenn E. Plumb as president and
director was accepted and Mr. J. P. Black was chosen president
and Mr. W. A. Goodman, director. The general counsel tor the
company was directed to begin proceedings against the Chicago
City Railway Co. and secure a determination of the rights of the
latter to occupy its present tracks in Wabash Ave., between 22d St.
and Madison St. The General Ry. claims that the franchise for this
part of the Chicago City system expired in 1894, and the General
Ry. wishes to arrange with the city for an entrance to the down-
town district over these tracks.

Am;. IS, 1900.J

STKEE'l' KAILVVAV REVIEW.

44'J

RECENT STREET RAILWAY DECISIONS.

KIllTIJi IIV J. I,. KOSKNBERCER, ATTORNKV AT I.A W, CUICAOO.

DUTY or ( IIIIDKICN TO OBSICKVE Al'TKOACH I N(.

CARS.

Hr:i(ly v. CDiisolid^iUd Traclion Co. ( N. }.), 45 .'\tl. Rep. H(J5. Feb.

26, 1900.

A boy gyi years o( age, playing in a public street, ran across the
track of a trolley road, and was struck and injured by a passing
car. He lestified that he neither saw nor heard the car. There
was no obstacle to his seeing the car if he had looked before going
on the track. Under these circumstances, the su|)renie court of
New Jersey holds that a verdict in his fa\i>r could not be sup-
ported.

The plaintifif, the court says, was a foot passenger crossing a
street containing a car track. A duty devolved upon him before
crossing to use his powers of observation to observe approaching
cars, which were within a distance, if run at lawful speed, to put
him in danger. Such a duty devolved upon him as an intelligent
youth who was sui juris, or possessed of legal capacity to act
in his own right in the matter, as he was admitted to be.

The duty of observation required from children, the court goes
on to state, may differ in extent and degree from that required
from an adult. Judgment which a jury might find lacking in
prudence if formed by a person of mature years, might perhaps be
found not to be lacking in prudence if formed by a child, but the
child is not excused from some duty of observation.

ORDINANCE MAY NOT IMPAIR CONTRACT OBLIGA
TION IN CONSTRUCTION OF GRANT.

Mercantile Trust & Deposit Co. v. Collins I'ark & Belt Railroad
Co. (U. S. C. C), 99 Fed. Rep. 812. Feb. 7. 1900.
The United States circuit court, northern district of Georgia,
holds that there is no escape from the conclusion that the propo-
sition is established by United States supreme court decisions that
an ordinance passed by a municipal corporation in its legislative
and governmental capacity, especially with reference to the con-
trol of the streets and the granting of rights and privileges therein,
is a law of the state, within the meaning of the provision of the
constitution of the United States, which prohibits any state from
passing a law impairing the obligation of contracts. Nor does
it accept of the argument that for a municipal ordinance to be
a state law, in this sense, it should be one withdrawing a right,
and not one merely construing the elTect of a previous grant. If a
municipality grants a right in the streets or otherwise, such as
that, when accepted and acted upon, a binding contract comes into
existence between the grantee and the municipality, and the city,
by a limited construction of the effect of the grant, deprives the
grantee of a part of the rights obtained thereby, the court says
that this would seem to be as much an impairment of its obligation
as if the city should by express .iction withdraw p.irt of the rights
so granted.

LIABILITY IN LAYING HOSE ACROSS STREET FROM
HYDRANT TO TANK CAR.

North Jersey Street Raihvay Co. v. Morhart (N. J.). 45 .\tl. Rep.

812. Mar. 5, 1900.

Considering that a public street is devoted to the use of passen-
gers on foot or in vehicles, the court of errors and appeals of New
Jersey suggests that it is a question whether a street raihvay
company may lawfully obstruct its free use by laying a hose from
a hydrant at its side to a tank car on the company's track for the
purpose of filling the tank with water to be used in sprinkling
the company's tracks. But if a right to place such an obstruc-
tion in a public highway exists, which is here assumed, but not
decided to be the case, the court holds that it must raise a duty on
the company which it owes to all travelers on the highway to give
such warning of the obstruction as would be reasonably required
to protect the traveler from injury thereby: and whether such
warning was in fact given must be a question for the iurj-. More-

over, evidence that a bicyclist was riding in a l)enl position at
a considerable speed in a public highway, the court holds, in thisi
case, where it afiirms a judgment against the company, will not
establish negligence contributory to his death, occurring by his
being thrown from his wheel by reason of the obstruction o( a
hose stretched across the highway, i( the attitude of the deceased
was consistent with such observation as a traveler on the highway
is required to make in respect to such obstacles, and the evidence
may justify an inference thai the obstacle might escape the re-
quired observation.

CONSOLIDATED COMPANY HOLDS PROPERTY IN
OWN RIGHT.

(jreene v. Woodland Avenue & West Side Street Railroad Co.

(O.), 56 N, E, Rep. 642. Feb. 20, 1900.

A corporation formed by the consolidation of two or more
companies, the supreme court of Ohio states, holds its property
acquired by such consolidation in its own right, and not in trust
for the constituent companies. The liability of the constituent
companies attaches to the consolidated company by virtue of the
statute, and not by virtue of the law of trusts.

Furthermore, the court holds that section 6478 of the Revised
Statutes of Ohio, which provides the manner in which service
of summons may be had upon railroad companies, is not appli-
cable to street railroad companies.

I'ROl'KK PARTY TO SUE HOLDER OF
OF FRANCHISES.

ASSIGNMENT

Havana City Railway Co. v. Ceballos (N. Y.), 63 N. Y. Supp. 417.
Mar. 9, 1900.
Where a third party is holding for the benefit of a certain-named
corporation an assigrmcnt of a street railway franchise, the right
of action to enforce the agreement under which he is holding same
and to compel him to deliver over the assignment, the appellate
division, first department, of the supreme court of New York
holds, is vested in the corporation, and to enforce such agreement
the stockholders are neither necessary nor proper parties, the cor-
poration not having refused to sue. Neither does it consider a
trustee for the stockholders a necessary or proper party plaintiff
in such a case.

VALIDITY OF EXTENSIONS BEYOND LEASED INTER-
VENING TRACKS AND TEMPORARY LOCATIONS.

Daniels v. Commonwealth .•Kvenue Street Railway Co. (Mass.), 56
N. E. Rep. 715. Mar. 3. 1900.

There intervened between the end of the old tracks of this street
railway company and the beginning of the new tracks 01 what pur-
ported to be an extension, tracks of another company, which this
company used under a contract with such other company. This
contract was approved by the railroad commissioners, but had not
been sanctioned by the board of aldermen. For want of that sanc-
tion, it was contended that the company was not using the inter-
vening tracks lawfully, and that therefore the new location was not
an extension, and could not be granted.

But. assuming for the purposes of decision that the authority of
the aldermen was necessary to the legality of the contract, and had
not been given by implication, and assuming, also, without decid-
ing, that there must be some sort of continuity with the existing
location of the company's tracks, nevertheless, the supreme judi-
cial court of Massachusetts holds that the location did not fail on
this ground. It appears to think it sufficient that the new tracks
were connected with the old by a continuous line, all actually in
use by the company, and that no one who had anything to say
about it made any objection to the use. but rather all seemed to
approve of it.— both railway companies, the board of aldermen, and
the railroad commissioners. To this, the court add? that it does
not conceive that the process of the statute was intended to enable

450

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

citizens having no otlior standing than as members of tlie public,
although, no doubt, having a considerable practical interest, to rip
up transactions satistaetory to all who have a voice in the matter,
by discovering some technical Haw in the records of past proceed-
ings.

Another objection was that the location was expressly made
temporary only, to terminate upon the abolition of a certain grade
crossing. The reason for this was that the location through the
street in question was a detour, and that as soon as the cars rould
run straight on this street where the grade crossing then was with-
out crossing the railroad there at grade, they would undoubtedly
do so. But it was insisted that there was no power to grant a tem-
porary location. The court answers that it does not see why not.
if the street railway company was satisfied. Ordinarily, it may be
presumed, a railway company would not accept a location in those
terms. If it is willing to do so. probably some necessity exists,
such as notoriously has led to such grants in the case of the Boston
Subway, and elsewhere. If it is willing to do .so. the court goes on
to say it does not perceive any reason, the statutes being silent, for
holding the grant void, or even voidable, on the protest of citizens
to whom the temporary character of the grant is no injury.

EJECTION OF P.\SSENGER FOR P.'\SSING SUSPICIOUS

COIN.

Vassau v. Madison Electric Railway Co. (.Wis.). 82 N. W. Rep.
152. Mar. 20, 1900.

.■\ gentleman accompanied by a lady gave a conductor a half dol-
lar, in payment of their fare, receiving back 40 cents in change.
Thereafter, believing from its unusual and suspicious appearance
that the coin was not genuine, the conductor so informed the pas-
senger, and requested him to take it back, and pay him in other
money. This the passenger refused to do, and the conductor took
hold of him, and put him off the car. .'\ jury gave him a verdict for
$500 damages. This the trial judge considered excessive, and re-
quired a remittitur from of $250, which, having been made, he en-
tered judgment for the balance. But this judgment has not been
allowed to stand. The supreme court of Wisconsin has reversed
it, ordering a new trial. It holds particularly, that the evidence did
not justify the submission to the jury the question of punitory
damages.

The circumstances under which the controversy arose, the court
says, were [jeculiar, and called for mutual forbearance. Confess-
edly, the piece of money received by the conductor was unusual in
its appearance. Such appearance at first excited suspicion on his
part, which apparently, after more careful examination, ripened into
a conviction, that the half dollar was not genuine, and so, as above
stated, he informed the passenger, and asked him to take it back,
and give him other money in place of it. If the result had proved
the money to be counterfeit, then, the court declares, it would have
been the right and duty of the conductor to put the passenger ofif
the car, if he failed to pay his fare in good money. But the result
proved that the money was genuine. That being so, the passenger,
the court holds, was lawfully entitled to ride to his destination, and
hence rightfully entitled to compensatory damages for being thus
wrongfully ejected.

The mere fact that the conductor, in good faith, told the pas-
senger that the money was counterfeit, the court holds, was no in-
sult. Few are so fortunate as never to have received a counterfeit
coin. It is only the passing of such coin with knowledge of the
fact which makes it an ofTense. So, there being nothing in the evi-
dence to warrant the jury in finding that the passenger was ejected
from the car under circumstances of aggravation, insult, or cruelty,
or with vindictiveness or malice, the court holds that it was error,
as already intimated, to submit to the jury the question of exem-
plary or punitive damages. In order to recover punitive damages,
it further explains, it was necessary not only to prove that the con-
ductor's conduct was such as to subject him to such damages, but
that the company either in advance authorized such conduct, or,
with knowledge of such conduct, ratified the same.

The passenger testified that the next morning he went to see the
superintendent, who asked him his address, and told him that the
conductor was one of the oldest conductors on the line, and one of
their most faithful men, and that the company would stand by what
he did; that the conductor had the power to protect the company's
property,— had a perfect right to put him ofT the car; that the
superintendent told him that he would look the matter up. in order

to see whether the money was good or not. In this conversation,
in respect to the passenger's having been put off tlie car, the court
finds nothing to warrant the jury in finding that the superintendent
authorized or ratified any aggravating, insulting, cruel, vindictive,
or malicious conduct on the part of the conductor.

On the question of compensatory damages, the court holds that
it was error to refuse to instruct the jury that, "in considering the
question whether there was any injury to the feelings of the plain-
tiff, you have the right to consider his conduct and that of the con-
ductor, and, among other things, whether or imt tlic plainliiT
sought to avoid trouble, or whether his conduct was such as tciiilcd
to provoke and cause trouble unnecessarily."

IN'JURV BY LURCH OF CAR AT CURVE OF PASSENGER
PREPARING TO ALIGHT.

Babcock v. Los Angeles Traction Co. (Cal.), 60 Pac. I^ep. 780.
Mar. 24, 1900.

There is no rule of law, the supreme court of California asserts,
which requires a passenger in a street car to retain his seat or other
position until the car has actually stopped. In harmony with this,
it liolds, in this case, that the trial court was not authorized to with-
draw from the jury the determination of the issue of contributory
negligence on the part of the passenger injured, because, it says, it
could not declare that it was contributory negligence on his pai^t to
start to get off from the car before it had come to a full stop. And
when he had shown that the company had assumed to carry him as a
passenger upon one of its cars, and that while being so carried he
had sustained an injury by reason of the manner in which the car
was propelled along its track, a prima facie case of negligence, it
holds, was established, which, in the absence of any other evidence,
entitled him to recover damages.

Moreover, the supreme court holds that the company could not
claim that it was negligence on the part of the passenger to stand
up while riding, or to ride upon the outer part of the car, after it
had assumed to carry him as a passenger, and had not furnished him
with any seat upon the inside of the car. On the other hand, it
says, it needs no argument to show that it would be negligence for
the company to run its car against and around a curve at a speed of
15 or even 10 miles an hour, while passengers were standing upon
the open part of the car, without warning or protecting them against
the danger of being thrown off. And if the passenger in ques-
tion had the right to expect that the car would stop on the hither
side of the curve, it does not consider that he exposed himself to
any unusual risk in moving across the car, before it came to the
curve for the purpose of getting off there. Neither does it regard
the fact that he had certain packages in his right hand, and at-
tempted to take hold of the rail with his left hand, was necessarily
a contributing cause of his injury.

CONTROLING POWER OF PUBLIC AUTHORITIES
OVER CONSTRUCTION OF JOINT BRIDGE .

Wyandotte & Detroit River Railway v. King Bridge Co. (C. C. A.),
100 Fed. Rep. 197. Feb. 12, igoo.
Two townships, lying on opposite sides of a river, and a street
railway company, entered into a contract to bridge the river, the
expense to be apportioned between them. Then these three parties
contracted with a bridge company to construct the bridge, .^nd
now the United States circuit court of appeals, sixth circuit, holds
that, as the bridge was to be a part of the public highway, not-
w'ithstanding that the bridge company agreed to build the substruc-
ture and superstructure of the bridge complete in every particular,
in accordance with plans and specifications that had been prepared,
and under the supervision of a consulting engineer to be jointly
employed by the township and street railway company, it was still
within the province and duty of the township authorities to locate
this part of the highway, and equally the duty of the bridge company
to adopt the location pointed out by their agent. Wherefore, it
holds that the street railway company will have to pay its propor-
tion of an expense incurred by reason of additional work required
on account of such agent, who was an engineer or surveyor em-
ployed by the townships to locate the abutments, making a mistake
in locating the abuttuents, and this, notwithstanding that his em-
ployment was without the knowledge or consent of the crimp;; ny.
Nor does the court consider that the railway company would have
any right to charge the bridge company with delay which the testi-

Ave. IS, lyoo.]

STREET RAILWAY REVIEW.

451

liiiiny iniKlit >linw was ca'.iSL'd by llio dirfiliciii .iiiil riviiusl i/f llic
lovvii.-liii) oliiccrs, or by llicir (aihirc to (iiriiisli proper lines for the
jjroper construction oi tlic bridge. In lliis connection it states that
it tliinlvs tliat the bridge company might well rely upon directions
given within the scope of his authority by the engineer, as well as
like directions of the members of the township boards acting in
good faith in the construction of the work — not to change the terms
of the written contract, but as directing matters essential to the con-
struction of ihe bridge, not specifically covered by the terms of the
written agreeiiunl.

I.IAIJILITV Oh' C().\ir.\NY FURNISllINIi ICI-ia-TRlClT V.

Thomas' Administrator v. Maysvillc Gas Co. (Ky.), 56 S. W. Kep.
Mar. 29, 1900.

This action was brought against the Maysville Street Railway
Company and the above named gas company to recover damagti
for the death of a boy caused by his coming into contact with an
improperly insulated, broken guy wire charged with electricity.
The trial resulted in a verdict against the street railway company,
from which nn appeal appears to have been taken. But as to the
gas company, which, besides being engaged in the business which
its name suggests, supplied the street railway company with elec-
tricity to operate its car line, the judge having instructed the jury
to find for it, this appeal was prosecuted, that there might be a re-
view of such instruction. So the principal (luestion presented was
ds to whether the company that furnished the electricity was re-
sponsible for the death of the boy, if it was the result of negligence
m failing to keep the wires charged by it with electricity properly
insulated.

The e.xact question submitted, the court of appeals of Kentucky
says, has not, so far as it is aware, been answered by any court
of last resort. That there was a duty imposed by law upon the street
railway company to keep its wires properly insulated, so that those
whose business or pleasure brought them into dangerous pro.ximity
to them might be protected from the deadly current which they con-
ducted, it thinks, cannot be questioned. But did the fact that the
gas company supplied the otherwise harmless wires with the force
which converted them into a death-dealing agency make it re-
sponsible for the injury which resulted in the death of the boy?

The conclusion of the court of appeals is that the gas company
was liable. Considering the dangerous character of the force pro-
duced by the gas company, it holds that there was a duty imposed
on each to see that the wires into which it was sent were properly
insulated. The danger was exactly the same whether the wires were
owned by one or both of the companies. And the view taken by
the court is that, when one through the instrumentality of machin-
ery, can accumidate or produce such a deadly force as electricity,
he should be compelled to know that the means of its distribution
are in such condition that those whose business or pleasure may
bring them into contact with it may do so with safety.

The fact, too, that electricity is unlike any other dangerous matter
or force known to science, and that when so supplied it is not deliv-
ered to the street railway company and placed in its possession
and control, but its control remains, as it were, with the hand con-
trolling the generator, the court holds, distinguishes the case from
one of a sale and actual delivery of possession and control of such
dangerous substances as powder, dynamite, or nitro-glyccrine. or
even of electricity in storage batteries.

WHERE A PERSON ATTEMPTS TO DRIVE ACROSS
TRACK IN FRONT OF APPROACHING CAR.

Petrie v. Third .\venue Railroad Co. (N. Y.). 63 N. Y. Supp. 315.
Jan., 1900.
This was the case of a man in a light delivery wagon who judged
that he could cross the track ahead of a cable car. and who made a
miscalculation. This leads Mr. Justice Russell to say. at a trial term
of the supreme court, in New York county, that the man had the
undoubted privilege of crossing the track, if. with ordinary prud-
ence, he could pass the intersecting point before the car reached it.
He had no right to assume that the gripman would stop the car,
which was conveying passengers, if that gripman also believed that
he would cross ahead of the car in sufficient time. He also knew
that if the car was so near that no prudent man would suppose he
was going to cross ahead of it. the gripman would see no necessity

for stopping to avoid a collision with him. A person crossing a
track with a vehicle must lake into consideration not only the dis-
tance of an approaching car, but also what the controller of that
car would have the reasonable right to expect in the way of pru<lent
caution on Ihe part of the driver of the vehicle. He knew that the
gripman could not, in the discharge of his duty, stop before every
crossing, on the mere guess that a wagon approaching would be
placed in a position of danger from lack of prudent driving on the
l)art of the person controlling that vehicle. To thif, the judge adds,
that he docs not sec why the gripman was to be juilged by any
higher rule than the man himself. If the gripman, seeing the situ-
ation of the two moving objects approaching the same point, could,
as the man did, have judged that the latter might, with proper dili-
gence, easily cross ahead, why was it negligence on his part to make
the same mistake that the man did? If, on the other hand, the man
was so near that the gripman had the fair right to believe that the
horse would be stopped or turned up the avenue, what duty was im-
posed upon that gripman to guess at the probable action of the
man, and stop his car load of passengers, to await the decision on
the part of one who might be reasonably supposed not to be willing
to place himself in a position of peril? That gripman did not sec
ahead of him any helpless object, like a child or a broken-TIown
vehicle, upon the track. He beheld cinerging from an intersecting
street a horse and wagon controlled by an apparently competent
person, with no intimation that such person would not exercise his
superior power to choose any part of the street way for his wagon
and himself which was conilucivc to safety. So, the court con-
cludes, that from any point of view sustained by any reasonable
evidence, there was nothing upon which the jury might rest a ver-
dict that the gripman was negligent, or that the man was free from
negligence, in consequence of which it sets aside a verdict for the
man, not only as against the weight of evidence, but because there
was not a fair case made for the jury to pass upon.

STRENGTH REQUIRED IN GUY WIRES.

Chattanooga Electric Railway Co. v. Mingle (Tenn.). 56 S. W.
Rep. 23. Mar. 30, 1900.

A bicyclist, while riding with due care along one of the most
used public streets of Chattanooga, suddenly found that he was
about to run over a fallen guy wire of the above named electric
railway company, and, in endeavoring to avoid it, received a ser-
ious injury, to recover damages for which he brought this action.
The case discloses that an approaching car in some unexplained way
slipped its trolley, which, as it rose, struck this guy wire and broke
it. On breaking it fell to the ground immediately in front of the
bicyclist. At the time of the accident the wire was carrying at
least 500 volts of electricity, — an amount perilous to life or limb of
one who came in contact with it.

This being the entire case, upon submitting it in his charge to the
jury, the trial judge said that the rule of res ipsa loquitur — the mat-
ter speaks for itself — applied, and, if they were satisfied the injury
to the bicyclist was the proximate result of the fallen wire, then
there arose a presumption of negligence on the part of the com-
pany, which, unless rebutted, would entitle him to recover damages.
The trial resulted in a verdict and judgment thereon for the bicycl-
ist, which latter is affirmed by the supreme court of Tennessee, it
finding, it declares, no error in the record.

The supreme court agrees with the counsel for the company that
the rule is "that those who go on a highway may well be held to do
so subject to their taking upon themselves the risk of injury from in-
evitable danger, where carelessness cannot be charged upon any
one." But it does not consider that the fall of a dangerously charged
guy wire is an inevitable danger, although it may be unexpected.
Many accidents, it says, occur from defective mechanical contriv-
ances, which, though not anticipated, are by no means inevitable,
because they might have been avoided by the exercise of care cor-
responding with the danger attendant upon the contrivance.

In view of the extreme peril consequent on the displacement and
fall of the wires in an electric railway system, it is essential, the
court holds, that a high degree of care be exercised, not only in
their construction, but in their continued maintenance in a good
and safe condition. It is common experience that in propelling a
car the trolley will sometimes slip from the wire along which it is
passing, and if, in so doing, it comes in contact with a guy wire, it
is apparent, it says, that the latter should be of sufficient strength

+5J

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

to withstand the violence oi the stroke; and, it it fails to do so, it is
not an unreasonable inference, it holds, that there has been negli-
gence in its selection, construction, or supervision. In other words,
under these circumstances, no hardship, the court thinks, is imposed
upon a company which is using this dangerous agency of electricity
along overhead wires, when an accident occurs from a wire which
has fallen to the street, or dangerously near it, in requiring the com-
pany to repel a presumption of negligence.

MUNICIH.\L ACTION .\'0 AUTHORITY FOR CONDEMN-
IXG PRIVATE PROPERTY.

Uewey v. Chicago & Milwaukee Electric Railway Co. (111. J, S(> N.
E. Rep. 804. Feb. 19, 1900. Rehearing denied Apr. s, 1900.

The supreme court of Illinois says that a street railroad is built
to accommodate street travel, and it has no use for private property,
except so far as it may need the same for a side track, turnout, or a
station, or as an incident to its main line. The necessity for its
condemnation of property must be a necessity, which is incidental
to the main purpose of the line along the street, accommodating
street travel. Street railways are railways on or upon the streets
of a city or town. They have no right to diverge from the street,
and condemn private property, unless some obstruction or conform-
ation of the surface of the ground makes such divergence necessary,
in order to avoid discomfort or danger to the traveling public. A
street railway may not, like a steam railway, locate its route in order
to reduce time and distance for passengers traveling from town to
town across the country. Such location of its route is not for the
accommodation of local travel on the highways or streets, and there-
fore involves a perversion of the character and object of street rail-
ways.

If difiiculties or obstructions are encountered which render it
impracticable to construct a street railway in the street, a necessity,
the court goes on to state, may arise within the meaning of the act
of March 7, 1899, which will authorize the company to leave the
street, and go upon private property, until the difficulty encountered
is overcome, when return may be made to the highway or street. So,
also, if sufficient land cannot be had in the streets for side tracks,
turnouts, and stations, and the same are necessary for a successful
operation of the road, the company will have the right, under the
law, to resort to private property. In other words, the power con-
ferred by section 2 of the act of March 7, iSgg, which is the same
as section 2 of the horse and dummy act, is not a general power of
condemnation, but is limited to cases where a necessity for resort
to private property is shown to exist. Such necessity must appear
upon the face of the petition to condemn.

Furthermore, the court holds that the naming of a route for a
street railroad under a village ordinance over private property does
not create or establish a necessity to follow the line indicated by
such ordinance, and that the recital of an ordinance of that char-
acter in the petition does not show that private property is neces-
sary for the construction of a railroad, so as to give jurisdiction to
the courts to condemn said private property under the horse and
dummy act. The authority to condemn comes from the state, and
must be derived from the statutes of the state.

Village authorities may refuse to consent to the use of their
streets and alleys by a street railway corporation, but their con-
sent or refusal to the use of their streets is the extent of their power.
They control the streets, alleys, and public grounds of the village.
but they do not control private property. Any attempt on their
part, by consenting to a particular location of a street railroad
across private property, to cause the street railroad to diverge from
the streets, alleys, and public grounds under their control, is void,
and confers no right and creates no necessity.

DAMAGES ALLOWED FOR EJECTION OF PASSENGER
ON ERRONEOUSLY PUNCHED TRANSFER.

Eddy V. Syracuse Rapid Transit Railway Co. (N. Y.), 63 N. Y.
Supp, 645. Mar. 21. igoo.
Street railroad companies, the appellate division, fourth depart-
ment, of the supreme court of New York, holds should be per-
mitted to make and enforce all reasonable rules, with respect to the
use of transfers, that may be necessary to protect them against im-

position and are consistent with ihe rights of the public. A rule
limiting the use of a transfer to the next car, it considers proper,
if there be room on such car for the passenger to ride with reason-
able comfort and safety. Likewise, it pronounces reasonable a rule
with respect to the punching of transfers and which requires conduc-
tors to honor transfers when in doubt as to whether the time for
using tliem has expired, but when positive that the transfer has ex-
pired, to decline it, if due precautions be taken to insure its ob-
servance and application in such a manner as to protect passengers
from transfers being erroneously punched.

It being assumed that the defendant company owned or operated
the line to which the conductor gave the transfer in question, which
was by mistake punched at 2:.io p. m., instead of at 3:40 p. m., the
court says that the passenger had a legal right, upon paying his fare,
to a transfer that would entitle him to ride on the car from which
he was ejected. And to hold that his only remedy, upon being
ejected from the car for refusal to pay another fare, was an action
for breach of the contract for transportation, it suggests might en-
courage the employment of negligent or incompetent conductors,
to the serious annoyance and inconvenience of the traveling public,
and would not afford passengers reasonable protection or security
in their rights.

So, if the plaintiff entered the car believing that his transfer was
valid, and was not negligent in failing to discover that it had been
punched erroneously, the court holds that he was there lawfully, and
was entitled to recover compensatory damages, including the indig-
nity, the humiliation, and injury to his feelings caused by the re-
marks of the conductor, and his wrongful ejection from the car.
.•\nd in this connection it maintains that, although he left the car
by the command of the conductor, who had stopped it for that pur-
pose, without waiting for the application of force, it, nevertheless,
constituted an ejectment.

But the court does not think that the passenger was entitled to
exemplary damages because the conductor remarked. "I presume
you picked up the transfer on the street." It would not be just, it
holds, to mulct a railroad company in exemplary damages for the
first act of misconduct towards passengers by one of its conduc-
tors of previously good character and conduct, and whom it had no
reason to believe would be guilty of misconduct. Well-considered
precedents, it states, preclude the recovery of exemplary damages in
such cases, and, while public policy requires that the common car-
rier shall be held liable in compensatory damages for the willful or
malicious wrongful acts of its conductors, no public policy demands
the extension of the rule to authorize a recovery for exemplary
damages when the employer has not been guilty of negligence in
employing or retaining the conductor, and has not ratified his
wrongful act.

DUTY OF CONTRACTORS AS TO GUARDING EXCAVA-
TIONS AT NIGHT.

Fox v. William Wharton, Jr., & Co. (N. J.), 45 Atl. Rep. 793. Feb.

26, 1900.

When the work of construction, repair, or alteration of a street
railway track in the streets of a city is authorized by law, and
excavations are made in such work, which are to be kept open at
night, the supreme coiu-t of New Jersey holds that the duty is
incumbent upon those in performance of the work under a contract
with the street railway company to exercise reasonable care to
guard such excavations to protect those in the use of the streets
from injury from such excavations.

In order to be reasonable, the degree of care must be a high one,
because those who are in the use of the street have the right to
assume, unless their attention has been attracted to the danger,
that the street is free from such excavations.

Such persons as are in the use of the highway or street are
bound to the exercise of only ordinary care to avoid injury from
such excavations.

The question of whether the defendant, in an action for injuries
received by falling or driving into such excavations, has exer-
cised reasonable care in guarding, signaling, screening, or fenc-
ing such excavations, when the facts are in dispute, or where in-
ferences may be reasonably drawn either in favor of or against
the exercise of such care, is one for the jury, as well as the ques-
tion of whether the plaintiflf under such circumstances is guilty of
contributory negligence.

Aug. 15, iij(K). I

STKl

RAILWAY REVIEW.

45.^

This depart~.ent is devoted to the construction and operation of electric railway
power houses. Correspondence from practical men is specially invited. Both the
users and makers of power hous'i appliances are expected to give their views and
expf-riences on subjects within the range of the department.

WET STEAM.

(I''roin .'in .uiilirss (li']i\

•il iK-liin- 111,- Nciiihwi'stiTM KIri'liliMl A'isinialioii l>y
W. II. Kdfar.

Wet .-.Uaiii is prniluLcil li> Iwn (lilTi'iiiit cau.si'.s in tliu boiler — one
is priming and the dIIut fdaminK. I'riiiiinK is (hic to the lack of
delivery .surface or lack of sleani space ami to the mechanical con-
struction of the steam dome, and e^iiecially the connections be-
Ivveen the dilTerent domes in water tube l)oikTS. But wherever
Micli a iiiecliaiiical defect uiinlil exi-1. the water iiii(ilit be said to
spatter the steam if the boiler water contained salts of soda.

Foaming is caused by sapouifieation. and not, I believe, by mud
or dirty water. 1 think it is due to the soda contained in the wa-
ter, and, as a rule, wdierever ri\ir water containing mud is used
there is more 01 K v„ s.m1;i in ihr fmni not only of a carbonate but
of a sulphate. N'ou are proliahly well acquainted with well waters
and the tendency they have to foam after running a week or two.
I believe that in 90 cases out of too tlie moisture in your steam is
due to saponification or due to the iireseiice of soda.

You might have a great excess of lime and magnesia in solution
in your feed-water, but when the water is introduced into the
boiler and healeil the lime ^ind niagnesia are thrown out of solution
into suspension, and coiiscc|Ucntly there is no action whatever in
the way of foaming. It does not increase the density of the water;
it is not a part of the water; il is not in solution. Soda always re-
mains in solution. .Ninety per cent of the waters throughout the
country used in the boilers contain considerable lime and also
some soda, and nine plants out of 10 are treated in one way or an-
other witli some salt of soda, ;iiid you get the same action in all
such cases that you have with the use of artesian well water and
surface well water in certain places where the soil contains sulphate
of soda and generally the carbonates.

If you could get absolutely dry steam, you could use a straight
mineral cylinder oil without recpiiring the admixture of any ani-
mal oil whatever. The animal oil is necessary only to take care
of the water. The condensation washes off the mineral oil. necessi-
tatin.g the compounding with an animal oil to hold it, and give the
clinging, adhesive, film-cutting properties of a good cylinder oil.

On one occasion the officers of a certain railroad system had
considerable difliculty in getting an oil to meet their requirements.
They finally got up to about 35 per cent of tallow in the com-
pounding. They were using soda ash in the boilers, and the more
soda ash they used the more moisture they had in their steam, the
more they saponified the water and the more moisture was car-
ried over; and with this moisture came soda, and the more soda
that came over the more it cut the animal oil. saponifying it.
forming soap, and they had considerable difficulty before they
found out where the trouble really lay.

I believe that throughout the country in different plants a great
many good cylinder oils have been repeatedly condemned and all
due to the well water used, carrying the water a little too high in
the boiler or using some preparation of soda. and. of course, the
higher you carried the water, and the more you agitated the water,
from a sudden opening. I suppose, of the valve in the delivery of
steam, the more readily it would foam: and I believe that in all
your practice in the engine room, if you would watch your water
level and the nature of your water, so as to know the amount of
soda it mi.ght contain, it would enable you to better take care of
the oil question.

A saturated solution of caustic soda would contain 59 per cent
of caustic soda; a saturated solution of soda ash would contain
40 per cent soda ash. when it would begin to cake: with salt you
would have a 35'^ per cent saturated solution before it would

rake. .Ml sodium salts remain m solution until the solution is sat-
urated, ami then they cake and always cake at the hottest part of
the boilers. It is quite common in Kansas and down in New Or-
leans an<l out in the Hawaiian Islands an<l along the seacoasi
where they used sally water, to buckle the lubes and bag the
shells of boilers because of salt.

POWER HOUSE BURNED AT CHATTANOOGA.

Karly on the nioniiiig of July j_^<\ the power station and rar house
of the Chattanooga (Tenu.) Rapid Transit Co. were destroyed by
lire, the loss being estimated at $,30,000; $25000 insurance was car-
ried. The fire was discovered about 4 a. m. by a man outside the
liiiildiiig who gave the alarm; the engineer at once started one of

VIEW OK \V RECKED POWER HOUSE.

the engines and succeeded in getting current sufficient for running
the cars out of the barn. Thus nearly all of the cars were saved.
The boilers are reported to have been little injured. Our illustra-
tions show two views of the wreck taken specially for the "Review"
on the same dav as the fire.

SHOWING C.VRS DESTRO^•ED.

President Divine, of the Rapid Transit company, states that the
power house will be rebuilt and put in operation as soon as the
necessary new machinery can be secured. He at once made ar-
rangements for using some of the steam dummy engines formerly
run on the line and as good a ser\ice as possible will be given until
the electric line is again in operation. The dummy made its first
trip at 4 p. m. the day of the fire.

454

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

BARNARD FANLESS SELF COOLING WATER
TOWER.

The advantages of running steam engines condensing are well
known to the great majority of steam users but the general be-
lief until recently has been that running condensing is impracticable
except where plenty of circulating water is available at a low cost.
This is not the case at the present time, however, and the owners
of steam plants unfavorably situated as regards a supply of con-
densing water will be interested in the following description of the
system of cooling the circulating water that has been devised and
patented by the Wheeler Condenser & Engineering Co.

The Wheeler condenser is sufficiently popular to merely mention
it in passing as it is to the cooling apparatus that we wish to direct
attention.

For a considerable period the Wheeler ctmipany has been building
and installing, with great success, the Barnard-Wheeler cooling

1,000-H. p. BARNARD FANLSSS SELF-COOLING TOWER.

tower of the fan type, but despite the wide use of this admirable
device, it has evolved a cooling tower bringing into play all the
desirable features of the original tower, but dispensing with the use
of the fans for creating a draft, and consequently eliminating a con-
stant source of expense, the power necessary to run the fans.

The Barnard fanless self-cooling water tower is the result of
years of study and experiment, the object in view having been to
obtain maximum efificiency with minimum cost and space or ground
area requirements. All mechanical means to circulate the air for
cooling the water have been dispensed with. The water distribution
system is unique in that provision has been made to operate parts of
the tower where variable loads are encountered, and also what is
very essential, that repairs and cleansing do not entail a shut down.
A gallery and ladder provide means of inspection at all times. The
entire structure is braced against strains, insuring rigidity under all
conditions. The average height is about 30 ft. and the weight per
square foot of foundation area is very low, thus allowing for roof
installations where ground space is not available. The increased
pump duty on a roof tower when used in conjunction with a
Wheeler surface condenser is that due to the height of the tower
only, as the uptake and down columns balance below the tower tank,
so long as the tank is not more than 30 ft. above the pumps.

The accompanying illustration shows a tower for a plant of 1,000
h. p. capacity. The hot circulating water, when discharged
from the condenser, is pumped up through a central standpipe, from

which it is led to a trough and distribution pipes, which ensure the
constant How of a thin film of water over the meshes of galvanized
wire mats. The mats drain into a tank forming the foundation of
the tower, and thence the cooled water is returned tor another trip
to the condenser. The mats are entirely exposed to the atmosphere
and are arranged in such a manner that the circulation 'of air is
complete and the consequent evaporation carried far enough to re-
duce the temperature of the water to a sufficiently low point for
good condensing purposes, a common reduction being from say,i35°
to between 85° and 90°.

When it is remembered that this result is accomplished by means
of natural draft only the importance of this invention and the
broad field open to it will be appreciated.

STANDARD DIRECT-CONNECTED UNITS.

."Kt the Cincinnati meeting of the American Society of Mechanical
Engineers a preliminary report was made by the committee on the
standardizing of engines and dynamos as affecting those parts
which are connected, which we abstract below.

The three points taken up first were: The size or capacities oT
machines which should be standardized; the speeds at which these
various sizes of machines should be operated; the diameter of
armature bore for each different size machine. The recommenda-
tions received from engine builders were reported as being
remarkably uniform as regards these three points.

The committee was unanimously of the opinion that in order to
secure practical results it should strive not for theoretical perfec-
tion but for a result which, while recommending thoroughly good
practice, would at the same time coincide as far as possible with
the practice of the greatest number of manufacturers. Also, that
it was not desirable to have too many standard sizes, involving
as such a course would the storage of a large number of pat-
terns and carrying large amounts of stock for both engine and
dynamo builders.

The sizes recommended as standard are 25, 35. 50, 75. 100, 150,
200. and 250-kw.

With respect to the matter of speeds for these standard sizes,
the principle already stated, of choosing those which so far as
possible conform to the practice of existing manufacturers was

Standards PnoposED for Direct-cdrrest Diiect-connected ENorNES
AND Dynamos.

C,p.c,y,„

Spccd-i in
Reve. per Minute.

Armature Bore in Inches.

For Center-crank
Engine,

For Side-
crank GoKiDe.

25
35
BO
75

too

150
200
250

300 to 325
285 to 313
270 to 300
250 to 280
250 to 275
200 to 225
175 to 200
150 to 17S

4»

5»

8i
10

followed. As two of the members of the committee represent two
of the largest manufacturers of electrical machinery in the country,
it had the benefit of a knowledge of what would suit the builders
of generators as well as the builders of engines, and the speeds
recommended apply to a very large majority of the engines and
generators which have thus far been turned out.

It will be observed in the table of speeds given that the commit-
tee has recommended an upper and lower limit for each size of
generator and engine. The reason for this is that while the gen^
erator builders had already constructed machines for these extreme
ranges, some of the engine builders tended rather to the lower
and others rather to the upper limit. While in a very few cases
some engine builders go slightly outside the limits, yet the limits
recommended cover nearly all the data which were collected.

With respect to the subject of an.-.ature bores there are two
classes of engines, designated commonly as "side -rank" and
"center crank." In the very small sizes it will probably be found
possible to use only a single size of bore, but for the standard sizes
recommended engine builders practically insist upon two separate
series of dimensions of shaft.

One of the members of the committee made a special investiga-
tion of this subject and secured the opinions of a large number of

Aun. 15, 1900.]

STREET RAILWAY REVIEW.

455

engine Imildii s willi respect lo the sizes which would suit them,
which enabled llie coiiimitlee to reach a conclusion quite readily.

The tentative recommendations of the committee arc given in
(he table. A number ol other matters on which it seems prac-
ticable to make an agreement will be taken up later.

WHY SOME MUNICIPAL ELECTRICAL PLANTS
DO NOT PAY BETTER.

We take the following extracts from a paper read before the
Northwestern Electrical Association at its Waupaca meeting, June
28th, by Prof. George D. Shepardson, of the University of Min-
nesota. The author lias in mind electric-light and power stations,
but the same things be finds to be true ol tluni would also apply
to municipal railways.

The subject of municipal ownership has been discussed at almost
every session of this association, and the general sentiment seems
to be that the principal cause of the agitation in favor of municipal
ownership is the circulation of incorrect figures as to the real cost
of operating existing municipal plants. It is easy to sec why the
reports of such cost are almost invariably too low. The towns
almost never know the real cost of the lights, on account of faulty
records. Each town desires to make the best showing possible,
for when a low figure is quoted, the general public immediately
concludes that it is enterprising, while those who know how such
reports are compiled smile at their ignorance of the real cost.
The other princijial cause is the general belief on the part of the
public that the electric companies are making enormous profits,
whereas, the painful fact is that probably few of the smaller com-
panies at least are really earning any dividends. In towns of less
than 2,000 or 3,000 inhabitants, it is a very difficult matter for an
clectric-liglit station to earn respectable dividends unless it is
operated in conjunction with some other business, for example, a
mill, so that the labor and administrative expenses are reduced
to a minimum. Similar conditions hold in many plants in larger
towns. The reports of some stations show larger profits than
actually exist, which, while flattering to stockholders, are yet
deceptive, if not positively harmful, A uniform method of keep-
ing accounts, such as is being urged by the National Electric Light
.Association, would do much to help station managers discover their
own real situation. Did the municipal private plants have correct
methods of keeping records, so that it was generally known how
much it actually costs to operate municipal plants and how small
the net earnings of private plants really are, the agitation would
probably die a natural death in a few years. .As a matter of fact,
the managers of some of the largest central stations advocate the
public supervision of their accounts that the actual facts may be
in the possession of the people. The ordinary citizen reads the
report that the operating expenses of a large plant are only 50
per cent of the gross income, and he believes that the remaining
50 per cent is clear profit, forgetting about the numerous charges
which reduce this to 15 or 5 per cent. He also compares the
cost of a killowatt-hour produced at the station with that charged
on his bill for service, and then firmly believes that the com-
pany is making from 100 to 2.000 per cent clear profit. The public
generally have no objection if a reasonable dividend is earned,
but there is objection to what are felt to be enormous profits.

The result of the agitation for municipal ownership of elec-
tric plants was shown in the statistics for Minnesota; in 1894
the central-station directories showed 10 municipal and 38 private
electric lighting plants, while in igoo there were 53 municipal
and 63 company plants.

Of the data on costs it is said: The reports of the low rates
with municipal plants are due to several causes, usually to igno-
rance of the real cost. Expenses that should be charged against
the electric plant are often placed against the water-works or
against the general fund, and are often ignored until it becomes
necessary to pay some bonds. Depreciation is often not consid-
ered, and when something finally gives out, a special appropria-
tion is made for renewals and is charged against something other
than the operating expenses of the municipal lighting plant. The
result is that the rates received for electric lights are often con-
siderably below actual cost to the town, and the saving to the
people who take electric lights is made up by increased taxation
of the whole people. If the town sells electric light below cost, it

should in all reason furnish kerosene and candles at proportion-
ally low figures. And why not groceries and dry goods likewist?

After a resume of the arguments for and against municipal own-
ership, there are given some incidents ffrom personal knowledge
and the contributions of friends whose testimony is believed to
be reliable; showing why the efficiency in municipal plants is less
than called for by the theories of some political economists.

At one place they decided to secure a cheap engineer to de-
sign their plant. He specified a 20-h. p. gasoline engine to oper-
ate a 600-light dynamo, and, in addition, to drive the pumping
machinery for the water-works. The council made a contract
for the gasoline engine as specified, including a proviso that if
a steam plant was substituted, the gas engine contractor was to
receive a commission of 15 per cent of the cost of steam plant.
It is reported that this was actually done and paid. Two of the
larger towns of the state were contemplating municipal owner-
ship, and each secured the services of an inexperienced young
man to prepare plans and specifications for the plants, in one case
because he was a friend or relative of one of the committee, in
the other case probably because he was cheap. The country is
full of half-baked electricians who pose as engineers and as ad-
visers to investors.

There is frequently an attempt to reduce operating expenses
too far. At one place the council discharged a good engineer and
hired another because he was cheap. Within three days he got
his cylinder full of water and broke the girder of the Corliss en-
gine. It is common, even with privately-owned station to attempt
economy by hiring cheap firemen, since any one can shovel coal
or throw wood. But owners fail to recognize that by paying ten
to twenty dollars more for securing a capable fireman they are apt
to save his extra wages several times over in reduced fuel bills.

In some cases there is great loss on account of downright dis-
honesty of the superintendent or the council committee. A city
employing an honest superintendent, with liberal pay and some
backing in the council, will often prevent small and also large
steals which are almost invariably found in municipal depart-
ments, such as lamp renewals (on which it is difi^cult to keep ac-
curate account or check), "rake-offs" on purchases for the plant
for which in the end the city pays. One supply company of-
fered a new superintendent as high as 20 per cent on all purchases
the year round, as they had always done so. This is substan-
tiated by old bills. Lamps are checked up once a month while
burning and one is often asked to go easy in counting, being
offered all sorts of bribes from cigars or drinks to considerable
sums in cash. I know of oflScials receiving special concessions
in this way amounting to several hundred dollars per year. All
this could have been prevented by a proper system of checking,
but at best comes down to one man being honest. "Carloads
of wood have been sold 'by the car' by former superintendents.
.^n investigation by an alderman indicated that a loss of over
$1,000 per year had been received from that source alone." In
another place the city recorder is said to collect the accounts
and sometimes sublets the job to his friends who knock down
about half and turn the balance over to the recorder, who in turn
transmits to the treasurer so much of it as suits his convenience,
there being no records and no other system.

The political conditions prevent best results in many plants.
Where the employes are appointed by aldermanic influence it is
not uncommon for an underling to retort to his superior officer
when corrected for some shortcoming, "Oh, well, I have more
pull than you have, and what are you going to do about it?" In
one town until recently the plant was operated by two parties, an
engineer, who took care of the station, and a lineman in charge of
outside work. These parties were not on speaking terms, and, of
course each attributed all troubles with the lights to the other man's
part of the plant. This state of affairs continued for several years,
during which time the arc system was in bad condition, the lineman
attributing it to the dynamo and the engineer laying it to the
lamps. When a change was made, there were two applicants for
lineman, one a young man who would have attended to business,
the other was a young son of one of the aldermen and with little
experience or ability. There were also two applicants for fireman,
one a good man and the other a lazy, good-for-nothing fellow
who claimed to have considerable influence in the country so that
he could turn considerable trade to some of the stores in which
the aldermen were interested. By combining forces the poorer

456

STREET RAILWAY RE\'IE\V.

[Vol. X, No. 8.

man was appointed in each case. There is a continual struggle be-
tween the temperance and the saloon clement in most of the towns
and when a new election puts the opposition into power, the super-
intendent is almost sure to lose his place in favor of some friend
of the new management.

IRON AND STEEL RAILS IN AMERICA.

Absiraci of a paper by Robert W. llunt, M. Am. Soc. C. E., read before the
Luudoii mcelinp of the American Society of Civil Enfjir.ecrs.

COAL AND ASH CONVEYOR AT NORTHWEST-
ERN ELEVATED PLANT.

Since the publication of our July issue we have received (roni
the John A. Mead Manufacturing Co., of New York, a descrip-
tion of the coal and ash handling plant it is building for the North-
western Elevated Railroad Co., of Chicago, giving some of the
details which were not apparent from the general drawing on page
370 of the July "Review." As will be seen on reference to that
view the coal storage building is 24 x 80 ft., located on the north
end of the lot and connected with the boiler-room by an over-
head passageway, about 40 ft. above the ground, and by a tunnel.
This trestle is about 260 ft. long, and the receiving hoppers are
about so ft. north of the power station; the ash tanks are just
north of the receiving hoppers.

Coal is unloaded from the railroad cars directly into the hoppers
and thence passes through the crushers, which are driven by inde-
pendent electric motors, into the buckets of the horizontal con-
veyor which takes it through the subway to the storage house
and thence up and onto the elevated trestle. The coal is dumped
into the storage house or carried on south and deposited in hoppers
above the boilers; the dumping is accomplished by means of a
movable dump carriage which is operated by a separate chain and
wheels, and can be set at any desired point on the upper line.

For loading ashes into the conveyor a special movable hopper
traveling over the conveyor buckets on separate tracks in the base-
ment of the boiler-room is stopped under one of the chutes lead-
ing down from the ash pit, and the chute opened. By this means
ashes are transferred to the conveyor buckets in such manner that

SECTION THROUGH ASH CONVEYOR.

they cannot reach the wearing parts of the conveyor. Once in
the conveyor the ashes are carried around and up, and emptied
into the ash tanks, from which they can be drawn ofif into railroad
cars or carts. The drawing shows the ash conveyor and movable
hopper.

The driving machinery for the conveyor is located on the upper
line just opposite the stack; there are two drivers operated by inde-
pendent electric motors of the iron-clad type, one driver being
held in reserve so that in case of accident either to driver or to
electric motor, the other driver can immediately be pressed into
service.

This is also true of the coal crushers which are duplicates and
entirely independent of each other. The length of the conveyor
is approximately 1.300 ft. ; the buckets and links are of malleable
iron, buckets of this material being the only ones that will satis-
factorily handle ashes for any length of time. The capacity of the
conveyor is from 40 to 50 tons of coal per hour.

It is understood the new Lansing (Mich.), St. Johns & St. Louis
Electric Railway Co., formed to build an electric line, has sold out
to the Lake Shore & Michigan Southern R. R., which proposes to
make the road a steam line.

The first railroads in America (1829-1833) were laid with strap-
rails, yi in. to Yi in. thick and 2^ in. to 4^ in. wide, on longitudinal
stringers. On later work some strap-rails and some fish-bellied,
Clarence. 11, and U-rails were laid; the sectional rails were all im-
ported until 1844 when some of the U-rails were rolled at Mount
Savage, Md. The T-rail was invented by Robert L. Stevens, of
Hoboken, N. J., but in Europe is generally known as the "Vignoles"
rail, after Charles W. Vignoles, who introduced it there. The first
T-rails rolled in America were made at Danville, Pa., in 1845.
These early rails were all short, none over 15 ft. long; the first 30-ft.
rails were rolled in 1S55 by tile Cambria Iron Co., of Johnstown,
Pa.

The rolling of iron rails was attended with many difficulties. If
the pile of bars was not heated to a sufficiently high degree, the
welds would not be perfect; and if heated too highly, the iron would
crack in the process of rolling and yield an imperfect product. If
the metal was too soft, although the rail might be free from flaws
and bad welds, it would wear out rapidly under traffic. Under all,
circumstances it was important that the rolling process should be
completed as quickly as possible, so that the reductions should be
made while the iron had lost little of its heat. This, together with
some local conditions, led to the invention by John Fritz, Hon. M.
.Vm. Soc. C. E., of the three-high rail train. Three-high sets of
rolls had been used for many years in making merchant bars, but
it required the application of the "Fritz yielding hanging guides and
driven feed rollers" to make them practical for rail rolling. This
improvement was put into successful operation at the Cambria mills
in 1857. It has ever since remained as the typical American rail
mill. Since the introduction of steel rails there have been several
two-high reversing mills on the English plan used in America; in
fact, two of this kind are now running. But the three-high is the
American mill, and has permitted the tremendous production which
has been attained in later years.

The early mills required the work of handling the material as it
passed through the rolls to be done by manual labor, through the
use of tongs and hooks. Probably the rolling of iron piles, with
their necessarily peculiar handling, would have indefinitely contin- •
ued this, but with the use of solid steel blooms, the troubles lessened
and made possible the introduction of automatic machinery. The
tong and hook system necessitated the employment of 15 to 17 men,
and the production of steel rails was limited to not over 250 tons per
turn. Automatic machinery revolutionized this, both as to number
of men employed and the possibilities of production.

It was the writer's fortune to introduce the first driven rail-mill
tables, those in the works of the Albany and Rennselaer Iron &
Steel Co., Troy, N. Y., in March. 1884. These were in front of the
finishing rolls, and worked so well that an automatic arrangement
was soon after placed in front of the roughing rolls. This latter ar-
rangement was more particularly designed by Mr. Max M. Suppes,
then the master mechanic oi the works, and now the general man-
ager of the Lorain Steel Co., Lorain, Ohio. Naturally, these de-
vices were protected by letters patent. From this start other in-
ventions were made, and many improvements by other American
engineers have followed, until the present American rail mill, capa-
ble of turning out 50.000 tons of finished rails per month, has been
developed.

It was the writer's fortune to become connected with railmaking
in 1856. and among his earliest recollections is the statement that the
users of rails had in service certain makes which had been and were
giving good results impossible to be obtained from any of more
recent manufacture. How familiar that statement must sound to
many of you, and as of recent date!

Then, as now, the question demanded an answer, and many
sought for the solution.

The first iron rails were made from straight pulled bars. These
bars were about 1 in. thick and were placed one upon another, until
a pile of sufficient weight and height was formed; the pile was then
reheated and rolled into rails. And it was to the formation of that
pile tliat inventive genius was applied.

From an investigation of the fracture of some of the rails which
had given satisfaction, it was discovered that the pile of bars from

Aui;. IS, lyoo.

STREET RAILWAY REVIEVV.

457

wliiili llicy liad been rolleil had been iiucruil into the rolls edgewise,
thus bringing the line of welds between the bars in vertical instead
of horizontal position. This presented a difTerent structure to the
wheel wear, and seemed to be logical. Based on that supposition
many rails were so rolled, and the writer believes that the scheme
was patented.

Where the rail was rolled with the layer of the pile in a horizontal
position, particular attention was given to the character of the lop
bar, which would, of course, form the wearing surface of the rail.
Cold-short or granular iron was used for it, while the remainder, or
at least the llange of the rail, was of fibrous iron.

At one time a rail with a puddled-steel head — or rather wuh the
top bar of the pile of puddled steel — found much favor, but, owing
to the diflkuUy of obtaining uniformly good welds, ihe'results were
not satisfactory. Some of these so-called steel-headed rails had the
top bar of what was known as silicon steel.

Another plan, on which much money was spent, was to hammer
a puddled ball, or weld two puddled balls together, under a steam
hammer, and draw them into a slab 2 in. to zYt in. thick, which was
used on the top of the rail pile. Under an order from the Penn-
sylvania Railroad Co., tlie Cambria Iron Co., in whose employ
the writer was then serving, erected a special steam hammer, and
made several thousand tons of such rails. Their service was some-
what disappointing, and the practice was abandone<l.

At that time, as since, commercial conditions controlled. The
railroads had the worn-out rails on their hands, and regardless of
whether or not the practice would give satisfactory results, they
adopted a system of having the old rails rc-rollcd into new ones.
At first a certain percentage of new iron was specified, but as the
necessities for immediate economies increased, that demand was
eliminated from the contracts, and the new rails were composed en-
tirely of the old ones. The best practice was to make a pile of old
rails, break it down into bars, which were piled upon each other,
and then rolled into rails. But presently this was found to be too
expensive to successfully meet the cry for cheaper rails, and only
the top and bottom of the piles were formed from re-worked iron,
the center being composed of from three to six pieces of old rails.

From the many re-workings, the cheapening of the process of
manufacture, and the increasing demands of traffic, the wear of the
iron rails become more and more unsatisfactory, until it seemed as
though, from that cause alone, the limit of railway development had
been reached. Such situations frequently occur in earthly affairs;
and seldom if ever has the occasion failed to be met by a solution of
its difficulties. In this case came the invention of Bessemer.

It is an historical fact that the first rail ever made from Bessemer
steel was placed on the Midland Railroad, of England, early in 1857,
at a point where iron rails had sometimes to be renewed within
three months; and it remained there until June, 1873, some sixteen
years, during which time about 1,250,000 trains and any number of
detached engines and tenders passed over it.

We all realize that without such an innovation as Bessemer's, the
subsequent tremendous expansion in railway development would
have been physically impossible.

Railroad managers were timid about using steel rails, and in
.America many attempts were made to produce a satisfactory rail
having an iron base and web, with a steel-capped top. None was
satisfactory, and the Bessemer steel rail soon conquered the sit-
uation.

The first steel rails made in .\merica were rolled at the works
of the North Chicago Rolling Mill Co.. May 24. 1865; the first pro-
duction of American steel rails on a commercial order was at the
mill of the Cambria Iron Co., in .'Vugust, 1867.

For a time after the starting of the Bessemer works of the
Pennsylvania Steel Co. the ingots were cast from the top on the
then accepted English plan. The late .Mexander L. Hollcy. then
in charge of those works devised a means of bottom-casting
the ingots, the steel bein,? poured into a central octagonal mold
about 14 in. in diameter at the bottom and 10 in. at the top. from
the bottom of which the metal flowed through connecting gates
into four surrounding molds 8j/> in. square. This plan was adopted
after consultation with Mr. George Fritz, who had rolls turned to
take the S'j-in. ingots. The central or spruce ingots were ham-
mered into blooms. It was found that the small ingots rolled
satisfactorily, while, on the contrary, the central ones cracked
badly during working.

This led to much discussion and consultation among the opera-
tive ofliccrs of the Cambria Co. and Mr. llolley, the result of which
was that John E. Fry, then superintendent of the Cambria Iron
Go's, iron foundry, suggested the use of a rammcd-up center sprue,
4 in. in diameter, connecting through firebrick gates with surround-
ing ingots; the sprue and gates to be treated as scrap. This plan
answered admirably.

While in charge of the experimental Bessemer Works at Wyan-
dotte, Mich., in the interest of the Cambria Iron Co., the writer
had developed a manner of bottom-casting ingots. Mr. Hollcy,
having protected his plan by a patent, Mr. Fry and the writer
united in patenting theirs, and their interests and those of Holley
were consolidated. For some years after this, practically all bot-
tom-casting of ingots in America was licensed under these patents.
After a time the price of rails became so much reduced that the
loss incident to the scrap of the center sprue and bottom gates
made in bottom-casting became a serious matter; and while it
was and is impossible to cast as sound, and hence as good, ingots
from the top, the better plan was abandoned.

The American blooming mill, which soon superseded the steam
hammer in rail making, is due to George Fritz, who, in perfecting
his plans, had the benefit of the advice of his brother John, then
manager of the works at Bethlehem, Pa.

Holley started the innovation by which the production of steel
ingots has been increased so greatly. Fritz gave the blooming
mill, which would not only take care of all that was sent to it
from the converting works, but, lik(»Oliver Twist, ask for more;
and the late Capt. William R. Jones, Robert Forsyth, M. Km. Soc.
C. E., and several others, built rail mills which were not satis-
fied with the amount of steel sent to them by any blooming mill.
This has all been magnificent. It has made possible undreamed
of low prices for steel rails. It has helped to build railroads, but
has it improved the quality of the rails produced?

Steel rails, when first manufactured, replaced iron rails, which,
through their deteriorated quality and the increased duty de-
manded of them, were giving most unsatisfactory service. Some
of the early steel rails failed, but most of them were so much
better than the best of their predecessors that such failures did
not excite adverse comment. They were of what would now be
considered light sections, and thus in their production from the 6
in. X 6 in. or 7 in. x 7 in. blooms from which they had been
rolled, had received much work, and at a comparatively low tem-
perature. In the writer's judgment the greatest factors in the
production of good rails are covered by the words "work and tem-
perature." All steel men know that work at high heats does not
change the grain of steel at all in proportion to work given at lower
temperatures.

For years after the introduction of steel rails a 65-lb. per yd.
section was considered a heavy one. In fact, in America it was the
heaviest used, and much the largest percentage was not over 60-
Ib. These were rolled from 7 in. by 7 in. blooms. The ingots
from which the blooms were made were generally 12 in. x 12 in.
.*\fter the bloom was formed it was examined carefully after be-
coming cold, and all cracks and mechanical imperfections were
chipped out. Then, after slow heating, with care to avoid too
high a temperature, the blooms were rolled into rails by light
reductions. While this was being done, if a defect showed itself,
the process was stopped until it was chipped out. Now, this
slow work at a moderate and steadily decreasing temperature, re-
sulted in a fine grained metal, which, of necessity, no matter what
may have been its chemical composition, would give greater re-
sistance to the wear of traffic than could be possible from the
coarser grained steel which is in the head of the heavier and more
rapidly rolled sections of today.

By waiting long enough, the things of the past always become
the best. That is, proWded the past is not examined too closely.
It must be remembered that the early rails replaced a much in-
ferior article; in fact, created a revolution in railway maintenance
of way. Hence, if a few from any cause failed, it excited little
comment; they were quietly replaced by others. After a while
these failures were forgotten and the whole of existing rails were
instanced as an example of what rails should be. Another thing
which must not be overlooked is. that the early steel rails had
the ultimate stress of trafiSc applied by slow degrees. In other
words, the traffic to which they were subjected when first out in

458

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

service was lor them light duty. Heavier rolling stock, faster
and more frequent trains, came gradually. The old-time rails,
which are in these later days so reverently mentioned, had been
subjected to a cold rolling process before being given their severest
task. Today an 8o-lb. is hardly cold before a 175,000-lb. locomo-
tive, hauling 100,000 lb. capacity cars at 35 miles per hour, and
limited expresses of heavy Pulmans at 60 miles per hour, are
thundering over it.

The details of manufacture of steel rails changed not only in
America, but also in England and other countries. This had to
be, and it would today be as impossible to return to the earlier
methods as to restore the service of stage coaches.

In 1876 the writer chronicled w'ith pride the fact that the North
Chicago Bessemer Works had in a single month produced 6.457
gross tons of ingots and that it led the world's record. Today
those works have been abandoned, their places having been taken
by the present South Chicago plant of the Illinois Steel Co., in
which rail mill the largest month's production has been 58, loj
gross tons.

While the faster work of modern practice has somewhat altered
the character of the steel in rails, it must not be assumed that the
product has been increased without any regard to other considera-
tions. This is not true; on the contrary, the outward character or
finish of the rails has been improved to a radical extent. While
working fast, the improved machinery is also reliable, and the care
exercised in keeping true to section, square sawing, accurate drill-
ing and straightening of bothjine and surface, yield results which it
would have been impossible to obtain in the earlier days. In fact,
the requirements of the railroads, in consequence of increased
weight and speed of traffic, etc., have made it imperative that such
finished rails should be given them.

It is not desired to draw any invidious comparisons, but in the
writer's judgment, American makers are today not only turning out
the most rails, but at the same time the best finished one now pro-
duced. Moreover, foreign rails, imported into the United States
and Canada during late years, have not worn any better than Amer-
ican rails.

It has been stated that examining into the past sometimes dis-
proves assumptions. So that, while in the earlier days rail steel and
rails were made with all the time and care which has been described,
all the rails produced were not satisfactory. The experience of the
Pennsylvania Railroad was such that its chemist. Dr. Dudley, made
an investigation and reached conclusions in favor of chemically
softer rails. His results were made public in 1878, but the demand
thus created for softer rails did not long continue.

In 1881 the II Bessemer inills then making rails answered in-
quiries of Mr. HoUey and stated that there were i88 patterns of
rails considered standard, and that 119 patterns of 27 different
weights per yard were regularly made. In 1891 the American So-
ciety of Civil Engineers appointed a committee to consider rail sec-
tions, which made its report in 1893. During 1899 quite 75 per cent
of all rails rolled at .\merican mills were of what are commercially
known as the American Society sections.

When the Bessemer process was introduced in America im-
ported English pig irons were used, but American irons were ex-
perimented with and gradually displaced foreign irons. Geograph-
ical and commercial conditions have led to the use of entirely dis-
tinct chemical specifications in the eastern and western districts.

The heavier equipments and higher speeds required more rigid
road beds, which could only be obtained by heavier sectioned rails.
These were gradually adopted. It was naturally expected that as
the sections were increased so would be the resulting amount of
service yielded by the rails. From the very first, the results ob-
tained were disappointing, and the writer doubts whether we will
ever succeed in getting results as satisfactory as those yielded by
the lighter sections. As the area of the section is increased, so, of
necessity, will the work upon the steel in forming it be decreased,
and as the resulting mass is enlarged, so will the amount of heat re-
tained in it at the time of the final reduction through the rolls be
increased. In the writer's judgment it will be found that the most
satisfactory results will be obtained by so modifying the rolling sys-
tem that the final pass (or better, passes) shall be given after the
temperature of the partially formed rail has been lowered. This is
not by any means a new idea, but as yet it has not been carried
out in a manner calculated to obtain the best results.

Some years ago Mr. F. A. Delano, now superintendent of motive

power of ihe Chicago, Burlington & (Juincy R. R., in the interest
of that company, had some rails rolled at the South Works of
the present Illinois Steel Co., then owned by the North Chicago
Rolling Mill Co., on such lines and utidir liis personal super-
vision. Unfortunately, these rails were ul a peculiar section,
which was not continued, but the writer believes that the wear of
the metal itself was encouraging.

The satisfactory wear being given by rails renewed by the
"McKenna Process" at the Joliet and Kansas City Mills of the
McKcnna Steel Working Co., bears very strongly on this point.
Mr. McKenna takes rails which have become unfit for further
service in main line tracks, from having become rough in surface,
through flow of metal, or other causes; or which have become
curve-worn»on the side of the head; and after carefully removing
any fins which have been formed on the upper edges of the heads
by metal flow, charges them into a long furnace, and, when heated
to not more than 1,500° F., they are drawn from the furnace by
a mechanical contrivance which at the same time removes any
scale which may have formed on their surface, and slightly upsets
or flattens the section. The rail is then passed through a set
of forming rolls, from which it is carried forward to another set,
in which it is given a finishing pass. The rail is then sawed hot,
and cold-straightened and drilled in the usual manner. And while
the section has been somewhat reduced, the original finishing sec-
tions and heights have been maintained.

Now-, the steel has been given finishing work at low temperature,
and examination has proven that the grain of the metal in the
head of the rails has been "fined." But, more important than
all, the wear of the renewed rails is promising to be much more
satisfactory than that obtained from new rails of heavier sections.
This treatment of rails is no longer in an experimental state, as it
is over five years old, and there are nearly 100,000 tons of renewed
rails in service on the Chicago, Milwaukee & St. Paul; Atchison,
Topeka & Santa Fe; Wabash and other large systems. One chief
engineer, on whose road there are many of these rails, says: "No
rail ought to be used at all until after it has been renewed."

The writer has gone on record so often, as believing that in
the absence of work at low heats, incident to the present method
of making heavy-sectioned rails, it is important to increase the
carbon with the section to as great an extent as the phosphorus
present will permit, without incurring risk from breakage, that il
seems unnecessary' to repeat the arguments.

At the Atlanta meeting of the American Institute of Mining
Engineers, in October, 1895, the writer presented a set of speci-
fications for "Steel Rails of Heavy Sections Manufactured West
of the Alleghanies." In accordance with these specifications thous-
ands of tons have been made and used with satisfactory results.
During the last two years the western makers have declined to
limit the phosphorus to less than o.io per cent, but, in fact, have
been making steel with a fraction less than that amount — say 0.09
to 0.096 per cent. And he regrets to say that in many cases they
insist that the amount of carbon shall be less than that which
he has advocated. He believes, however, that gradually, higher
carbon will prevail; and certainly has not had any cause to change
his mind on the subject. His experience as a steel-rail maker,
and as an observer of the wear of steel rails of many sections
and diverse chemical composition, leads him to advocate: First,
work, after careful heating of the steel, and continued until its
temperature has been much reduced. Second, that the carbon per-
centages shall be increased in proportion to the increase of rail
section, the ultimate amount being, of necessity, limited by the
contained percentage of phosphorus. In all cases he advocates the
use of drop tests, on samples from each heat of steel.

At present many of the American railway engineers use the
drop test, but none of them demands the static or tensile tests in-
sisted upon by so many engineers of other countries; nor does the
writer think there is any necessity for these latter. The chemical
analyses and drop tests are all sufficient.

.^s a matter of record, the writer gives the chemical formulas
contained in his specifications of 1895, in accordance with which,
as stated, thousands of tons of rails have been made and .have
given good results. .^nd while at present the western makers
decline to limit their steel to 0.085 P^r cent phosphorus, the writer
certainly sees no reason to decrease the carbon. In other words,
so many rails have been made and proven safe with quite as much
carbon as given in these specifications, and with o. 10 per cent phos-

Aug. 15, 1900.]

STREET RAILWAY REVIEW.

459

pliiini.s, tliat the vviiUr iUji's iiol tliiiiU ihc furiiRr clcincnt should
be made less, certainly mil iiiilil llie lU-tails of niaiuifactiirc have
been changed.

Kdiir.icr w. uunt'.s si'KciricATiONS.

Sec. 8. — The carbon in the 70-lb. section shall not be below 0.43
ycr cent nor over 0.51 per cent. In the 75-lb section, not less than
0.45 per cent nor over 0.5.3 per cent. In the 80-lb section, not less
than 0.48 per cent nor over 0.56 per cent. In the 90-lb. section, not
Itss than 0.55 per cent nor over 0.63 per cent. In the ioo-!b. sec-
tion, not less than 0.62 per cent nor over 0.70 per cent.

The phosphorus shall not exceed 0.085 per cent.

The silicon shall not be below o.io per cent.

The remainder of the chemical composition of the steel to be
left 111 the maker's judgment.

BROOKLYN lO-CENT FARE CASE.

CROWDED CARS IN ST. LOUIS.

Tlie cars of the St. I.ouis & Suburban Railway Co. during the
time that the service on the Transit lines was impaired by reason
of the strike, were in a greatly ''congested" state. These cars seat
40 persons, but when crowded frequently carried as many as 175
passengers. By courtesy of Mr. George D. Rosenthal, who repre-

A CROWDED CAK ON THH ST. LOUIS & SUUUKUAN.

sents the General Electric Co. in St. Louis, we are enabled to
publish the accompanying illustration.

At first the passengers on top secured free rides, but later the
steps at the front end of the car were removed and outside pas-
sengers were required to pay fare to the conductor before climb-
ing up. Notwithstanding the crowding very few accidents were
reported.

» • »

DISCRIMINATION IN USE OF BRIDGE.

In our June issue we briefly noted that the Supreme Court of
Pennsylvania had decided that the city of Pittsburg could exact
tolls from a traction company for tile use of a bridge owned by a
separate company, notwithstanding the fact that the city owned
all the stock of the bridge company and had made the bridge free
for all other traffic.

The Pittsburg & Birmingham Traction Co. has applied for a
writ of quo warranto to compel the Monongahela Bridge Co. to
come into court and show why the contract in question should not
be revoked.

Mr. J. C. Hubinger owns all the franchises for electric lights,
telephones and street railways in Keokuk, la.

Because the words "not guilty" appeared in larger type than the
remainder of the court's instructions to the jury, in a suit against
the Chicago City Ry. to recover for personal injuries, the -Appellate
Court has ordered a retrial of the case.

In our last issue wc noted that the Supreme Court of New York
had refused to enjoin the Brooklyn Rapid Transit Co. from charg-
ing a 10-cent fare on its .Sea Beach line to Coney Island, but the
justice .said that the attorney general might sue to have the com-
pany's charter annulled. The plaintifT in the injunction suit at once
acted on the suggestion, and filed a petition with the attorney
general.

This suit will probably be dismissed, because of the ruling of
the appellate division of the Supreme Court in another case, made
July 23d. Arthur Harnett had been ejected because of his refusal
to pay the lo-cent fare, and on a suit recovered $65 damages. On
appeal the court held that the provision in the railroad law limiting
the maximum fare on a street railway system to s cents lor a con-
tinuous ride did not apply in this case, because the Sea Beach line
was a steam railroad, and because it was already built and thus
expressly excluded from the operation of the law, which did not
apply to any part of roads built and in operation prior to 1884.

4 ■ >

STREET RAILWAY FOR KENOSHA, WIS.

Tile franchise for a street railway granted to Messrs. Haynes
and Clausen by the city of Kenosha, Wis., has been acquired by
Mr. B. J. Arnold, of Chicago, who has deposited with the city
certified checks for sums aggregating $9,000, and also bonds, one
for $10,000 and one for $50,000 to comply with the conditions of the
ordinance. The bonds were executed by Mr. Z. G. Simmons,, of
Kenosha, and are admitted by all parties concerned to be perfectly
good, though the mayor of Kenosha is at present contcndmg that
they should be made by a surety company to conform to the
wording of the ordinance. It is believed, however, that the mayor
will accept the bonds oflfered.

If permitted to do so, Mr. Arnold will build the road this year;
it will be part of the connecting line between Kenosha and Wau-
kegan, which when completed will give a through line from Evans-
ton to Milwaukee.

RAISE IN WAGES APPRECIATED.

On July loth, Mr. J. M. Roach, president of the Chicago Union
Traction Co., issued a letter to his employes notifying the North
Side men of an increase in wages. This letter will be found in full
on page 416 of the "Review" for last month.

Shortly after the notice was issued. President Roach was waited
upon by a delegation of 17 of the older employes from the North
Side lines, who presented him with a roll containing the names of
nearly 2,000 conductors and motormen, who wished to express their
thanks for the increase and their appreciation of the efforts made
to better their condition. Mr. Roach assured the committee that he
would never fail to look after the interests of his men, and told them
the company would always share with its employes any future
profits that might result from their care and faithfulness in the per-
formance of their duties. He further assured them that if at any
time they had any suggestions to offer for the betterment of the
service, or complaints to make, he wotild be pleased to hear from
them.

ELECTRIC RAILWAYS IN CANADA.

The Canadian Government has issued an interesting report on the
street railways of the Dominion, from which it appears there are
632 miles of track operated by electricity. For the year ending
Dec. 31, 1899, the number of miles run was 29.646.847. and number
of passengers carried. 104,033.659 or 20 times the total population
of the country. The paid up capital invested amounted to $21,-
700.000.

For the same year the steam roads carried 87.865.468 passengers
less, and ran 4.353-9^ passenger car-miles less than did the elec-
tric lines.

The practice of running trail cars has been discontinued by the
Union Railroad Co., of Providence. It has been decided by the
management that trailers are responsible for a large proportion of
accidents.

460

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

HARTFORD STREET RAILWAY BAND.

By the courtesy of Mr. T. C. Davis, who was instrumental in
organizing the Hartford Stroet Railway Band, we arc enabled to
publi.sh the accompanying engraving and also the constitution,
which it is hoped will be of material assistance to others who may
contemplate having a similar organization.

CONSTITUTION.

The name of this band shall be Street Railway Band. Hartford.
Conn. The object of this association is two fold; first, the en-
couragement of the study of music among its members, and sec-
ond, to give public and private performances for mutual gain and
profit.

I. The officers of the Strict Railway Band shall consist of a
president, a vice-president, a secretary and a treasurer, each nf

far the same, as they deem best for the interests of the ovg:uii-
zation.

\'. If the leader or musical director is a paid man, he shall
not be considered an officer, but when on duty or at rehearsals
he shall have full command of the band, and his orders must be
obeyed to the letter. Should the leader be selected from the ranks
of the band, the office must be created an elective one, and added
to the list of olTiccrs, with the same power as given to llie paid
leader.

V'l. When the band turns out for duty the president shall act
as sergeant of the band and assist the leader in maintaining dis-
cipline, and in case of the lattcr's absence, assume the position of
director.

VII. The president shall appoint a librarian to take charge of
the music, etc., and also appoint such committees as shall be
Inund necessarv in the course of events.

STREET KAII.W.W B.^NIl, H.XKTFOKD, CON.V.

whom shall be elected annually, and also an advisory board ui
three members, all of whom shall serve for the period of one
year.

II. The meetings of this association shall consist of one re-
hearsal each week and four quarterly meetings, which shall be
devoted to the business of the organization. At the quarterly
meetings the president shall preside, and in his absence, the vice-
president. The weekly meeting shall be under the direction of the

leader of the band.

III. The regular quarterly meetings shall be held on the last
Sunday of April, July, October and January. The regular weekly
rehearsals shall be held on Sunday afternoon. Should necessity
arise the president may call a special meeting at any time.

IV. The president shall preside at all meetings of the band,
and the vice-president shall do the same in the president's absence.
1 Ua secretary shall attend to all correspondence of the associa-
tion, keep a record of the meetings, etc. The treasurer shall keep
a 9errect account of all moneys received and disbursed and shall
render a quarterly account of the same; it will also be his duty
to make out bills and collect the amounts for services rendered
by the band. The advisory board shall formulate plans for the
raising of funds by subscriptions, concerts or in any other man-
ner that they may deem advisable, for rtie maintenance of the
band's library, uniforms, instruments, rent of band-room, fur-
nishings, etc. They shall also act as an auditing committee to
audit the accounts of the treasurer semi-annually. The advisory
board, in conjunction with the president, shall have full power to
regulate the price of engagements, and to accept or reject offers

\'III. Every member must consider it his imperative duty to
attend all meetings of the organization, and turn out for band
engagements when properly notified of the same by the president
or secretary. Should he wilfully neglect to attend after due noti-
fication, unless excused by the president or leader, he shall be
subject to a fine, to be imposed by a majority vote of the organi-
zation.

IX. .Applicants for membership must signify their intention in

KKV TO GROUP.

writing, and shall be voted on at the next quarterly meeting,
majority vote elects the candidate.

X. Any member may resign from the band by handing in his
resignation in writing to the president. In doing so he forfeits
all rights or claims upon any band property, and must return all
of the same in his possession before his resignation can be ac-
cepted.

Aug. 15, lytx). I

STREET RAILWAY REVIEW.

461

XI. Hacli mejiilxr wl ihis orgaiii/atiiiii imisl iinkavDr lo "p
liold its dignity and improve its mn>ical standing, and to that cud
lie slionld take more than ordinary pride in altenihng the rehear-
sals, and to his nniform eqnipmenls, instrnments and other band
proprcties, and condnct hinis'.li with propiiety upon all occasions,
pay proper respect to the leader and olllcers, and ever keep in ,
mind that a misdemeanor while in nniftjrm or with the banil does
not count against the individnal, lint disgraces the whole organi-
zation.

XII. The regular dnes of this association shall be 25 cents per
week, to be paid to the secretary at each rehearsal. Members
shall be fined the snm of .'5 cents fin- non-attendance at rehearsals.

XIII. The use of inlo.\icating drinks, gambling and any mis-
demeanor during meetings or band engagements are strictly pro-
hibited, and for such ofTenscs nu-nd)irs shall be dealt with as their
offense deserves.

XIV. This association being a street railway band, the band
must not accept any engagements that may conllict with the work
of the members, without first conferring with the proper officer of
the street railway company.

XV. A member may be suspended or expelled for offenses com-
mitted against the constitution by a two-thirds vote, at any quar-
terly meeting.

The names of the members of the band and its patrons, together
with the instruments, are given in the following list: i. Norman
McD. Crawford, general manager. 2. James R. Goodrich, pur-
chasing agent. 3. Frederick VV. Miller, assistant superintendent.
4. Isaac J. Reese, foreman steam fitter. 5. Merman Van Ormcr.
chief engineer at power station. 6. Orrin W. Chaffee, drum
major, foreman of line. 7. Thomas C. Davis, bass drum, foreman
at Venon St. 8. -Mfrcd M. Mack, clarinet, g. Eugene W.
Brown, cornet. lo. Wm. J. Shultz, alto. 11. I'eter Bernhard,
alto. 12. Jerome Spanier, cymbals. 13. \\ in. .\. Uoherty, trom-
bone. 14. Fred J. Flint, cornet. 15. Levy V. McGee, trombone.
16. John H. Mills, trombone. 17. h'rederick J. Saunders, cornet.
18. John Herzog, alto. ig. Oscar Heldcii, cornet, and leader.
20. Hubert H.'Hibbard, baritone. Ji. Jos. U. Uannckcr, bass. 22.
Wm. F. Fischer, bass. 23. Samuel P. Leadyard, cornet. 24.
Wm. Hubbard, snare drum. 25. Henry F. Hosmer, first snare
drum. 26. Louis A. Dreiu, clarinet. 27. Frank \. Hennessy,
clarinet. 28. George F. Goodrich, clarinet. _'y. Frank R. Wil-
liams, picolo.

♦-•-♦

THE ELECTRICAL ENGINEERS ABROAD.

IMPORTANT DECISION ON TRUCKS.

The functions that have been arranged for the .\inerican Institute
of Electrical Engineers while in Europe have been announced by
the secretary, Mr. Ralph W. Pope, as follows: In London the en-
tertainments are by courtesy of the Institution of Electrical Engi-
neers.

Sunday, August 12th. — Trip up the Thanus by rail to a conven-
ient point, thence by electric launches, returning by the same route
after lunch.

Monday, August 13th. — Dinner in the evening.

Monday and Tuesday. — Visits will be arranged to works and
other points of interest in the vicinity of London.

Wednesday, .A.ugust 15th. — Special train to Paris.

Thursday, .'\ugust i6th. — Joint meeting, by courtesy of Commis-
sioner Peck, in the \J. S. Pavilion.

At the Paris meeting the subject for discussion will be: "The
Relative Advantages of .Mtcrnate and Continuous Currents for a
General Supply of Electricity. Especially with Regard to Other
Interests." The particular point which the British Committee wish
discussed is: How far will interference with other undertakings,
rather than ordinary commercial and industrial conditions, be the
factor which will determine whether continuous or alternating cur-
rent shall be used.

On July iStli. Mr. \\". Roger Fronefield was appointed receiver
for the Springfield ^Pa.■) Street Railway Co.. a company existing
only on paper.

A negro w-as arrested at Dayton. O.. while in the act of throwing
a switch with the purpose of wrecking a car on the Cincinnati &

Miami \''alley Traction Co.

The J. <i. Itrill Co., of Philadelphia, i'a., announces that
on July yih Judge Shipman, of the United Stales Circuit Court
for the Southern Uislriet of New York, remlered a decision hold-
ing that litters patent No. 47«,.il«, granted July 5, 1892, lo G.
.Martin Brill for certain iinprovtmcnis in railway trucks, broadly
cover any truck having elliptic and helical sprinus secured lo the
outer end of the axle box frame, for the purpose of overcominu
oscillatioii.

The suit was brought by John .\. Uril! against the Third Avenue
Railroad Co., of New York, for alleged infringement, but was
defended by the Bemis Car Box Co., of Springfield, Mass. The
court granted an injunction :.nd ordered an accounting for dam-
ages.

RAILWAYS ALONG AN OHIO CANAL.

The berme bank of the Miami & Eric Canal in western Ohio is
in great demand as a right of way for railways, and the canal com-
missioners now have under consideration two applications for a
lease of the bank over the wdiolc course of the canal and other appli-
cations for portions of the route. The second applicant for the
entire route is the Cincinnati, Hamilton & Dayton Traction Co.,
composed of officials of the C. H. & D. Ry. The other application
was filed two months ago by Messrs. L.D. York, H. L. Williard.
M. L. Sternberger, E. L. Sternbtrgcr and J. E. Lowes.

The Miami Valley Railway Co. has applied for a lease oi the
canal from Troy to Dayton and from Piqua lo St. Mary's and (or
the Sidney feeder.

The Southern Ohio Traction Co., 01 which Mr. Will Christy is
president, has filed an application for the lease of the part lying
between lock No. 2, north of Middletown and Franklin.

CROSSING RAILROAD TRACKS IN GEORGIA.

Both the .\tlanta Railway & Power Co. and the .Vtlanta Rapid
Transit Co. (successor to the Collins Park & Belt Line road) have
been seeking to cross the line of the Southern Ry. in Atlanta.
Ga., and the steam road applied for an injunction to prevent the
threatened crossings. In denying the petition lor an injunction
the court said that the operation of a street car line did not im-
pose any new servitude on the street, the trend of legal authori-
ties being that a street car should be placed in the same class with
an omnibus or any other vehicle.

Permission was accordingly given the two electric lines to make
the crossings desired. The Rapid Transit Co. stated that though
not required to do so it would install a manually operated de-
railing switch which would be normally open and have to be closed
by the cnnduclnr to permit cars to make the crossing.

CINCINNATI, NEWPORT & COVINGTON.

Mr. J. C. Ernst, president of the Cincinnati. Newport & Cov-
ington Railway Co., sends us the following condensed statement
for June, 1900:

June

Six Montbs

I'HXi

l.*»

\<*}0

]S»W

(irossrt'ceipls. -
Operatintr expens. V

Net earninffs

Tolls, damans, taxe-^. ft.

.■;i.24...s.

i<)}.I4I.i>5

asvi.'isii.io

146.092.61

r3.'^ = :

14:

Net profit.

ai,3S5.5<>

28,359.00

10e.87i«T

Ratio of ex|)eii$vs to earnings.

With lolls

Without li'lls

.5253
.4225

.47(>1
.3<o2

-=2S5

.4i'v»''

A7J

As a token of appreciation for the efficient work performed by
the police at its park on July 4th. the Consolidated Traction Co.. oi
Pittsburg, donated $200 to the police pension fund.

A salute of 21 guns was one of the features of a celebration held
at Fort George, New York City, in honor of the completion of the
Third Avenue Railroad Co's. Amsterdam Ave. extension to 194th
St.

462

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

COMPETITIVE TESTS OF STREET CAR BRAKES
MADE BY THE NEW YORK STATE RAIL-
ROAD COMMISSION.

In iSgg tlie Board of Railroad Commissioners of New York ar-
ranged to make some official tests of various brakes for street cars
and the report of these tests has recently been issued by the Board
in the form of a pamphlet of nearly 200 pages. We give belovir those
portions of the report of Mr. Charles R. Barnes, electrical expert
of Board, which describe the apparatus, methods and results; on
another page will be found our comments on the results.
ABSTRACT OF REPORT.

The introduction recites the invitation to enter the competitive
tests and the responses received, (this invitation was printed in our
issue for May, 1899, page ^^6, together with some criticism of the
proposed method of making comparisons between different
brakes); next is a description of the apparatus and methods as fol-
lows:

The whole subject of these tests received a great deal of consideration at
the hands of the Board, it being the desire that when that result was made
public no claim of unfair treatment and no suspicion of favoritism could pos-
sibly be charged. To attain this end, I, as your official electrical expert, as-
sisted by Mr. W. A. Pierson, electrical engineer of the Metropolitan Street
Railway Co., designed and constructed a device that automatically recorded
the result of each stop, in the form of curves, which showed the number of
feet that car had run after "stop" signal had been given and the time con-
sumed in bringing the car to a standstill. This device was built at the 146th
St. car shops of the Metropolitan Street Railway Co., without expense to the
public, and consisted of the following:

A pair of wooden wheels of 24 in, diameter (with leather tires to prevent
skidding), 2-in. tread and standard gage, were keyed to a 1 1-2 in. axle which
rotated in boxes, guided in pedestals, outside of the wheels, screwed to the
body of the car; the wheels were held down on the rails by compression
springs, thus insuring good traction. On the axle between the two traction
wheels was held, by means of set screws, a 20-in. sprocket wheel with 70 teeth,
cut for a No. 25 Ewald detachable link chain. This chain ran through the
flooring of the car and was kept in tension by two idler pulleys, with tension

FIG. 2 — FRONT VIEW.

springs, to a loose sprocket 6 1-4 in. in diameter, with 22 teeth, running on a
I i-3-in. diameter countershaft of the instrument proper inside the car. The
instrument was mounted on a table, the top board of which was made of three-
ply ash, 2 in. thick, 6 ft. long and 18 in. wide, with another board perpendicular
to it holding the paper on which the record was made. The countershaft was
properly boxed near both ends, with suitable holes, grooves, etc., for lubrica-
tion. Keyed to the shaft was a friction wheel, of the cone type, which, when
thrown in, engaged the hub of the small sprockets, imparting the motion of
the same to the shaft. Fixed to the end of the shaft was a bevel-gear 12 in.
pitch diameter, 72 teeth meshing in a smaller 3-in. pitch diameter, iS teeth,
geared at right angles to it, rotating a i-in. steel rod, cut with a screw-thread
between journal boxes near each end, the number of threads on the screw be-
ing eight to the inch and the length 4 ft. 4 1-2 in. The friction clutch was
thrown in by means of a lever 13 in. long, the clutch being 3 in. from the
fulcrum towards the center. At the extreme end was attached, by means of a

screw, a strong tension spring, distending when the clutch was drawn out, and
held by a protected catch, the other end of which was the armature of an
electro-magnet. When the circuit which included the magnet was closed, the
clutch was drawn up, releasing the clutch lever, thus throwing in the clutch,
and the motion of the sprocket was imparted to the screw rod through the
bevel-gears. Running in guides screwed to the top of the table with a split
nut, having a locking device for engaging or disengaging it from the screw,
was a carriage, which, when the clutch was thrown in, travelled in the guides
until the car stopped. Knowing the ratio between the travel of the carriage
and the travel of the traction wheels on the track, the distance required to

FIG.

TOP VIEW.

stop the car was easily computed. Attached to the carriage and at right angles
to the screw was a i-in. round brass tube, slotted on each side, in which was
a cylindrical i 1-2-lb. weight of lead, with pencil attached having compression
spring behind it to insure its bearing against the sheet of paper on which the
record was taken. On top of the carriage was screwed a clock movement, con-
taining a heavy main spring to secure quick action when movement was releas-
ed. From the weight carrying the pencil a string was secured, running over the
top of the tube on a pulley and down to a sheave held to the movement by a
clutch, which could be thrown out to allow the weight to be raised, by wind-
ing the string on the sheave. The movement was released at the same time
the cone clutch was thrown in, by means of a string attached to the end of
the clutch lever, which pulled a lever attached to the board; this, in turn, threw
out another lever which was holding the spokes of one of the wheels on the
movement, thus allowing it to run, and the weight to descend into the tube at
a certain rate. On the axle of the pony wheels of one of the trucks was placed
a sheave which operated, within the car, a Boyer speed recorder, with a dial
showing the speed of the car, in miles per hour, by means of a revolving hand.
On the dial was arranged a movable contact point, which could be set at any
desired speed. When the car reached the required speed the dial hand made
contact with the movable point and closed the circuit in the electro magnet,
actuating the clutch and movement. When the clutch was thrown in, another
circuit was automatically closed, ringing a bell on the platform of the car,
and thus signalling the motorman to throw off the power and apply the
brakes. To prevent the brake operator, or motorman, from taking up the
slack in the brake rigging before the proper signal was given, a bell circuit
was placed with the bell on the recording table. As soon as the least move-
ment was given to the handle of the brake, the bell circuit was closed by means
of various styles of contact points, and the testing operator was thus warned,
by the bell on his table, that there was some premature or improper interfer-
ence.

METHOD OF CALIBRATING.

The instrument was calibrated on a track about 275 ft. long, in the 146th St.
car house of the railway company, great care being taken with the measure-
ments, timing, etc. To get the track travel of the car for 1 in. travel of the test-
ing carriage, the car was run about 200 ft., the points of departure and stop-
ping carefully marked and the distance between them measured, as was also the
travel of the carriage. About 18 readings were taken under various condi-
tions, such as running the car slowly and at high speed; also with dry and wet
rail. It was found that i in. travel of the carriage was equivalent to 47 12 in.
travel of the car; and, as the maximum travel of the carriage was 51 1-2 in., the
maximum length of the stop that could be recorded was 203 1-2 ft.

To get the time constant, the movement was started while the car was in
motion, and the time the pencil took to drop a given distance was noted on
a stop-watch, reading to fifths of seconds. If the movement ran too slow, the
staff was weighted with lead; if it ran too fast, lead was taken off until the
necessary speed of drop was acquired. It was thought preferable to weight
the staff instead of using a fly, so that a draught of air would have no effect
on the results.

The movement was finally arranged to drop the weight 9 in. in 15 seconds,
or 3-5 in. in one second, and, as the maximum drop of the weight and pencil
was 10 in., the maximum time range was 16 2-3 seconds. The starting of the
movement was very quick, as trials were made by timing the first and last half
of the drop separately, but no appreciable difference could be detected.

METHOD OF CONDUCTING TEST.

On each car 14 official speed records were taken; 3 at 8 miles per hour,
3 at 12 miles, 3 at 15 miles. 3 at 16 miles, and 2 at 16 miles, with sand.

In setting the instrument, the pencil was drawn up near the top of the
paper and the clutch on the movement thrown Jn and the carriage brought to

Aug. 15, lyoo. ]

STREET RAILWAY REVIEW.

463

Ihe extreme end of the instruni* nt towards the front of the car. The split
nut was then locked, the lever put in place to start the movement and the
contact point on the speed indicator was set ojipositc the figure of speed re-
quired at which the car was to be stopped. When everythinK was in order a
signal was given to the motorman to start the car, From tins time the oper-
ator had nothing to do but watch the apparatus, to sec that thrrc wan no fail-
ure of the parts to work properly.

When the predetermined speed was attained, the indicator Iiand made a
contact with the metal stop on the dial of the speed indicator, ihus closing the
local circuit and setting in motion the recording instrument. This was kept
in motion unlil the car came to a stop and the curve was automatically traced
by the pencil on the paper. In addition to this record, the skidding of wheels
was noted, a record being made of the number of wheels skidded and the num-
ber of feet that they slipped along the rails.

As soon as the record was taken the cone clutch was thrown out, the split
nut unlocked, the carriage brought back to its first position, the pencil and
everything readjusted, as stated. To avoid any dissatisfaction on the part of a
contestant, he was given the option of personally applying the brake or leav-
ing it in charge of the motorman.

Figs. I, 2, 3, show difTerent views of the apparatus.

.'\riangcmcnts were made with H. H. Vrccland, president of the Metro-
politan Street Railway Co., under which each contestant was allowed to at-
tach his brake equipments to one of the cars of that company. The tests were
commenced on Aug. 31. and completed Dec. j, 1899. During this interval a
number of perhaps unavoidable delays occurred. A day for a test would be
set and the Board would be present, only to find that sonic car had not been
equipped as promised; thus that day would be lost. Again, when all was ready
for the test, rain would prevent it, as tests were held only when the rail was
perfectly dry. On several occasions the tests were interrupted by derangement
of the braking apparatus, and a delay of two weeks was once caused by the
speed indicator becoming disabled.

The tests were held on the Lenox Avenue line, between 135th and 146th Sts.
Between these points the track is of golb, girder rail, 2-in. head, double track
underground electric construction. The distance, between the streets named,
is 2,750 ft., and there is a descending grade northward from 135th St. of 8.8 ft.,
nearly imiform between the points.

It was the intention to make the tests at initial speeds of 20, 16, 12 and 8
miles per hour, but it was found that the higher speeds could not be attained
with the motor equipment used; so the tests were made at 16, 15, 12 and 8 miles
per hour. These tests were made without sand; and two additional stops, at
16 miles, were made with sand.

The regular schedule cars were operated on the line during the tests. At
ii6th St. is a crossover which was used in going from the south to the north
bound track, .'\fter making the southbound test stops, this crossover enabled
the car to return and make the test stops on the northbound track. A flagman
was stationed at each intersecting street to prevent accidents. After testing a
car it was run into the car barn at 147th St., and over a pit, where the testing
apparatus was transferred to another car. (Jn each of these changes four men
were employed from two to four hours. Five employes of the company were
on each car during the test. The largest number of brakes tested in one day
was four.
Sixteen different brakes were tested which may be thus classified:
Air brakes — G. P. Magann Air Brake Co.; Christensen Engi-
neering Co.; Standard Air Brake Co.; John E. Reyburn.

Electric brakes — General Electric Co.; Columbia Electric Light &
Brake Co.; Price, Darling & Co.; Electric Selector & Signal Co.

Pland power brakes — Sterling Sup-
ply & Manufacturing Co.; M. H.
Vogel; Sauvage Street Car Brake
Co.

Friction brakes — Peckham Truck
Co.; J. G. Brill Co.

Track and wheel brakes — Devlin
Street Car Brake Co.; Philip Bach
& Bernard Schlegel.

A system of brake levers submitted
by the Safety Appliance Co.

The report contains a briei de-
scription of the principles of each of
these, but does not give any data
concerning the brake leverage or
braking force available with the ap-
paratus tested.

Then follow 66 plates of diagrams,
which it is stated are reduced by
measurements and photography from
the original recording instrument
cur\es. One of these is reproduced
herewith and another will be found
in connection with our criticisms of
the report.
After the curves are 15 tables giving the results, one for each
of the 15 brakes enumerated. One of these. Table 10. is reproduced
herewith. Next is a general summary. Table 16, which we also re-
produce. In tables 17 to 22 are data shown in Table 16, somewhat
differently arranged. Table 23. reproduced herewith, was prepared
to show the standing of the brakes based on the formula ws' -^ d.

TABLK No 10.

FIG. 3 — END VIEW.

Mt*0tg ramU »/

rf/W#

l^ffAt -a Br9k4 C^mfnm^. tit*d. O^ftAtr IT. IM* — C^ N: t«ft».

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114

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1 to

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TOO

L>.

WIOO

■mJ »MlMW«Wf4..«tefc

TABU K.. M.

l» «iU U mtOm mm A«v, amdml U mU- pm Ao»

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KaMI or 0*aKI.

• KnMrwBMB

ii>>xirM«*««

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«>^

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Prchlum Kolot. Tnck m4 IThHl Coa-

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701

MOI

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SuodtH Al> Brkh.Oimpur

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Qnwt%\ LIkuK: CompaoT .

a>Iun>t>U Vtt Li|bl aod Bnk* Cott|>Mr.

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TABLE No. 23.

Showing standing of braket bated on the formuia and per cent, of

ratin.j based on tfie average stops, also per cent, deducted from thit

standing for skidding of teheeU and the per cent, of rating after

making this deduction.

NAME OF COMPANY.

ii!

0„S

■5^

I-'

IT'S

I-'

Electric Stflector and Signal Co. . .

«6,lfl7

58. M

100. uo

1.7375

98.28

Sterling Supply and MaDufactur-

iog Company

98.073

49. 16

87.78

.8TS

84.86

Peckham Motor. Truck and Wbe^l

Company

64.410

66.71

97.30

10.70

96.60

G. P. Maifann Air Brake Company

.14.853

73.22

S2.86

4.0"

78.84

De^rin Street Car br^ike Companv

54.424

78 15

82.21

6. 20

76.01

Standard Air Brake Company . .

49.907

82.92

75.J9

5.75

W.M

General Electric Company

45.630

104 4S

68.93

.225

68.71

44 310

88 46

66 V2

875

64.14

Christeneen Air Brake Company..

44.322

96.67

66.95

2.00

64.93

J. G. Brill Brake I'ompanv

44.-545

92.08

87.29

4.35

62.»i

Safetv Appliance Coropanyf. . . . ,

38,290

9^.10

57.84

1.0625

S6.98

Sauvage Brake Company

36,600

107 07

55. V9

,6975

54.60

Price. Darling & CoropanvJ

31,803

4.5.27

48.04

.1875

47.8S

J. G. Reyburn Brake S

29,547

80.40

44.63

.25

44.38

Columbia Car, Light aod Brake

Company

29.325

133.80

44 30

.225

44.08

Bacb & Scblegel (no test)

Per cent, deducted for skidding wheels is based on the follow-

in<; values :

Skifliliny 15 feel or more.

SkMdiDg Ifffeet lo » feM.

One larEe wliwl 85 One Iftrire wheel

One fniall wtieel .125 [ One small wheel.
Large .n.1 small uberl$ .45 Laixean.1 small wheels
All wheels I.OQ All wheels

SUcMlDC S feet to :• reeC.

.llv Od* Urn 'heel 065

.oeS , One small wheel .05ia

.OS f Larjre and small wheels .US
.n Al wheels... . .50

*w = Number of pa.sseDgers X '4" ..- weiphl of car sO.'Ifi pouods. ex^ep: the Geoeral Ele^
tnc car. nhich weik:hed S4.000 pounds
s2:The avrra{;e initial speed squared,
d = The average stop at aU speeds.

♦ Tesleil at S miles oolv

: Tested at « and 1* miles onlv-

i Tested at 8. 1% aod 15 miles oolt.

From the conclusion of Mr. Barnes' report we quote as tollows:
In the formula used for determining the percentage of standing of brakes,
»s' -^ d the weight of the car in all cases was estimated at ».8i6 lb., ex
cept the one used by the General Electric Co., which was a combination car
equipped with G. E. 5; motors and weighed 24.000 lb. The passenger weight
was estimated at 140 times the number of persons carried. Xotes of the skid-
ding of wheels were made by the electrical expert of the Board, and the num-
ber of feet the wheels slipped, though not actually measured, was carefully ob-
served and estimated. The testing apparatus gave perfect satisfaction as to its
exactness and efficiency throughout the entire test.

It was found impracticable to conduct the tests in exact accordance with
the conditions set forth in the specifications to govern the test. .-Ml stops were
made as emergency stops. Nearly all contestants labored under the disad-
vantage of not having an opportunity to properly adjust their respective brakes
through the actual service operation of a car, as no facilities or opportunities

4(1 4

STREET RAILWAY REVIEW.

IVoL. X, No. 8.

could be furnished for this purpose except in llie run from tlie shop (o the
car barn. The General Electric Co. labored under the disadvantage of hav-
ing only two axles equipped with shoes, there being no shoes on the pony
wheel axles. Messrs. liach & Schlegel equipped the car with only four shoes.
The construction of their shoe was such, it being a wlieel and rail brake, that
only the shoes on the forward wheels had any braking effect on the rail. For
this reason the car could not be stopped within the limits within which the
instrument would record the result. The electric controller of the Price-Darling
brake burned out after the tests at S miles per hour were made, so the standing
given for this brake is based only upon the test made at that speed. The John
E. Reyburn air brake was tested at only 8 and 12 miles per hour. This, how-

Sauvage Street Car Brake Co.

Standard .'\ir Brake Co.

Christenscii Engineering Co.

General Electric Co.

J. E. Reyburn.

Columbia Car Light & Brake Co.

Price, Darling & Co.

Safety Appliance Co.

Bach & Schlegel.

ao 90

DISTANCE yEET.

I)IAGK.\M NO. 43 — TESTS OI" STREET CAK HKAKES liV N. V. KAII.KUAIl L'UMMISSION.

ever, was owing to no defect of the brake. It was found impossible to make
the faster speeds with the car equipment; so the standing of this brake is based
on stops made at 8 and 12 miles per hour. The Safety .■\ppliance Co. presented
a system of leverages for street-car brakes which, during the test, was applied
to the Sterling brake.

The standing of the respective brakes, as shown on the foregoing tables, is
only the result obtained by the automatic recording instrument, and the
record of skidding of wheels as noted.

To this standing must be added or deducted, as the case may be, points for
the possession of, or the lack of, the following qualities: Reliability of system,
ease of manipulation, simplicity of system, liability of brakes operating when
they should not, safety devices in case of disablement of any part of the brak-
ing system, cost of equipment and expense of maintenance.

In addition tests were made, on the same car used for the test of
the Sterling brake, with the ordinary spindle hand brake. This
showed an average stop of 67.01 ft. for the spindle brake as against
63.79 ft- for the corresponding tests of the Sterling brake. An ap-
paratus was also rigged to determine the maximum force exerted
by the motorman in applying the brakes; an i8-in. hand wheel was
substituted for the ordinary brake handle which is usually 12 or 14
in. long. This test showed an average stop in 58.73 ft. for the Ster-
ling brake, the average maximum force exerted being 77.08 lb.; for
the spindle brake the stop was 56.87 ft. and the average maximum
force, 92.5 lb. The largest and smallest values of the maximum
force exerted in any one test are given as 85 and 65 lb. for the
Sterling and 105 and 85 lb. for the spindle brake.

Tests were made on a wet rail with one car the average slop on
the wet rail being 71.73 ft. as against 60 ft. on a dry rail.

The conclusion of the Commissioners froiu these tests after
adding or deducting points of merit or demerit based on the fol-
lowing features:

Reliability and simplicity of system.

Liability of brakes to act when they should not.

Ease of operation by the ordinary motormen.

Cost of equipment and maintenance,
was that the brakes took rank as follows:

Electric Selector & Signal Co.

Peckham Truck Co.

Sterling Electric & Manufacturing Co.

G. P- Magann Air Brake Co.

M. H. Vogcl.

Devlin Street Car Brake Co.

J. G. Brill Co.

Its recommendation was that in all but special cases, where the
liability to accident is very remote, the ordinary spindle brakes
should be replaced by one of first 12 of the brakes mentioned in
the preceding list or some other brake which in the judgment of
the Board is equally efficient.

IMPROVED SMOOTHING PLANER.

The accompanying illustration shows a new single cylinder cab-
inet smoothing planer just placed on the market by J. A. Fay &
Co., of 557-577 West Front St., Cincinnati. It is known as their
No. 19 and embodies some late improvements, the patents bear-
ing date of Dec. ig, 1899, Feb. 6, 1900, and May 8, 1900. The
more noticeable mechanical advantages of the design are: The

IMPROVED SMOOTHING I'l.ANER-

feed rolls are center-geared and hung pivotly; the pressure for
each roll is cushioned on a spring, giving a very fine cut, and
enabling the operator to plane smooth without wave; the bed
raises and lowers on long inclines; the feed is so arranged that
with one lever its speed can be increased or reduced, started or
stopped, instantly-

The manufacturers will be pleased to furnish any of our readers
who may be interested, and will write them, prices and full par-
ticulars of this or any other machine for working or cutting wood,
and will also forward their new illustrated catalog free.

Aug. 15, 191K1. 1

STREET RAILWAY REVIEW.

4f)5

CAR HOUSE LAYOUT AT LISBON, PORTUGAL.

TIic acconipanyiiiK ilhislration sliovvs in niilliiii' what is prob-
ably tbo largest piece of special track work ever e.xportcd, that
was fitted together complete in this country. It is the special
work for the entrance tracks of the car house of the Conipanhia
Carris dc Ferro dc Lisboa, of Lisbon, I'ortugal, and was nia<le
by William Wharton, jr., & Co., of fhihuhlphia. It is all of 7-in.
guard rail section, the style being the wellUnown Wharton man-
ganese steel construction. Contrary to the usual practice of fur-

proper shape, but it is ncccsary to do this only two or tjircc times,
as the shape soon becomes set.

Varnish brushes and brushes used in varnish slain, and all
color-in-varnish re<iuirc different handling from paint brushes.
After dry-cleaning Ihcm through the hand it is a good idea to
pass them bark ami forth o%'er a sheet o( sandpaper, which will
liiill out all the loose bristles and smooth down the rough ends.

Varnish brushes should never be placed in water. They may be
washed by working them for a few moments in clean turpentine
anil swinging dry, and when not needed they should be kept in

-ir-ef

iir

i
i

■8

"»

J
0

■>;"■

''<rT

R."

//»■

■V

■./

1! i!i i|i Hi H iH ii H il Hi 111 *! Hi '^' 'H
ii ii i i ii i i i i jii i 1 11 ill Hi Hi Hi ^ iH
I $\ I ^1 ^i l^i ^i li % fl fl

C.\K HOUSE TR.\CK I..\V(irT

I.ISHO.N, I'DKTl'C.

nishing single switches, 'mates and frogs, and cutting and curving
the rails when installed, the entire work was laid out and fitted
together at the yards of the Wharton company in Pliiladclphia.
This layout is of special interest as indicating the high opinion in
which this construction is held abroad, as well as at home.

As will be seen by reference to the drawing there are 20 tracks
of 90 cm. (2 ft. II 7-16 in.) gage; the minimum radius is 40 ft.

THE CARE OF PAINT BRUSHES.

The good workman is known by his tools in car painting as in all
other arts and trades, and the best car painter in the country can
not turn out good work with poor brushes, so that it behooves
the inaster painter to bestow as much thought on the selection
and care of his brushes as he does on his materials. Twisted
bristles and misshaped ends will make the best paint cover poorly
and always deface the surface.

The first principle in brush care, says tlie Hub. is to keep the
tool at all tiincs when it is not in use, and especially when it is
new, in a cool place, as a high temperature tends to shrink the'
wood of the handle, thereby causing the bristles of the brush to
loosen and drop out.

New brushes require special care for the first two or three days.
No new brush should be dipped in the paint and put to work
without first being dry cleaned by working back and forth on the
hand or a clean board. It should then be placed in water for a
few minutes, not long enough to soak or swell it, but only until it
is wet through, when it should be swung and shaken dry. It may
then be dipped in raw oil or the paint itself and smoothed out
carefully. It is better to let it remain over night before using.

Never leave a brush standing on the ends of the bristles when
at rest, as this will ruin its shape and shorten its life more rapidly
than will constant use. \ good brush holder is easily made from
a water-tight box or old paint keg. with nails driven in the inside,
on which the brushes may be suspended to hang clear of the bot-
tom but with the bristles entirely under water. Before placing in
water the brushes may be wiped, but it is better not to remove all
the paint.

The chisel-pointed brushes when new may be set at an incline.
the handle supported just enough to allow the brush to lie along
the point. This prevents the twisting of bristles and gives the

turpentine and varnish, or, better still, in some of the varnish in
which they have been used. They should not be kept in turpentine
only, as this is apt to roughen the bristles.

When it is desired to change from one color to another, or from
one varnish to another, all brushes should be washed in benzine or
turpentine and shaken dry, not whipped

^-•-»

"TAYLOR-WHITE • TOOLS.

For the past two years the Bethlehem Steel Co. has been devel-
oping a method for increasing the cutting properties o( a special
.grade of tool steel, and has achieved remarkable results. The
company has had many requests for data on the operation of these
tools, but until now has preferred not to make them public. July
,Vst representatives of the technical press were invited to South
Bethlehem to see the tools at work, and all who were able to do
so gladlj' availed themselves of the invitation.

Briefly, the Taylor-White process was the result of experiments
by Mr. F. W. Taylor and Mr. Maunsel White, engineer of tests, of
the Bethlehem Steel Co.. and the cost to the company which has
acquired the patents, has been over $100,000. The following state-
ment from it shows that the investment has been more than
repaid, however:

"The increase in cutting speed of the various machine tools
throughout the machine shop has entirely reversed the inequality
of balance existing two years ago. so that the capacity 01 the
forge has had to be largely increased to keep pace with the rapidly
.growing efficiency of the machine shop. The introduction of this
process for the treatment of our tools has enabled us to speed up
our main lines of shaft from 90 to 250 revolutions, and further
changes in countershafts have been made to speed np individual
machines.

"In order that the rate of progress might be obsen-ed, records
from time to time were made of the average amount of metal
cut per hour per tool throughout the shop. The table shows the
increase in efficiency made up to January of this year."

These tools retain a high degree of hardness when heated to a
visible red. and it is possible to cut steel alter the point of the
ihe tool has become red hot. leaving an unusually smooth surface
on the work". The practicable cutting speed is from two to four
times that for tools of any other steel of which the Bethlehem

4b()

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

company has knowledge. The effect of the process is said to extend
to the center of even the largest tools that have been treated,

Average.

Catling speed

Depth of cut

Feed

PoaodB of metal ris-
moved net taonr

Oct. 25, "08.

8 tt. 11 in.
.23 in.
.07 in.

31.18

2. 3.

May 11,'99. Jan. 15, •00.

Gain in
per cH. cut
of 3 over 2.

21 ft. 9 in.

.278 in.

.0657in.

81.52

25 ft. 3 in.
.30 in.
.087 in.

16
8
32

Gain in
per c't. cut
of 3 over 2.

183
30
24

which were 4 in. square. While all standard brands of self-hard-
ening steel are improved by the Taylor-White process, it is pre-
ferred to use a steel of special composition. This steel forges more
easily and a process has also been discovered for annealing it so
that it can be easily machined to shape.

The price charged for a shop right to use the process is based on
the number of machines and their size and character.

GRAPHITE FACINGS.

A recent publication of the Joseph Dixon Crucible Co. explains
the theory of graphite facings for molds. Graphite is one of the
forms of carbon and is combustible. When the molten metal is
poured into the nKild, the air in the mold and tlic air carried in by

CALIFORNIA CAR WITH NEW DETAILS.

The California car illustrated in the accompanying engraving
was built for the street railway system of the Washington Power
Co., in Spokane, by the J. G. Brill Co. and is interesting because
it embraces several novel and important features. It is the
California type pure and simple, mounted on maximum-traction
trucks, with 8 ft. 6 in. vcstibulcd platforms. The first feature of
novelty to strike one is the fact that the platform seats, as well
as those within the body of the car, are made reversible. The
aisle extends from end to end, and is 19 in. wide on the platforms
and 18 in. within the body of the car. The sills are plated with iron,
thus giving ample strength to carry the long car, which measures
3i ft. 8 in. outside the vestibules. Another feature is found in
the panels, which are of metal, held in place by round headed
brass screws. This introduction of metal for panels is signifi-
cant in a car which is going into a well wooded country and into a
climate where wood endures in a satisfactory manner. On the
platforms the seats are fitted with round-end seat panels, and
the curtains, of which there are three on each side of each plat-
form, are arranged to conve all the way to the floor, giving a
complete enclosure. The dimensions are:

Length ov.er dashers, 33 ft. 8 in.; width at the sills, 6 ft. 10 in.;
width over all, 7 ft. S'/i in.; length of closed portion over the
corner posts. 16 ft. 8 in.; extreme width of closed portion, 8 ft. 2

IMPROVED CALIFOKNI.\-TVPE CAR — J. G. HRII.I. CO.

the stream of melted metal furnish o.xygen enough to bring about a
certain amount of combustion, forming a gas between the metal and
the mold. This gas effectually prevents any adhesion of the metal
to the sand. A proper facing must burn to give the desired results,
but it must not burn too fast as is the case with the cheaper grades
of facing; also the facing must adhere to the sand and not run before
the metal. To meet conditions that vary because of the different
sands used and the degree of moisture, the Dixon company makes
eight different kinds of graphite lacings.

KW. H. PER CAR-MILE.

Mr. A. H. Binyon in a paper before the Society of Engineers
(England) gives the following figures on power consumption of
electric cars weighing about 12 tons for speeds of from 6 to 12
miles per hour, and with stops of 8 to 10 seconds.

Miles per

No. of stops

KW. H. per

hour.

per mile.

car-mile.

6 to 14

.7 to 1.08

6 to 13

.65 to 1.43

5 to n

•75 to I.7S

4 to 9

■73 to 2

4 to 8

.82 to 2.2

4 to 7

.78 to 2.04

3 to 6

■ 73 to 2.04

in.; gage, 4 ft. 8^/2 in.; head room inside, 8 ft. 2 in. at center;
from bottom of sills to top of trolley board, 9 ft. 2 in.

The maximum-traction trucks have 30-in. and 22-in. wheels,
with 2]4-in. treads and ^-m. flanges. There are two G. E. 52 motors
with nose suspension. The space between the trucks on each
side of the car is closed by a life guard; the steps are of the
standard pattern, folding up when necessary. Each end is fitted
with Brill angle iron bumpers, a 12-in. electric headlight with
a 32-c. p. lamp and a Brill radial draw bar. There are two sand
boxes and two "Dedenda" gongs. The details of finish com;
prise quartered oak, decorated headlinings, spring cane seats
within the the car body, spring roller curtains, window guards and
in general a very neat and satisfactory finish. In the open part the
seats are spaced 2 ft. 6 in. centers. The trim is solid bronze
throughout. The California type modified as shown with the
34-in. seats, which the widths given make it possible to use, is
quite satisfactory, there being always ample room for smokers,
for those who wish to ride in the open air and for those who
desire the protection of a closed compartment.

The Binghamton (N. Y.) Railroad Co. recently purchased the
Stow driving grounds, situated in the suburbs of the city, and will
turn the property into a public park. The Binghamton Railroad
Co. now owns one of the finest systems of pleasure parks to be
found in the country.

Aug. is, 1900.]

STREET RAILWAY REVIEW.

467

CHICAGO UNION TRACTION REPORT.

Tlic first iiiimi.il nu-cliiiK of the stockholders of the Chicago
Union Traction Co. was held on Jidy 24th. Directors for the
ensuing year, all re-elected, are: Jesse Spalding, John M. Roach,
R. A. C. Smith, Walter H. Wilson, H. U. Hollins, Charles L.
Hutchinson, James II. EcUIcs, C. K. G. Billings, P. A. B. Widener,
William Dickinson, John V. Clarke.

Pres. J. M. Roach's report was as follows:

"The business done by your company during the last fiscal year,
June 30, 1899, to June 30, 1900, which we have the honor to re-
port, has been excellent, showing a satisfactory increase over busi-
ness done the preceding year by the leased lines, notwithstanding
the trying conditions under which the company has passed during
this, the first year of its existence.

"The conditions upon which our earnings are based, since Feb.
I, 1900, have been very unfavorable. Unsatisfactory conditions
have existed with the various industries which have not, up to
this time, been satisfactorily settled. The weather for the months
of April, May and June was anything but good for the railroad
business. The Northwestern Elevated road, starting up as it did
on May 31, 1900. also had its effect on the income of this company.

"Notwithstanding these unfavorable and embarrassing conditions
to the management, our books show that we have earned a divi-
dend on the preferred stock of the company and besides the road-
bed and rolling stock are in better condition than ever they have
been during the history of these companies.

"There were large amounts of money expended on boulevard
crossings, repairing and relettering of cars, overhauling and re-
modeling 300 summer and winter cars, besides adding 80 new cars to
our equipment, with everything incident in the shape of motors,
etc. There have been no pains spared in keeping all of the electrical
construction first-class and up to date.

"There have been the following amounts spent on the prop-
erty of the company:

Construction:

Track constructicm $ 74,625.42

Electric-line construction 42,063.13

Real estate .' 158,922.01

Equipment:

New engines and machinery for power houses. . 60,577.13

Additional machinery at shops 4,627.49

Cost of new cars 88,451.02

Cost of rebuilding and vestibuling old cars 26,218.91

Cost of new electrical equipment for cars and

plows 78,073.40

Cost of building four new snow plows, wagons,

horses and harnesses 10,812.79

Other property accounts 60,838.80

Reconstruction 216,026.26

A total of $821,236.36

"With the industrial question settled and with reasonably fair
weather, which we shall expect, and with the general prosperous
outlook for the future, I predict that the stockholders of the Union
Traction Co. who continue in the holdings of the company will find
it a good, profitable and safe investment.

"It has been, and shall be in the future, our desire to obviate fric-
tion and cater to the wants of the public by broad-gage manage-
ment of its aflfairs and courteous treatment in the handling of the
public.

"I will not attempt in this address to give any financial details of
the company, inasmuch as the auditor, Mr. F. E. Smith, has fur-
nished a detailed report under our system of bookkeeping of the
entire financial operations of the road. Mr. James H. Eckles,
treasurer, will also furnish a short statement showing the reduction
of fixed charges in the operation of the road since he became
treasurer. For the splendid condition and relations that now exist
you are much indebted to our former and distinguished president,
Mr. Jesse Spalding, for the manner in which he has handled the
property of the company and turned it over to the present officers."

Mr. Eckles reported showing that since he had been treasurer
the fixed charges had been reduced $28,080 per annum by refunding
portions of the company's debt.

The income account is as follows:

Earnings.

Passenger receipts $7,468,797.98

Chartered cars 2,122.50

Mail 6,477.58

Gross earnings from operation $7,477,398.06

ICxpenscs.

Maintenance — Way and structures $ 193,666.90

Maintenance — Equipment 381,082.87

Transportation 2,619,647.41

General 567,400.18

Total operating expenses $3,761,797.36

Net earnings from operation 3,715,600.70

Income.

Advertising $ 33,576.95

Rent of land and buildings 35,622.14

Rent of tracks and terminals 10,000.00

Dividends on stocks owned and leased 764,603.49

Interest on deposits 17,690.11

Miscellaneous 2,441.13

Premium 6n bonds sold 4,416.83

Total income from other sources 868,350.65

Gross income $4,583,951-35

Deductions.

Taxes accrued $ 246,033.88

Interest on loans accrued 41,776.80

Rentals accrued 3,688,451.70

Premiums on bonds purchased 3.613.43

Total deductions from income $3,979,875.81

Net income 604,075.54

Dividends on prcf 'd stock. 5 per cent 600,000.00

Surplus as per balance sheet $ 4,075.54.

Compared with the similar items of the old north and west side
systems for the year ending June 30, 1899. the passenger receipts for
1900 show an increase of $423,413; operating expenses an increase
of $249,013; net earnings an increase of $32,239.

During the year 29,691,850 car-miles were run and 208,490,562 pas-
sengers carried of whom 149.S21.755 were revenue passengers, 784.-
660 were carried free and 58,184,147 were transfer passengers.

Data in cents per car-mile, per revenue passenger, and per total
passenger are:

CM. R. P. T.P.

Gross earnings 25.18 5.00 3.59

Expense —

Maintenance — Way, structures 0.65 0.13 0.09

Maintenance — Equipment 1.29 0.26 0.18

Transportation 8.82 1.75 1.26

General Expenses i.gi 0.38 0.27

Total operating expenses 12.67 2.52 1.80

Net earnings 12.51 2.48 1.78

Income from other sources 2.92 0.58 0.42

Gross income 1543 306 2.20

Deductions 13.40 2.66 1.91

Net income 2.03 0.40 0.29

Per cent of expenses to earnings 50.31

Per cent of expenses to gross receipts 4507

Per cent of deductions to gross receipts 47.69

Per cent of net income to gross receipts 7.24

The balance sheet is as follows:

.Assets.

Cost of stocks and leases $29,926,000.00

Construction j 16.688. :;?

Real Estate 158.922.01

Equipment 268.760.74

Other property accounts 60.834.80

Reconstruction 216.026.26

Stocks and bonds in treasury 382.344,73

Cash on hand and in banks 130.034.59

Coupon deposits 143.470.00

.Advanced interest, rent, insurance 14,296.34

Improvement fund on deposit with Morton

Trust Co.. New York 210,485.62

468

STREET RAILWAY REVIEW.

[Vol. X. No. 8.

Accounts receivable . . 257,941.86

Material and supplies 106,661.38

Equitable Trust Co., Chicago, trustees under

general mortgage 6.750,000.00

Ecjuitable Trust Co., Chicago, trustees under

trust agreement 6.500,812.50

Equitable Trust Co., Chicago, trustees under

operative agreement 2.^9,187.50

Accrued dividends on stocks owned and leased 146,667.76
Lease account North Chicago Street Railroad

Co 532.314-28

Lease account West Chicago Street Railroad

Co 1,053.380.15

Total $47,224,833.07

Liabilities.

Capital slock — preferred shares $i-',ooo,coo.oo

Capital stock — common shares 20,000,000.00

Contingent liability — guaranty of Chicago
Consolidated Traction Co. general mort-
gage bonds 6,750,000.00

Operating agreement with Chicago Consoli-
dated Traction Co 6,237,589.85

Bills and accounts payable (.including pay

rolls) 931.95445

Employes' deposits 61,588.00

Coupons 164,170.00

Tickets 6,827.50

Accident fund — reserve 35.989.88

.Accrued liabilities not yet due:

Interest 2,737.42

Rent for track and terminals 1.395-83

Rent for leased roads 827.841. 31

Dividends 150.000.00

Taxes 50,663.29

Profit and loss — surplus 4,075-54

Total ?47.224,833.07

A large portion of the item $567,400 under "general expenses"
was spent in the adjustment of pending claims, and the settlement
of old suits of long standing and is in the nature of an extraordinary
expense, so that the ensuing year may be expected toshow a much
larger surplus over dividends on preferred stock. The present
year's report will be considered very satisfactory when all factors
are taken into account.

«-•-♦

THE ST. LOUIS SITUATION.

The cars of the St. Louis Transit Co. are operating on the
regular schedules, and while for convenience people continue to
speak of the strike, it is a misnomer to so call it. The second
"strike and boycott" have proved failures from the start.

July nth the strikers issued a lengthy statement of their troubles,
including a denunciation of Mr. BaumhofT. On the following day
Mr. BaumhofT published a, letter to the public, in which he denied
the charges of bad faith on the part of the company in keeping the
agreement of July 2d, and gave an account of what had been
done towards employing new men. We quote what Mr. RaumhnfT
had to say concerning the personal attack on him:

"The statement that I made to the employes of the Lindell
division prior to March to. at which time it was supposed that the
strike would take place, and the resultant position which the em-
ployes of the Lindell division took, arc generally conceded to have
been instrumental in averting the strike at that time. I have since
been informed by a number of the employes of the Lindell division
that after the agreement of March 10, the lives of those who refused
to join the organization were made miserable by threats that if
they did not join they would be forced to leave the service of the
company, and many members of the organization joined for no
other purpose than the hope of being let alone in the peaceable
discharge of their duties.

"The public is aware of the demands made by the organization
which brought about the strike of May 8. and those who desire
to refresh their memory may do so by looking up any of the
daily papers published on May 8 and 9. and for several days prior.
Surely, if there existed the slightest grievance or charge of un-

fairness against mo, this matter would not only have been em-
bodied in their list of grievances, but I have no doubt would have
been magnified to suit the occasion.

"The list of employes on the Lindell division prior to May 8
embraced a larger number w-ho had been in continuous service
for upwards of ten, fifteen, twenty and twenty-five years, than in
any other street railway system in this or any other city of the
country employing a like number of nieii, which is certainly con-
clusive evidence lliat had I been lialf .is bad as pictured in the
statement of the strikers, these men would have sought other
positions instead of reiuaining with the company under my super-
vision the number of years they did, and the tuen on this division
were noted for their good character^ and deportment. The fact
that the Lindell system was prepared to operate its cars for each
and every day during the strike, had it been safe to do so, is the
best evidence that its employes were satisfied with their treatment
and conditions, and many of those who left our employ on the day
of the strike have returned to work. Therefore, the imputation
that the organization was etifecled on acrount of my management
brands itself as a falsehood.

"Referring to their statement regarding the agreement of July 2.
the last sentence reads: 'A majority of us, liowevcr, thought the
directors and stockholders controlled the company.' Allow me to
suggest to the strikers that had they entertained the same opinion
with reference to their exorbitant and unreasonable demands made
to this company, which caused the strike of May 8, there would
have been no strike, for the demands made clearly indicated that
they were not then of the opinion that the directors and stock-
holders controlled the company."

There has been comparatively little lawlessness, though on July
2ist a car was injured by explosives placed on the track, and on
July 27th five cars were injured in the same way.

July 17th a committee of citizens formally asked the union and
the company to submit their dirticulties to arbitration, but ncithing
has yet come of this.

The attorney general of Missouri has attacked the organization
of the St. Louis Transit Co. in two suits. The first was com-
menced in the Circuit Court July 12th; the plaintiff asks that the
compacts between tlie Southern Electric Railway Co., the United
Railways Co. and the St. Louis Transit Co. be annulled, and the
deeds of conveyance set aside, on the ground that the act of June
19, 1899, permitting a street railway company to sell or lease its
property by a two-thirds vote of the stockholders, is unconstitu-
tional.

July I7lh application was made to the Supreme Court for a writ
of quo warranto against the St. Louis Transit Co. The claiin is
made that the company was chartered to "construct, maintain and
operate a street railway," whereas it has in fact "bought and leased"
instead of "constructing."

« » »

CHANGES AT ALBANY, N. Y.

At the annual meeting of the United Traction Co., held last
month in .Albany, a new office was created, that of second vice-
president and general manager, and Mr. John W. McNamara was
chosen for first incumbent. Other officers were elected as follows:
President, Robert C. Pruyn: first vice-president, F. N. Mann; sec-
retary, Jas. McCredie. Mr. McNamara will continue to act as treas-
urer in addition to his new duties.

The ilirectors declared a quarterly dividend of l]4 per cent.

ELECTRIC TRAMWAYS IN VALENCIA.

U. S. Consul Horace Lee Washington, of Valencia, Spain, su])-
plementing his recent report, a digest of which will be found on
page 307 of the "Review" for last June, states that negotiations for
the transfer of the tram lines in Valencia to Thompson. Houston &
Co., of Paris, on a 40-year lease, have been brought to a successful
issue. The lecsees, in addition to paying a yearly rental, agree to
substitute electricity for horse traction. Electrical machinery will
probably be supplied by the General Electric Co., of Schenectady,
N. Y.. and the cars will be constructed in Spain.
• • »

It is announced that the Springfield tO.'l Railway Co. will spend
$100,000 in rebuilding track and refitting cars.

Aug. is, 1900.]

STREET RAILWAY REVIEW.

469

NOTES ON THE PARIS EXPOSITION.

The Street Railway Exhibits- Transportation at the
Exposition.

The main entrance to llie Paris Exposition is at the Place dc
la Concorde — the very centre of Paris. Owing to this convenient
location tlie tiucstion of local transportation to and from the Ex-
position grounds was probably not seriously considered and the
ordinary means of local transportation — the cab and the omnibus — •
thought sufficient to taUc care of all who wished to ride. The
result is that many who would often like to ride have to walk.

There are several tramways, some operated by electricity, others
by steam or comi)resscd air. but a stranger would need a guide

Kl.KCTKIC KAII.UAY AT PAKIS EXPOSITION.

to find them. Then service is very poor and the capacity is lim-
ited, so their principal patronage is derived from the working
classes. Furthermore, these lines run through the remote and
poorer streets in the outlying portions of the city, generally be-
yond the legal cab course, or run to suburban points and not
through the business districts of the city at all.

Aside from the horse cars, the principal trams are operated by
steam, used in several forms, the SerpoUet system, the "tireless"
system and the regular locomotive. The latter is in general use
and in reality this tram service is a railway train of an engine and
several double-decked cars running through the streets. The "fire-
less" locomotives have a reservoir that is charged with water at
a very high temperature and pressure and contains a sufficient
store of energy to last for a run of five or six miles when the
water is drawn from the engine and a new supply pumped in.
This arrangement does away with smoke and fumes, but the amount
of steam emitted is almost as objectionable. As before stated the
cab or the bus is the principal means of transportation. At the
omnibus stations you are given a ticket bearing a number which
indicates the order of precedence and crowds at these stations
extend into the hundreds awaiting their respective numbers to be
called before they can enter a bus. The cab drivers are very
insolent and will refuse to carry you if your journey is of any
distance. In the evening hours when the crowds are returning home
from the Exposition, it is next to impossible to obtain transporta-
tion by car, bus or cab. The cars and buses are crowded and
tickets are out bearing numbers hundreds ahead of yours. The
cabman will say that he is engaged, but if you oflfer him double
rate he will forget his engagement.

The means of transport within the E.xposition grounds are lim-
ited to the moving sidewalk and the electric railway. These lines
run parallel but operate in opposite directions and form two belt
lines one within the other.

The moving sidewalk draws a very large patronage, the fare
being 50 centimes (10 cents) and permits a continuous ride as long
as the passenger pleases. The sidewalk skirts the Champ de Mars,
the main avenue of the firm, the Quai d' Orsay and the Esplanade
des Invalides. The moving platform is supported on an endless
structure covering a distance of about 10.900 ft. There are two
parallel lines of platforms running 2' • and 5 miles per hour re-

spectively, each composed of about 420 trucks. Only the alternate
platforms are provided with trucks, the intermediate ones being
hinged to them. The trucks have wheels for carrying the weight
and run on rails which are 21 ft. 4 in. above the ground. The
driving, however, is done by rollers which are in contact with
central longitudinal girders on the under side of the platforms. The
driving rollers for both the high and low speed platforms are on
one shaft, the diflferent speeds being secured by having the rollers
of different diameters. A flexible coupling is placed between the
two driving rollers to allow for inequalities.

The motors are about 120 in number and of 5 h. p. each; they
arc carried on a spring suspension and the driving wheels are held
up against the rails with a very uniform pressure so that unneces-
sary friction is avoided.

The Exposition tramway follows the same route as the moving
sidewalk. It operates nine trains of three cars each; four Westing-
house motors of 30 h. p. each arc on each car. The current is dis-
tributed by means of a third rail. This tramway is doing its work
very well. The current for the operation of the tramway and
the moving sidewalk is obtained from a central power station at
Moulineaux, about four miles from the Exposition, where nine
Wcstinghouse three-phase generators of 8oo-kw. each are installed.
This current is received at the Wcstinghouse Pavilion in the Ex-
position grounds at a potential of 5,000 volts and is here lowered
to 220, 350, and 550 volts for distribution to the tramway and
sidewalk motors.

The street railway and electrical exhibits at the Paris Exposition
are not very extensive. The general electric show is very fine, but
there are few exhibitors from each country. In street railway ma-
terial and rolling stock the exhibits were very few indeed and so
scattered that they were next to impossible to find.

Perhaps in some lines, such as fabrics, furniture and art materials
the exhibits represent the best in the world, but in the lines of
mechanical engineering the lack of space prevented anything like
an imposing showing. One reason for this is that not enough
space was allowed in the main grounds, so an annex was designed
at Vincennes some seven miles from the Exposition proper and
here buildings were erected to take care of the overflow. Almost
the entire American machinery exhibit is here, also the U. S.
transportation exhibits, the American Bicycle Go's, costly building
and the Automobile Building. The attendance at Vincennes is al-
most nothing, as the distance is far and the attractions very few."

EXHIBIT OF AMERICAN STEEL i WIRE CO.

Referring to the extent of the street railway exhibits — I saw but
two exhibits of rolling stock, one that of the J. G. Brill Co. at
Vincennes and the other was a French tram car in the main trans-
portation building. The following American firms had exhibits at
Vincennes: International Pneumatic Railway Co., Rochester, N.
Y.. pneumatic tools; Gould Coupler Co., New York, couplers; New
York Air Brake Co., New York, air brake apparatus; Standard
Car Wheel Co., Philadelphia, car wheels; International Brake Shoe

470

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

Co.. New York, brake shoes; .McCoiiway & Torlcy Mamifactiir-
ing Co.. Pittsburg, couplers; J. G. Brill Co., Philadelphia, con-
vertible cars and irncks. (.\n extended description of one of the
trucks exhibited by the Brill company was published in the Re-
view for June, page 344. This truck was similar to a number
furnished to one of the new Paris roads. — Ed.)

The following .American concerns have exhibits in the Electrical
Building:

John A. Roeblings Sons Co.. Trenton. X. J., shows a large ex-
hibit of electrical conductors in all sizes and gages, and a section
of conduit electric road, such as used by the Metropolitan Street
Railway Co., of New York. The track is complete, showing two
manholes, the interior cables, racked on the side. Above one of the
manholes is placed a stock reel of cable, the outer end is carried
down into the manhole, showing the method of feeding into the
conduit. It also uses this track to show the Columbia rail bond.
In the Mining Building the Roebliiig company has another exhibit
of wire rope and trolley wire.

The Bullock Electric Co.. Cincinnati, shows a large exhibit of
motors and dynamos.

The Lorain Steel Co.. Lorain. O.. and Johnstown. I'a,. has a

THE STANDARD PAl.VrrXJMPANYS PAVILION AT PARIS EXPOSITION ISOO
CONSTRUCTICN EXTERIOR AND INTERIOR DECORATED RUBEROID '

prominent exhibit of Dupoiit trucks, motors, controlling boxes and
rails.

The General Electric Co., Schenectady, N. Y., has a very promi-
nent space, but shows no manufactured products. It has a large
model of its factory which attracts much attention.

The Western Electric Co., Chicago, has a very large and com-
plete exhibit which shows up the company's large and varied lino
in the most comprehensive manner.

The American Steel & Wire Co's. principal exhibit is in the
Mining Building. It has a very large and costly display; the traction
materials include trolley wire and rail bonds.

Other exhibits are: The Crane Co., Chicago, valves; Wahvorth
Manufacturing Co.. Boston, valves; Standard Pneumatic Tool Co.,
Chicago, tools and appliances; Gold Street Car Heating Co,, New
York, electric heaters, seats and appliances; Albert & J. M. Ander-
son Manufacturing Co., Boston, switches and overhead material;
Crown Woven Wire Brush Co., Salem, Mass., sample board of
brushes; Safety Insulated Wire & Cable Co., New York, sample
board of cables; Van Wagoner & Williams Co.. Cleveland, drop
forged commutator segments; Eureka Tempered Copper Co.,
North East, Pa., dynamo brushes and commutator bars; Pass &
Seymour, Syracuse, New York, porcelain electrical specialties; C.
J. Torring Co., Philadelphia, arc lamps; Robins Conveying Belt
Co., New York, ash and coal conveying apparatus; National U. S.
Carbon Co., Cleveland, carbons, batteries, etc.; Weston Electrical

Instrument Co., Newark, N. J., lull line nl instruments; Sprague
Electric Co., New York, interior conduits.

In the Colonial Section is an interesting pavilion which was occu-
pied by the officers of the Paris customs. This was built by the
Standard Paint Co., and is inscribed with the American and Euro-
pean trademarks and the names of the various cities where the
company has head offices — New York, I.ondon, Paris, Hamburg,
Berlin, Svdney — and surmounted by the well-known rooster in gold.
It is constructed entirely of ruberoid; the exterior walls are deco-
rated in imitation of gray birch with pilasters of oak; the interior
walls and ceiling are painted in floral and allegorical designs and the
flooring has a tastefully colored Grecian border; the roof is un-
decorated. The company exhibits the P. & B. electrical com-
pounds, insulating varnish and tape in the machinery and electrical
department of the .American Section, and also the P. & B. insulat-
ing papers, roofing and other products in the Civil Engineering
and Transportation Uepartment. D. C. W.

SOME JULY ACCIDENTS.

July ytli there was a head-end collision between two open cars on
the Duryea line of the Scranton (Pa.) Railway Co. at Old Forge,
near Pittston. The cars met at the bottom of a hollow, the view
of which from one side is obstructed by a curve on the line; it is
reported that the signal lamps had been tampered with, probably
by mischievous boys. .As one of the cars came around the curve
niLMitioned the other car was seen coming down the opposite slope,
and the crew and the five passengers jumped. The motorman of
ihe other car, which had 62 passengers on board, stuck to his post
•md sustained injuries from which he died a few hours later. Only
leu of the passengers were hurt, most of them having jumped
when the speed of the car was reduced.

July nth two cars, one loaded with people returning from a
ilnirch picnic, on the Dayton (O.), Springfield & Urbana Street R.
R. collided, injuring 20 of the passengers more or less.

July it/h an open switch on the Kings County elevated road
caused a loaded passenger train to run into a siding at Georgia
-Ave. and Eastern Parkway. Brooklyn, which was filled with empty
cars. Three of the empty cars were thrown into the street. No
one was hurt.

On the same day a car on the Staten Island (.N. Y.) Midland
K. R. was derailed while running at high speed; it crashed through
a 6-ft board fence and struck soft ground, where it turned over on
its side. There were 25 passengers on board, two of whom had
limbs broken.

.A rear end collision between an electric train and a steam train
occurred on the Fifth Ave. elevated line in Brooklyn on July 19th.
The electric train had left the Hudson Ave. station, but was obliged
to halt by reason of a fuse blowing just after reaching thecurve
at Fulton St. and Flatbush Ave. The train following was an
express train of five cars drawn by a steam locomotive, and as the
engineer could not see the disabled train because of the curve he
was unable to stop in time to prevent a collision. The motor-
man of the electric train had gone under the car to replace the
fuse and was killed. None of the passengers was seriously injured.

July 21 St a car on the Niles and Mineral Ridge division of the
Mahoning Valley Rv. was derailed by the breaking of the forward
axle while descending a grade about midway between Mineral
Ridge and Niles. O. The car turned over on its side and 13 of
the 40 persons on Iioard were more or less injured; none was fatally
hurt, however.

July 30th two cars of the Dayton (O.) & Xenia Traction Co.
collided on a curve at 2 p. m. Ten of the 25 persons on board were
cut and bruised, two or three seriously. The crews of both cars
state that the signals indicated a clear track ahead, and the com-
pany believes that the signals had been tampered with.
*—*■ — — —

Two prominent society women of Montclair, N. J., ran the first
cars over a newly opened electric line at that place.

The passengers on a cable train passing through the Chicago
Van Buren St. tunnel recently, had a lively time dodging Ijullets,
which were being exchanged between a watchman and three
burglars that had taken refuge in the tunnel when discovered by
the police.

Aug. is, lyixj.J

STREET RAILWAY REVIEW.

471

DETAILS OF THE TACOMA ACCIDENT.

Ill iiur July isMic were shown four scenes of llie accident :il
'rMcoiii.i. Ill wliicli a car of llio Taconia Railway & I'ower Co.,
carryiii(.( about IJ5 pas.seUKcrs went over a trestle on July 4tli.
l-'orty-tliree persons were killed and 65 injured. It was impossible
to secure dit.iiK in lime for publication with tlic illustrations, and
since then onr own correspondent at Portland. Ore., has visited
the scene of the wreck and furnishes the tollowinv; fads:

"1 find thai the Krade on which the .■icci<lent happened is in the
neighborhood of 1.500 ft. in lcii);lh .iiid .averages approximately (>
per cent; it contains several curves of joo to .?oo ft. radius, while
.il tin- bottom there is a 38° curve (150 ft. radius.) The elevation of
the iinler r.iil is about 4'/^ in. and both the outer rail and the
Kuard rail vliow liright wearing surfaces on the inside, indic.ilinn
llial the Hanges ijear properly in coming around the curve. There
arc 110 marks whatever showing climbing of the wheels, nor are
there any marks belv\'een the rails on the ties; the outer ends of
three of the ties were broken and scratche<l, evidently by the axle
boxes on the truck as the car turned over. Witnesses testify that
the speed must have been about 40 miles jier hour at the lime the
curve was struck. The car got away from tlie motorman soon after
leaving the top of the grade, owing to a slight mist having made the
rail slippery. Tlie car was luavily loaded, a^ iiiighl be ex]iccteil
on the Fourth of July.

skid easily and a free use o( the sand was ui no avad. lie also
tried to reverse but the circuit breaker opened. VVlicn ihc car en-
tered tile curve he thought it would make it safely even at Ihc
high speed. Me states Ihc wheels did not leave the rail, but that
the body simply turned oveV by reason o( its inertia, taking the
trucks with it. This statement is unrloubtedly correct. One of
the |)assengers who jumped as the car neared the bridge and had
time to raise his head while lying on the ground, testified he
could plainly see Ihc inside wheels rise from Ihc rail and that the
body went over toward the outside of Ihc curve. Had it been on the
street no great harm would have resulted, but being on the trestle
the car lipped over into the gulch.

"The curve is half on the ground at the edge of the gulch, and
half on the trestle, which at the point where the car went over is
U fl high. The car struck on the roof and then slid down about
50 ft. There are several witnesses who positively slate that when
the car was about one-third the way around the curve il tipped
on its side and slid along the trestle on its side and then slid over
the edge of the iilanking; it then turned still further and dropped
bottom upward. It is interesting to note the dii^tancc the car
went after it began to tilt and the left hand wheels had lifted
from the rail. It is impossible to ascertain this with any exact-
ness, but it seems to have been between one and two car lengths.

".Mr. J. P. Clark, of Seattle, formerly superintendent of the line.
after e.tamination of the curve te-tifiid thai in his judgment the

C.^K XO. 115 — SI.MIL.Mi To THE

"There is abundant testimony as taken at the inquest, which
lasted three daj'S, to prove that an unusually careful inspection had
been made of Car 116. as well as of all the other rolling stock.
The company expected a heavy traffic on this day and had inade
every possible preparation to handle it satisfactorily and safely.
The testimony was absolute as to the perfect condition of car.
motors, brakes, sandbox, etc.. when the car took its run. I also
find that the motorman brought his car to a full stop at the
top of the grade and made the customary inspection of the brakes
before starting down. The car. which was 10 minutes late and
loaded to the steps, was a substantially built car for interurban
work, the body being 24 ft. long and ,^0 ft. over the platforms.
The driving wheels were 33 in. in diameter and the small wheels
20 in., with ,i-in. tread and "s-in. flange. The motors were G. E.
53 with K It controllers. Ordinary hand brakes worked with
a handle were used and had sufficient leverage to slide the wheels
w itiiout any great exertion on the part of the motorman.

"The motorman. F. S. Boehm. while a comparatively new man
with the Tacoma company, had had three years" experience in Cin-
cinnati on a hill road. He stuck manfully to his post and went over
with the car, and while badly injured is recovering at the Paddock
hospital. In his testimony before the coroner's jury he stated
the rail was moist and slippery and soon after starting down he felt

ONE WRECKED JLLV 4TH.

the speed gaining on him. The rail was so bad the wheels would
curve was in perfect condition, and such a car as the Xo. 116 could
safely pass the curve at 20 miles an hour, although there is no
necessity for going that fast.

"The jury went down into the gulch and inspected the wheels.
Not one of the wheels was found to be injured, nor was there any
break or flaw in the flanges. The jury in its verdict placed the
blame on the company. This decision, it would seem to me. was
suggested by public opinion, which naturally is more excitable and
intense than calm and deliberate in such limes, rather than the
result of the best evidence of record. Passengers and spectators
formed opinions quickly and of course without any technical knowl-
edge or practical experience to support their views; but these
seemed to count as much with the jury as the testimony of street
railway experts.

"One of the local papers here inteiriewed a large number of
leading business and professional men on the verdict and there
were quite as many who considered it unjust as endorsed it.

"The manager. F. L. Dame, kindly granted my request for a
photograph of Car 115. (.-Vdmiral Dewey) which is a sister car to
Xo. 1 16 which was wrecked. That the trucks did not leave the rail
until pulled off by the car body to which they were attached by
chains, is highly creditable to their design and construction."

+72

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

PERSONAL.

MR. WILFRID PHILLIPS has resigned the position of man-
ager of the Niagara Falls (Ont.) Park & River Ry.

DR. LOUIS DUNCAN has accepted the position of chief engi-
neer for the Keystone Telephone Co., of Philadelphia.

MR. A. A. McLEOD, president of the .American Railways Co.,
of Philadelphia, retired from that position on August 1st.

MR. ARTHUR ELLIS, of Bolton, Eng., has been appointed
electric tramway engineer by the Cardiff (.Wales) Tramways Com-
mittee.

MR. F. L. BEARDSLEY, formerly assistant treasurer of the
Derby (Conn.) Street Railway Co., has been made superintendent
of the road.

MR. B. J. ARNOLD, president of the Arnold Electric Power
Station Co., sailed for Europe August 4th on the Umbria for a
pleasure trip.

MR. WILLIAM DANIEL RAY was married recently to Miss
Joe Lemon, at Glenville, O. The "Review" extends heartiest con-
gratulations and best wishes.

MR. N. E. MORTON has severed his connection with the
Lowell. Lawrence & Haverhill Street Ry. He held the office of
superintendent of the Lawrence division.

MR. J. B. HOG.'XRTH, until recently chief clerk and auditor of
the Florence & Cripple Creek R. R., has accepted the position of
auditor of the Denver City Tramway Co.

MR. ALLEN N. JOHNSON, who was appointed receiver of the
Little Rock (Ark.) Traction & Electric Co., on May 5, 1900, has
asked the court to accept his resignation.

MR. C. A. DORNEY, the largest stockholder in the AUentown
(Pa.) & Kutztown Electric Railway Co., has sold his stock to Sam-
uel C. Boyer. Frank R. Wagner and others.

MR. FRANK A. DR.\PER, formerly connected with the De-
troit, Rochester, Romeo & Lake Orion Ry., has bee-i appointed
general superintendent of the Detroit & Northwestern Ry.

MR. CHARLES O. KRUGER. who has been connected with
the Union Traction system of Philadelphia since 1893, was recently
elected vice-president and assistant general manager of the com-
pany.

MR. L. N. DOWNS has resigned as president of the Railways
Company General, of Philadelphia, and is succeeded by Mr. Evans
R. Dick, president of the Investment Company of Philadelphia,
which has recently secured control of the Railways Co.

MR. J. J. COLEMAN, formerly general manager of the St.
Louis Transit Co., has accepted a position with the Washington
(D. C.) Traction & Electric Co., as assistant to the president. He
will have general charge of the operating departments.

MR. HENRY C. PAGE, for 16 years past, superintendent of the
Salem division of the Lynn & Boston R. R., was last month made
superintendent of the entire system. He is succeeded by Mr. W. S.
Wolcott, of Danvers, Mass.

MR. W. H. HOLMES, president of the Metropolitan Street
Railway Co.. of Kansas City, has been seriously ill, but is now
much improved in health and is making a pleasure trip in the
East before again taking up his office work.

MR. GEORGE KISSAM, of New York, the well known adver-
tising agent, sailed for Europe on July i8th, on board the steamer
Deutschland. He expects to return to the United States in Septem-
ber in time for the convention at Kansas City.

MR. GEORGE A. M'KIiNLOCK, president of the Central Elec-
tric Co., of Chicago, is an enthusiastic golfer, and has succeeded in
capturing the honors at a number of contests in competition with
some of the crack amateurs from the East and West.

MR. GEO. A. CRAGIN, on August ist, was appointed assistant
general sales agent of the American Steel & Wire Co., with office in
Chicago. He succeeds Mr. George H. Ismon, who returns to San
Francisco as Pacific Coast sales agent, in place of Mr. Frank L.
Brown, resigned.

1\IR. FR.\NK ECK, having resigned as superintendent of the
Brazil (Ind.) Rapid Transit Street Ry., Mr. Peter Leidinger, who
has been in the employ of the company for over six years, has been
appointed his successor. Mr. Eck goes to Dallas, Tex., to take
charge of street railway lines in that city.

MR. C. O. BRUNNER, treasurer of the Bethlehem Iron Co.
and Bethlehem Steel Co. completed on July 12th his fortieth year of
service. The occasion was marked by the presentation to Mr.
Brunner of a silver pitcher and salver and a handsome cane from
his fellow members of the staff of the two companies.

Mr. E. G. CONNETTE, manager of the Syracuse (N. Y.) Rapid
Transit Railway Co., received a very flattering offer last month to
take the management of the New Orleans (La.) City R. R. He at
once declined the proffered position however, as he did not wish to
leave Syracuse, which city he has found very pleasant in every way.

MISS MARY ELIZABETH COOKE, daughter of Mr. W. J.
Cooke, vice-president of the McGuire Manufacturing Co., was mar-
ried on June 28th, to Mr. Leslie George Swortwout at the First
Presbyterian Church, Oak Park, Chicago. Mr. and Mrs. Swort-
wout will be at home after September ist, at the Castleton, Oak
Park.

MR. F. D. ROUNDS, general superintendent of the Metropoli-
tan Street Ry., of New York, for personal reasons has resigned his
office and his resignation has been unwillingly accepted by the
company. The position of general superintendent will be abolished
and Mr. Oren Root, jr., will perform the duties of the office with the
title of assistant general manager.

MR. FRANK L. BROWN, having resigned his position as Pa-
cific Coast sales agent of the American Steel & Wire Co., has
been appointed general sales agent of the Shelby Steel Tube Co.,
of which company Mr. C. T. Boynton, former general sales agent
of the American Steel & Wire Co. is president. Mr. Brown is one
of the best known sales agents in the trade, and has the best
wishes of a host of friends' in his new business. He will make his
headquarters in Chicago.

MR. C. D. WYMAN, whose resignation as general manager of
the New Orleans (La.) City R. R. was announced in the last issue
of the "Review," was tendered an elaborated farewell banquet on
July i8th, by his fellow officials and the heads of departments of
the company with whom he has been associated during his stay in
New Orleans. Many words were spoken testifying to the energy,
fairness and executive ability displayed by Mr. Wyman, and ex-
pressing regret at his departure.

ELECTIONS.

THE ST. THOMAS (CAN.) STREET RAILWAY CO. has
chosen directors as follows: J. H. Still, (president,) John Farley,
C. B. Hunt, Col. Stacey and M. A. Gilbert.

THE CONSOLIDATED TRACTION CO., of Pittsburg, has
elected new officers as follows: President, C. L. Magee; vice-presi-
dent, Joshua Rhodes; secretary, F. H. Steele; treasurer, W. L. El-
kihs, jr.

THE BURLINGTON (VT.) TRACTION CO., at a meeting last
month elected the following officers: President, Elias Lyman; vice-
president, Joseph A. Powers, Lansingburg. N. Y. ; treasurer, W. F.

Aug. is, 1900.J

STREET RAILWAY REVIEW.

473

llc'iiilcc; sc'crolary and clurk, li. II. ICagari; superintcndoiil, T. li.
Joiu's. Directors, A. IC. Richardson, W. F. llciidcc, Klias Lymaii,
J. A. I'owers, C. VV. Hrowiull, F. C. Kennedy, A. O. Ilumpfircy,
J. J. Flynn and L. II. Turl<.

AT A MIU';riNi; <>i tlir Cumberland (Md.J ICIrclric Railway
Co., all the old oHicers were re-elected with the exception o( Mr.
Lloyd Lowndes who at his own recjucst was succeeded by Mr. Jas.
A. Mcllenry, as vice-president.

THE NEW YORK & NASSAU COUNTY RAILWAY CO.,
organized some months ago to build electric lines in the Borough
of Queens, New York City, has elected officers as follows: Presi-
dent, Jos. Bermcl; vice-president, P. J. Marra; secretary, W. L.
Woodill; treasurer, E. J. McKcever.

THE R.MI.WAVS COMPANY GENERAL, of Philadelphia,
has added to its list of directors the following new names: Evans
R. Dick, banker; Richard II. Rushton, vice-president of Fourth
Street National Bank; J. Ogden Hoffman, representative of the
Carnegie Steel Co.; Jay Cooke, 3d, of C. D. Barney & Co., bankers,
and John J. Collier, secretary of the Investment Co., all of Pliila-
delphia.

THE STOCKHOLDERS of the Albany, New York & Scho-
harie Electric Railroad Co. at a recent meeting voted to reduce the
number of directors from 13 to 9. The following directors were
elected: Henry W. Burgett, Brookline, Mass.; Charles E. Bibber,
Maiden, Mass.; William H. Erwin, Albany; J. Sheldon Frost, Al-
bany; Robert J. McCauley, Albany; Benjamin M. Sccor, Albany;
Ezra Twitchell, Schoharie, N. Y. ; Luther C. Warner. Albany, and
Thomas J. Wood, of Berne, N. Y.

' * ' *

OBITUARY.

MR. J. R. RAND, president of the Rand Drill Co.. died on July
l8th. Mr. Rand had but recently taken the presidency of the Rand
company, succeeding his brother, Mr. Addison C. Rand, who died
on March 9th.

MRS. B. L. KII.GOUR, wife of Mr. B. L. Kilgour, electrical
engineer of the Cincinnati Street Ry., died suddenly last month
at her home in Cincinnati. The employes of the company, on
learning of the sad event, at once called a meeting and passed
resolutions extending their deepest sympathy to the Kilgour family
in this affliction.

♦ « »

NEW PUBLICATIONS.

THIRTY-FIRST ANNUAL REPORT OF THE BOARD OF
RAILROAD COMMISSIONERS OF MASSACHUSETTS.—
This comprises -in one volume the report proper of the commis-
sioners and the tabulated returns from the railroads and street
railways of the state, published earlier in the year, and the detailed
reports of the individual companies. The preliminary publication
of the Board, which was abstracted in our June issue, is a book
of 366 pages, and the detailed reports fill 818 pages additional,
making the complete report a volume of nearly 1,200 pages. The
Railroad Commissioners of Massachusetts are James F. Jackson,
Fall River, chairman; George W. Bishop, Newtonville; Herscy B.
Goodwin, Cambridge. Wm. A. Crafts, Boston, is clerk.

CAHALL W.ATER TUBE STE.\M BOILERS. Fifth Edition;
120 pages. Issued by the Cahall Sales Department, Pittsburg. —
Those of our readers who are familiar with the previous issues of
this book will all wish to read the present edition, and others who
are steam users and interested in the subject of boilers should
write for a copy. The introduction is a well written essay on the
evolution of steam generators from e.xternally-fired shell types to
the water-tube boilers of today; this is followed by an enumeration
of the requirements of a perfect boiler and detailed descriptions of
the Cahall vertical and Cahall horizontal boilers, m.ide by the
Aultman & Taylor Machinery Co., of Mansfield, O. The boilers
especially designed for utilizing waste heat from heating and pud-
dling furnaces are also described. Special attention is directed to

flowed steel headers, swinging man-heads, and the Mansfield chain
grate stoker. The results of various tests on efficiency and capacity
arc given; these show an efficiency of 77.4 per cent at 85 per cent
above rated load, to 85.9 per cent at the rating. In conclusion arc
articles on the "Capacity of Boilers" by S. C. Munoz, and "Super-
heat" by R. S. Hale. The book is profusely illustrated, each alter-
nate page having a half-tone engraving.

GOOD RECORD AT GALESBURG.

The Electric Railway & Power Co., at Galcsburg, III., is
making a good record under the management of President Fred
.Seacord. During the past three years the bonds — which are all
held by the stockholders — have been reduced by the rclfrcmcnt
of $15,000, in addition to spending $60,000 in improvements to the
property. All this has been done out of the profits of the business.
When the present management took hold the bonds were quoted at
90 cents and the stock at 10 cents.

A striking combination of good management and good fortune
is seen in the expense for damages which has amounted to only $65
in the year.

« • »

NEW ROAD IN WESTERN ILLINOIS.

Mr. M. M. Stephens, of East St. Louis, III., who has the con-
tract for building the Collinsvillc, Cascyville & East St. Louis Elec-
tric R R., writes us that eight miles of the road have been built
and it is expected to have the entire system ready for operation on
or before September 1st.

The rolling stock will consist of two 42-ft. double truck cars
each equipped with 37'A-h. p. Lorain "Steel" motors, and three sin-
gle truck cars, each equipped with two 35-h. p. Westinghouse mo-
tors. The company will also purchase a few light cars for trailers.
The road will have no power station of its own, but will lease
power from the St. Louis, Belleville & Suburban Ry., with which
connection will be made at Edgemont or French Village.

REORGANIZATION OF ELECTRICAL HOUSE.

The Miller-Knoblock Co.. of South Bend. Ind.. has been reor-
ganized under the name of the Miller-Knoblock Electric Manufac-
turing Co., and has taken over the plant and business of the North-
western Electric Manufacturing Co., of Chicago, maker of insulated
wire. The new company will enlarge its facilities in all depart-
ments, and will continue to make and sell commutators and arma-
ture coils. It will also produce all sizes of silk and cotton covered
magnet wire, and will make a specialty of coarse sizes of single and
double cotton covered wire for armature winding and field coils,
the consolidation with the Northwestern company rendering the
new concern independent of the wire trust.

STREET RAILWAY CLUB IN NEW ENGLAND.

.\ meeting was held at Young's Hotel. Boston, on July iSth. for
the purpose of forming a social club among the street railway
superintendents and others interested in street railways in New
England. There were about 35 gentlemen present, and the "New
England Street Railway Club" was duly formed. Arrangements
were made for holding a grand outing in September, at which it
is hoped representatives from every road in the New England
states will be present.

The officers of the club for the first year are: President. H. E.
Bradford, Marlborough (Mass.) Street Ry. ; vice-president. L. H.
McLain, Newton (Mass.) & Boston Street Ry. ; secretary, R. H.
Dcrrah, Boston; treasurer, Geo. H. Burgess. Leominster (Mass.)
& Clinton Street Ry. The executive committee consists of the offi-
cers and F. G. L. Henderson, Newton, Mass.; E. E. Potter, New
Bedford, Mass.; J. F. Whetles. Boston. Mass.: W. G. Meloon,
Portsmouth. N. H.. and D. F. Burritt. Palmer. Mass.

The rules of the Lynn & Boston Street Ry. permit smoking on
the rear three seats of open cars. General Manager Foster has
recently instructed his conductors, when enforcing this regulation,
to count the seat on the rear platform as one of the three.

474

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

ONLY ONE ALBANY GREASE.

Those of our readers who have used this well-known hibricant
will readily admit that there is but one Albany grease as far as
results arc concerned. There have always been many imitations
of this very successful lubricating com-
pound on the market. Of late, however,
the number has increased largely, owing
no doubt to the growing popularity of llie
real article, and many engineers have the
impression that ".-Mbany Grease" is simply
a name, and may be applied to any high
grade lubricant. This is not so.

The .Mbany Compound & Cup Co.. of
which Adam Cook's Sons, 313 West St.,

New York City, are the proprietors, has been for 30 years the
sole maker of the original .-Vlbany grease, for which the claims
are made that it has become the standard of excellence and the
best lubricating con)poun<l ever introduced for general machinery.
Referring to the matter Adam Cook'5 Sons said: "The country is
full of bogus compounds, that are claimed to be 'similar in looks
to .Mbany." a 'fac simile of the Albany,' and 'the same as the
Albany," etc. We boldly declare there is no lubricating compound
made the same as the Albany, that none will do the same amount
of work, that there is only one Albany grease, and we are the only
manufacturers of it. If there is any way by which we can make
this fact more plain so the consumer and jobber will not be de-
ceived, we would kindly ask one and all of our patrons to tell
us what it is and we will give it immediate consideration."

It would seem that deception would be effectually prevented if
buyers would look for the distinctive yellow label and familiar trade-
mark here reproduced, which appears on every package containing
Albany grease. There certainly is no profit in buying imitations
when the genuine can be had at the present prices, but one should
have a care that he is getting the real thing. ."Xdam Cook"s Sons
continue to offer samples of the compound free for testing, so
that every engineer may have the fullest opportunity to investigate
in a practical way the claim made for it.

CONDUCTORLESS CARS IN MONTGOMERY,
ALA.

SPECIAL EXHIBITION NUMBER.

The issue of the Tramway & Railway World, of London, for July,
1900, is a special exhibition number in honor of the Tramways &
Light Railways Exhibition recently held at London. The special
features, in addition to the article on the exhibits, are a description
of the new works of the English Electric Manufacturing Co.. an

The city council of Montgomery. .Ma., early in July passed an
ordinance prohibiting the operation of street cars without con-
ductors, but an amendiricnt was subsequently adopted exempting
roads that did not operate six cars. The mayor vetoed the ordi-
nance on the ground that it made an unfair discrimination. He
thinks that if the safety and convenience of the public demand
conductors on some cars, they are necessary on all.

DOES NOT WISH TRACKS REMOVED,

.■\ temporary injunction restraining the Wichita (Kan.) Rail-
road & Light Co. from removing what is known as its Fair-
mount line, has been secured by a Mr. Campbell. The plaintiff
alleges that the company which built the road was bound to
operate it for the full term of the franchise as that was a condi-
tion on which he gave it a right of way over his property and a
bonus of $4,000 in cash. Mr. Campbell had laid out a portion of his
property in town lots.

* • »

ELECTRIC RAILWAY IN KOREA.

A newspaper dispatch states that the electric railway in Korea
is to be trebled in length because of a peculiar superstition. It
now runs to the cemetery in which the late queen is buried, which
is five miles from Seoul. The royal astrologers declare that the
cemetery is not favorably located, and that the queen is not
happy there, consequently the king has ordered it to be removed
to a point 15 miles from the capital, and the railway is to be
extended to the same place, in order that he may visit the tomb
conveniently. The dispatch adds that as the road is in American
hands, it is not impossible that the astrologers were inspired to
utter their warning by means not unknown in the United States.

This is the road that was attacked by the natives on the open-
ing day and almost destroyed, as a result of which disturbance
several of the ringleaders lost their heads, literally. A description
of the road with an account of this attack will be found in the
•■Review"' for Aug. 15, 1899, page 534.

PROPOSED SUBWAY FOR CHICAGO.

.i^t the request of the Chicago street railway commission, Mr.
John M. Roach, president of the Chicago Union Traction Co.. has
submitted plans for subways in the downtown district, to be used

'imct^

10 r-fi. Jt.
CROS,S SECTION OF PROPOSED CHICAGO SUBWAY.

interesting and comprehensive article on "Overhead Electric Tram
ways for London," by J. Clifton Robinson, which is unusually
valuable coming from such a high authority, and a paper on the
advantage to be gained by selecting rolling stock for a given serv-
ice, written by Douglas T. Heap. The number is a credit in every
way to the editors and publishers.

by the street railways. In thus preparing plans, Mr. Roach is not
representing his company, and the scheme does not contemplate
the construction of the subway by the traction companies, nor are
franchise terms considered.

The plans provide for six loops, two to be used by cars entering
from each of the three divisions of the city, and so arranged that

Anr,. 15, i')00.

STkF.I':'!' RAILWAY Ri;\IK\V,

475

thansfbr station.

passengers desiring to transfer will in no ease have In walk farther
than one block, and there is a transfer station in Madison St. A
new tunnel under the river at Dearborn St. is specified. Wires
and gas pipes will be carried in conduits placed between the roof of
the tunnel and the street surface.

The cost of the subway is estimated at $.',000. ono per mile.

NEW ROADS NEAR HAMILTON, ONT.

Mr. John Patterson, of Hamilton, Ont., writes that construction
work on the new street railway lines now building by the Hamilton
Electric Light & Cataract Power Co.. Ltd., is progressing rapidly
and cars will be running on a portion of the route before snow flies.

bridges, one 40 ft. high, with four spans of 150 ft., and one 130 ft.
high, with a single span of 600 ft.

Mr. Patterson, who is secretary of the Hamilton Electric Light &
Cataract Power Co., is also actively interested in the Nickel Steel
Company of Canada, the Hocpfncr Refining Co., and the Cataract
Power Co., of Hamilton.

E. C. FOSTER.

Mr. E. C. I'rjster, who has just been appointed general manager
of the individual companies controlled by the Massachusetts Electric
Cos., is a self-made man in the fullest
sense of the word. Starting in busi-
ness life as a milk wagon driver at the
age of 16, he has pushed on to higher
and higher positions of responsibility
and trust, without the influence or aid
of those about him. except as he has
won the confidence and help of his su-
perior ofticers by his own worth.

.Mr. Foster was born in Hancock, N.
H.. Oct. 23, 1852. He attended the
public schools of his native town until
he reached the age of 15, and after a
year at .\ppleton Academy, Ipswitch, K.

H.. he started out in the world for himself, .■\rriving at Lynn,
Mass., he accepted the first position that oflFcrcd itself, which
was running a milk route, and he stuck to this for three years.
He then became a conductor on the Lynn & Boston system and
has remained with this company ever since, leaving the rear plat-
form to become starter, then superintendent of track, then general
superintendent and finally general manager. His duties have now
been increased by giving him direct supervision of the other street

E. C. FOSTEK.

;UUUU!UUUU'.L

QDOD'ODDn

Jil 111 l:Ui^i~iiL

•I liL

--Z^l

PLAN OF I'KOPOSED SUBWAY, CHICAGO.

The plans of this company were published in the "Review" lor Dec.
15. 1890. page 868. and include the building of an electric railway
from Hamilton to Guelph. a distance of 30 miles, and from Hamil-
ton to Waterloo, through the cities of Gait and Berlin, a distance
of 44 miles. Power will be taken from De Cew falls, about 35 miles
from Hamilton, making the longest transmission about 75 miles.
In addition to heavy grading it will be necessary to build several

railways of the Massachusetts Electric Cos.
quarters at Boston.

He will make his head-

.\mong the events on the program for fittingly celebrating the
opening of the GofTstovvn line of the Manchester (X. H.) Street
Ry. were a band concert, a display of fireworks and a salute by an
old cannon.

476

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

THE FEIST TROLLEY HEAD.

There has just been placed on the niarUct a new trolley head,
which has a number of novel features which will strongly commend
it to street railway men. This device is known as the Feist patent
trolley head and differs from the other self-lubricating trolley heads
now on the market, in that it is absolutely self-lubricating, without
oil, a fact in itself which is most thoroughly appreciated by all
users of trolley wheels. The design was developed and perfected by
Mr. Fred H. Fitch, then general manager of the Sioux City (la.)
Traction Co., and the patentee, Mr. C. M. Feist, master mechanic
of the same company, and the head has been given a thorough test
in actual service for over a year on that line.

After its success had been thoroughly demonstrated, and know-
ing the demand existing for a graphite lubricated wheel of long
life that would require no attention, it was decided to place this
head on the market, and accordingly, an arrangement has been

FEIST TROLLEY HE.4D.

made, whereby the W. R. Carton Co., of Chicago, becomes sole
manufacturer and selling agent.

By reference to the accompanying illustrations, it will be seen
that the device consists of a two-piece harp, made of malleable
iron, and a hardened steel axle, threaded at its ends, connecting
these pieces. Four holes are bored in this axle, in each of which
is carried a graphite pencil of special composition, these pencils be-
ing held against the bearing of the trolley wheel by helical springs
in such a manner as to secure constant and even lubrication, and
assure positive contact. One set of lubricating pencils outlasts
a 20,000 mile wheel.

Thin lubricating washers are placed on this axle, between the
wheel and the arms of the harp, thereby insuring lubrication here,
and preventing cutting such as would occur with a metal washer.

The axle for a two motor equipment is one inch in diameter,
while for a four motor equipment it is made i 7-16 in. in diameter.
The size of these axles offers an increased bearing surface, thus in-
suring ample contact and a materially longer life to the wheel,
both bearing and axle being evenly and thoroughly coated with
the lubricant. An even wearing away of the bearing is thus
obtained, effectually doing away with the objections to be found
in some of the present graphite bushing combinations, where the
wheel bearing is not sufficiently lubricated, causing it to wear away
in parts, unevenly, and so rapidly becoming loose, causing de-
structive arcs between the wheel and its axle. This results in blis-
tering the axle and hence there are frequent renewals and repairs, to
say nothing of the short life obtained. Both standard 45^-in.
(2}.-2-Ib.) wheels and 6-in. wheels are furnished for these harps,
either i in. or i 7-16 in. bore. The wheels are made after a special
formula, which, it is stated, actual and severe service has proven
to be superior to any other thus far used. The Sioux City Traction
Co. reports a life of 14,900 miles for one of these wheels, which re-
ceived no attention whatever from the time it was put in service
until it was removed, and even then it was good for more mileage.

The W. R. Garton Co. reports that wherever this trolley head
has been brought to the attention of managers and engineers it has
met with a most hearty approval and acceptance and it already
has assurances from some of the largest roads in the country, that
entire equipments will be secured as soon as the wheel is ready
for delivery. The company expects to be able to make deliveries
within 30 days.

4 » »

GLASGOW TRAMWAYS REPORT.

We have received a copy of the yearly report of the Glasgow
Corporation Tramways for the fiscal year ending May 31, 1900,
and reproduce herewith a tabulated summary showing the principal
data for the year's operation.

Compared with the preceding year, the report shows an increase
in gross receipts of 31,659, an increase in passengers of 8,853,816,
an increase in car-miles run of 585,789, and an increase in the re-
ceipts per car-mile of .ogd.

From the report we learn that arrangements have been made
with the corporation of Paisley for the use of portions of the
tramways in Paisley and that the Glasgow tramways will be
extended to the Paisley boundary. Negotiations are under way
with other municipal and county corporations and if these reach
a satisfactory conclusion, parliamentary powers to construct other
extensions will be sought. On July 12, 1899, an increase of wages
of I shilling per week was given to the employes in the traffic de-
partment.

Sii.MM.^KY FOR Ye.\r Ending May 31, 1900.

House
Traction.

Electric
Traction.

TOTAU

Street Miles of Tramway open for traffic,

S71

421

Traffic Revenue,

£411.175 1 11

53.611 13 3

464.786 15 2

Total Revenae,

£416,25312 3

53.711 18 8

469,965 10 11

Working Expenaea,...

£320,46813 0

24,252 18 3

344,721 II 3

Fixed Charges,

£78,675 7 8

Added to Reserve Fund, . .

£46.568 12 0

Car Miles run,

6,729.559

927,870

9.657,429

Pttsaengers carried, ...

112,802,626

14.825,858

127,628,484

Average number of Cars Ji Omnibuses, (16 hour day),

289-14

27-82

3IC96

Percentage of Working Expenses to Gross Rtiiipta,

7699

4515

73-35

Average Traffic Revenue per Car Mile,...

ll-30d

1387d

1 1 55d

Average Total do.

1144d

13-89d

II esd

Average Working Expenses per Car Mile,

seid

e26d

8 60d

Average Fare iier Passenger, ...

875d

8S8d

-874d

Average number of Passengers per Car Milei,

12 92

15 98

13-21

Number of C^rs in Stock,

38 i

133 (47 in use)

617

Number of Hcrsea in Stud, ...

4,411

Provender and Litter per Horse per Week. (Less
Manure Sold.)

71 8-60d.

Total amount of Sinking Fund to 31st May I'JOO,

£55,592 18 4

ToUl amount of Depreciation written off Capital
to3UtMay 1900, ,

£124,306 1 0

Amount in Permanent Way Renewal Fund,

£09,600 0 8

Amount in General Reserve Fund,

£169,492 0*6

In conclusion the committee expresses gratification at the con-
tinued success of the undertaking and particularly at the extremely
satisfactory results which have attended the introduction of electric
traction. Mr. John Young, general manager of the system, was
highly complimented on his excellent work.

An appendix to the report contains a lengthy statement concern-
ing an outbreak of glanders among the tramway horses.

Another interesting statement shows that during the year there
were 7,407 articles found in the cars; 3,836 of these were claimed
at the tramway office and 3,571 were turned over to the police de-
partment. The articles found are thus classified: Umbrellas, 1,240;
walking sticks, 95; gloves (pairs), 144; purses, 623; sums of money,
49; watches, 21; coats and waterproofs, 175; spectacles, 97; bags,
744; parcels of clothing, 839; furs, 75; workmen's tools, 95; books,
192; articles of jewelry, 71; music, 25; keys, 248; baskets, 351; boxes,
130; parcels, 727; miscellaneous, 1,466.

All,, r.s, ii/j<).]

STREET RAILWAY REVIEW.

477

FOREIGN FACTS.

'J"1r- C'.MclilT (\\'.■cK■^l Cnrpuratioii Tramways arc lo be extended.

The Hiiry (liiiis',1 luuii Council is ihiutcing ui building electric
trains.

The electric Irannvay at Carli>le. ICnn.. lias been odicially npened
(or Irallic.

The tirst .section of tin Melropnliian UiulerRround Ky., Paris,
has been completed.

The total leiiKiii oi' electric tramways in Italy is 1,974 miles,
accordiiiK to the Gazetta Ul'ficiale.

Dick, Kerr & Co., of London, have the contract for building
the Calcutta (India) Electric Tramways.

The iiumiciiial liaimvays at Mannheim, and at Ludwigshaveii,
Germany, are to be equipped electrically.

A bill is before the House of Commons, authorizing the Mersey
Kailway Co.. of Liverpool, to adopt electric traction.

Mr. Gerald Barker, of London, Eng., has a project for building
a light railway between Todmorden and Bacup, Eng.

About Koo employes 011 the street railway at Budapest have
struck for an increase in wages and a reduction in hours.

La Sociela Elettrica Alta Italia has contracted to convert the
accumulator tramway in Turin, to the overhead trolley system.

Willesdeii. Eng.. is planning to have electric tramways. Mr.
E. T. Riulncn .Murray is electrical engineer to the corporation.

A new electric line known as the Clontarf (Ireland) & Hill of
Howth Tramway has been completed from DoUymount to Howth.

The Marseilles (France) suburban tramways, which are owned
by the Compagnie Generale de Tramways, are to be largely ex-
tended.

Parliament has passed a bill providing for the electrical equip-
ment of the South Eastern Metropolitan Ry., running from Green-
wich. London, to Catford.

An electric railway has just been completed at Manaos, Amazonas,
Brazil, S. A., by the Manaos Railway Co. The road is 14 miles
long and was built at a cost of £120,000.

The Preston (Lancaster County, Eng.) Corporation is seeking
powers to reconstruct existing horse tramways for electrical opera-
tion, and to build 11' j miles of new lines.

The Board of Trade has confirmed the following orders for light
railways; Bexhill & St. Leonards Light Ry.. Cheltenham & District
Light Ry.. and the Cheltenham & District (Extension) Light Ry.

The Chilian (S. A.) Electric Tramway & Light Co., Ltd., during
its last fiscal year carried 41,-43,687 passengers. The road is now-
being equipped electrically by the .-Mlgemeine Elektricitaets Gesell-
schaft, oi Berlin.

Valera, Cuneo, Hermanos & Co., owners of the electricity works
at San Fernando, Argentine Republic, have obtained concessions
for electric tramways from Buenos Ayres to Martinez, San Isidro
and San Fernando.

The Budapest Tramway Co. has a home-made snow plow con-
sisting of an ordinary tramcar frame under which, both back and
front, are placed cylindrical brushes, 3 ft. 7 in. in diameter, and
rotated by means of a 20-kw. motor. There are also track brushes in
front of each wheel, which clean the rails of snow and dirt. The
car complete weighs 12' . tons.

.\lr. \V. (',. liingliani, who recently secured a concession for an
electric railway from the Adelaide (S. Australia^ Corporation, has
formed a syndicate with over a million pounds sterling capital, and
the road will be built at once.

Foreign electrical papers arc calling the attention of their read-
ers to the fact that excellent opportunities exist in Porto Rico
for the establishment of electric railways in the interior towns,
where water iiower is abundant.

Preliminary plans and specifications are being prepared by the
Burnley (Eng.) Town Council for reconstructing and electrically
equipping the tramways within the borough. Alderman Armistead
is chairman of the tramways committee.

In Sydney, X. .S. \V., where in some instances electric cars and
steam trains operate over the same track, it has been noticed that
passengers prefer to stand up in an overcrowded electric car, rather
than ride in a comparatively empty steam coach.

Olympio de Assis, an engineer, whose address is Ftllo Horizante,
Minas, Brazil, is interested in an electric railway to be built at
Cidadc de Minas, Brazil, and requests that catalogs and price lists
of American electric railway supply firms be sent him.

The Ballarat (V^ictoria, Australia) Corporation has sanctioned
the proposal of the British Insulated Wire Co., of Prescot, Eng.,
to form a local company to acquire the tramways and convert them
to electricity. The company will be called the Electric Supply Co., of
Victoria.

Alexandria, Egypt, has an electric railway 18 miles long. At
present the company operates 50 motor and 40 trailers^ each of the
motor cars having two motors of 35 h. p. It is expected 12 miles
of the line now operated by steam will soon be changed to the
electric system.

A syndicate in which Sir William \'an Horn and James Hutch-
inson, 01 Montreal, and B. F. Pearson, of Halifax, are largely in-
terested, has secured a number of electric railway concessions in
the West Indies. It is now building a lo-mile road at Demerara
and a 12-miIe road in Trinidad.

.■\ company with $1,500,000 capital is being formed to build an
electric railway connecting the Canadian towns oi Port Dover and
Preston, via Simcoe, Waterford, Boston, Mount Pleasant, Brant-
ford, Paris, Ayr, Blair, Doon and Berlin. It is proposed to acquire
the Brantford (Can.) Street Ry., the Gait, Preston & Hespeler
Electric Ry., and the Berlin & Waterloo Electric Ry.

The employes of the Sheffield (Eng.) Corporation Tramways
recently threatened to strike because, they claimed, there was no
one person in authority over them and they often rcceiVed con-
flicting orders from two or three oflicials. The company settled
the difficulty by promoting the electrical engineer to the position of
general manager. His salary was raised to £600 per annum.

The London County Council has purchased for ,£ 1,075. the entire
exhibit which the British Westinghousc Co. had at the Tramways
Exibition. This comprised a tramcar fully equipped, rails and con-
duits for a sample section of track and the gas engine and dynamo
for operating the car. The sample line will be laid down at the
Camberwell depot, and will be used as an object lesson to the
highways committee and the counciKs engineers.

In the House of Lords the following bills have been read a third
time: Manchester Corporation Tramways; South Staffordshire
Tramways: Mersey Ry. : Liverpool Overhead Ry. : Southport Ex-
tension & Tramways: Glasgow & District Tramways; Central Lon-
don Ry. : Stockport Corporation Tramways: Great Grimsby Tram-
ways. The following have been read the third time in the House
of Commons: Blackpool. St. .\nne's & Lytham Tramways; Christ-
church & Bournemouth Tramways: Huddersfield Corporation
Tramways; Jarrow & Hebburn Electricity Supply; Xewry. Keady
& Tynan Light Ry. ; Metropolitan District Ry. ; London L"nited
Tramwavs.

478

STREET RAILWAY REVIEW.

(Vol.. .\. No. 8.

NEW TRAMWAY IN SPAIN.

L . S L'insui-i.icni.r;il Lay. of Barci-lona. Spain, writes the depart-
ment that the Barcelona & San .\ndres Railway Co. is about to
build an electric tramway between Barcelona and Horta, a distance
of four miles. Mr. Lay states the concession is owned by the So-
cietc .-Knonyme d' Entrcprise Generale de Travau.x. Liege. Bely;iuin,
and suggests that .Xnierican dealers in electric railway apparatus
and supplies correspond with this company at once. The corpora-
tion is a very large one and has built many miles of tramways in
Europe, and is now constructing lines in Russia.

this year has absorbed yo.J/; tons of the total i.?4.,^77 '""'^ P''""
duced for that period in the United States. Lake copper is selling
at i6.ys to i6'<; cents: casting copper at i6'4 to i65i cents.

NEW THEATER AT SYRACUSE.

The Syracuse (N. V.) Rapid Transit Railway Co. last month
completed an outdoor theater where light summer opera will be
given during the present season. Tlie building, as shown in the

ABUSE OF COMMUTATION TICKETS.

When the Brooklyn Rapid Transit Co. announced an increase to
10 cents in the fare from Brooklyn Bridge to Coney Island, it was
also announced that the company would sell to permanent residents
in the suburban territory below 22d .-\ve. and Kings Highway, com-
mutation tickets at 5 cents per ride, good only when presented by
the person whose name appeared thereon. It has been decided to
discontinue these, however, as it is found many non-residents have
obtained the tickets, and furthermore conductors have been de-
tected turning in five-cent tickets for lo-eent cash fares collected.

Mr. J. C. Brackenridge. in a recent interview, is quoted as say-
ing: "We are still desirous of maintaining a five-cent fare for
the residents of the localities south of Kings Highway and 22(\
Ave., but we have been unable to devise any system of tickets w-hicli
does not permit of abuse. If the residents of those localities can
suggest any practical method for overcoming this iliri'iciilty we shall
be glad to adopt it."

STEEL, COPPER AND TIE QUOTATIONS.

The iron ami .-.leel markets remain practically unchanged, but
there is a scarcity of orders, especially large ones, and the market
prophets predict a slump in prices before the fall buying commences.
Steel rail quotations are as follows: Heavy T sections, $35 to $37;
light T sections, $30 to $35: girder sections. $40 to $44. .A.t Chicago
angles are selling at $1.60; spikes, $1.70: bolts, $2.20; relaying rails.

VIEW FKOM STAGE.

accompanying diagram, is kite shaped, its greatest length over all
being 165 ft. and its greatest width 120 ft. From the front of the
stage to the rear row of seats is about 125 ft. The stage proper
is 52 X 19 ft., and has a property room 11 .x 15 ft. at one side, and
eight dressing rooms, each 7 .x 1 1 ft, at the rear. The total seat-
ing capacity is about 2,000.

In Jaying out the terminal arrangements, excellent provision has

l'I,.\N Ol- V.\I.LEY THE.4TKK .\ND LOOP, .SYRACUSE, N. V.

$20 to $22. Good steel relaying rails, T sections in ,^o-ft. lengths
may be purchased 1. o. ,b. Pittsburg at $24 to $26; angles at $1.50.

Cedar ties are quoted f. o. b. Menominee, Mich., 24 and 26 cents.
At Kew York prices have advanced i cent over last month, yellow
pine ties selling as follows: 7 x 9 in. x S'/i ft., 65 cents: 6x9 in. x
8 ft., 60 cents; 6 x 8 in. x 8 ft.. 55 cents; 6x7 in. x 8 ft.. 50 cents.

Copper quotations are again advancing, due, it is said, to the
enormous foreign demand which during the first six months of

been made for loading and unloading passengers. .-^ loop passing
close to the front of the theater permits cars to land passengers al-
most, at the box office, and after the performances are over, or
at the approach of a sudden shower, a number of cars can be
bunched on the loop to care for the homeward bound rush. A
spur track having a storage capacity of 15 cars is also laid down
as indicated, to facilitate the movement of extra large crowds.
Mr. E. G. Connettc. vice-president and general manager, to

Aug. i.S. iijno, I

STREET RAILWAY REVIEW.

479

HALF FARES.

A I'lC Kll'KM ANLli 111- ' I'.OLL \LC1I 1.

wliiMii ur ail.' iii.l.lili.-(l fur ilic diagram ami plKilDUi'aplis. vvrilcs.
iiiiilir ilalf of July -'.id. as I'cillows: "W'v liavc now run the siiiii-
inir M|irra liir ihrcr works. ;md it is iirowiuH in ureal favnr with

BXTEKIiiK. SlIiiWINi; AKK.\XC.EMENT OK EXITS.

the lunplc of Syracuse. We are attraetiii,n large crowds of the
very hest people of the city. CoiuUictors .sell tickets at J5 cents
for the round trip, which includes admission to the opera."

WAGES INCREASED.

The Cincinnati & South Covington Streci Railroad Co. will here-
after pay all its conductors and iiiotornicn i8 cents per hour.

The Trenton (N. J.) Street Railway Co. has increased the pay
of trainmen from $1.60 to $1.75 per day.

The employes of the Camden (N. J.) & Sulnirban Railway Co.
were agreeably surprised recently when the company presented
each man that had been in its service five years or over with a
new uniform suit : the men that had served 10 years received two
suits, and those that had been employed 15 years received two suits
and an overcoat.

TOLEDO & ADRIAN ELECTRIC RY.

Mr. 1.. H. h'rench. .(14 Hammond BIdg., Delrou. advises us
that the Toledo & .Adrian Electric Railway Co. is now in a position
to let a contract for the construction and ei|uipnienl of the 28' i-
milc line between .-Vdrian and Toledo. It is expected that the
contractor will take a portion of the bonds. The survey has been
completed and a private right of way for the entire distance secured.

It is authoritatively stated that the Baltimore & Ohio R. R. has
decided to install a third rail conductor to take the place of the
overhead trolley in the tunnel at Baltimore.

riic Louisville (Ky.) Railway Co. has (illed up a bath room for
the use of its employes.

Arrangements are about iii be made for Kiv'inK KansaH City, Mo,
a street railway mail -ervice.

The general oftVces of the I'orl Wayne (Ind.; Traction Co. have
been moved from Chestnut .St. to the new ofticc building on llol-

maii .Si.

To overcome as much as possible the crowdinK of cars iu .San
I'rancisco. the .Market Street Railway Co. has introduced 40-lf.

rolling slock.

An electric line 55 miles long to connect Pueblo, Col., anil La
Junta is proposed; other towns on the route arc Rocky [•ore],
Hoone. hVjwler and Baxter. •

The South Side ICIevated K. R. >if Chicago carried a daily avcr-
.ige tratlic of 60.972 passengers in July, against 52.644 in the same
nionth ill 1899, a gain of 8,328.

rile Hroid<lyn Rapid Transit Co. has taken advantage of an old
unused franchise, granted in 1893 to the .Vassau Electric Railway

Co.. to lay tracks in Union St.

The value of the Stockton (Cal.) Electric Railroad Co's. fran-
chise is placed at $25,000 by the board of equalization. The com-
pany owns 12 miles of track and 26 cars

The lioulder Railway & Utility Co.. operating a 4-mile electric
road ill Boulder. Col., will extend its line to a new park of 1,800
acres t(j be opened near Boulder.

-Montgomery. .\la., and Columbus. Ga.. have recently passed
■Jim Crow" ordinances rccpiiring separate street cars, or separate
com|)artments for the white and colored races.

A new pleasure resort will be opened by the Wilmington
(Del.) & New Castle Electric Railway Co. at Cofield. where there is
plenty of salt water and a good white .sandy beach.

Two attempts were made early in July to blow up cars owned
by the Toledo (O.) Traction Co.. by placing giant torpedoes on the
track. It is not known what motives prompted the acts.

By a curious happening an old horse car barn, belonging to the
Brooklyn Rapid Transit Co.. has been rented to a company that
intends to turn it into a factory for building automobiles.

Rnnior has it that Mr. Charles T. Verkes. who is now in London,
is endeavoring to secure control of the Metropolitan & District
railways of that citv. but this Mr. Yerkes strenuously denies.

The Xenia (O.) Rapid Transit Co. has arranged to give a free
band concert every Tuesday and Friday evening during the remain-
der of the season, at Lucas Grove, which is located on its line.

A new line to Chickamauga Park was opened last month by the
Chattanooga (Tenn.) Rapid Transit Co. This will add greatly to
the convenience of tourists visiting the famous battle-fields in the
vicinity.

Sand, washed onto the tracks of the Twin City Rapid Transit
Co., of Minneapolis, by heavy rains, recently delayed cars for from
one to three hours, and in several instances caused cars to leave
the rails.

.\n excursion guide to Detroit and its suburbs is being sent out
by the Detroit & Pontiac Ry. It contains a description of many
pleasure- trips that can be made out of Detroit by electric railway
and steamer, illustrations showing places of interest in and near
the city, time cards of the electric railway and steamship lines, and
other information of value to the tourist.

480

STREET RAILWAY REVIEW.

[Vol. X. No. 8.

The Suprcnii; Court has decided that by virtue oi a contract en-
tered into with the city in 1892. the Binghaniton (N. Y.) Railroad
Co. is required to pay but one-filth of the expense of paving be-
tween the tracks.

The Milford (Mass.) & Uxbridge Street Railway Co. is securing
locations and hopes to have its proposed electric railway from the
end of the Milford, Holliston & Framinghani line to Uxbridge
in operation this year.

Cleveland has a Rapid Transit Commission, appointed to find a
way by which the cars of the suburban electric lines may reach the
heart of the city, at higher speeds than they can now travel in the
crowded streets.

On July 31st, the .\ppcllate Court rendered a decision confirming
the legality of the transaction whereby the Alley L property of
Chicago was transferred to the South Side Elevated Railroad Co.,
the present owner.

A coroner's jury at Muskegon, Mich., has returned a verdict that
a man who fell dead on a street car, came to his death by reason of
his left hand coming in contact with an unprotected lighting wire
under the hood of the car.

The Amsterdam (.N. V.) Street R. R. has been sold to tlie
Fonda, Johnstown & Gloversville Railroad Co. and it is expected
that the line will be extended across the country and connect with
Johnstown and Gloversville.

The receipts of the Harrisburg (_Pa.) Traction Co. for the last
fiscal year were $332,583, an increase of $10,000 over the previous
year, when the large number of regiments at Camp Meade greatly
increased the normal business.

The International Traction Co., of Bufifalo, each summer gives
every man in its employ, and his family, a day's outing at the com-
pany's expense. The men take their day in small parties at a time
so as not to cripple the service.

A wire netting is being placed on the left hand side of all open
cars operated by the North Jersey Street Railway Co., of Jersey
City, N. J., to protect passengers from injury by putting their
heads out toward the other track.

The street railway company at Galveston. Tex., has opened a new-
pleasure resort, where it gives a band concert every evening from
8 to 10, followed by a grand free ball from 10 to 12. No intoxicat-
ing liquors are sold on the premises.

At the regular meeting of the New England Street Railway Co.,
of New Haven, Conn., it was decided to pass the regular quarterly
dividend of ^ per cent and devote the surplus money on hand to
retiring part of the company's debt.

July i8th a strike was ordered on the Dallas (Tex.) Consoli-
dated Electric Street Ry., but was a failure from the start, as only
15 of the 70 men went out. It was alleged that men had been
discharged because they had joined the union.

A contemporary is authority for the statement that during a
severe thunderstorm at Hartford, Conn., a deaf and dumb man,
who was leaning against an iron trolley pole, received a shock so
severe that he yelled loudly for the first time in his lite.

Suit has been filed against the Augusta (Ga.) Railway & Electric
Co. to recover $5,000 damages. The plaintiiT was injured by a tie
falling on him from a flat car, and he alleges the company was guilty
of negligence in not having a proper car for carrying ties.

The Chicago, Harvard (111.) & Geneva Lake Electric Railway
Co., during its first year of operation, has carried 46,486 passengers.
From Sept. 15. 1899, to July i, 1900. 603 cars of freight were hauled,
the number of pounds of miscellaneous freight handled being
921,684.

If the city of Lexington, Ky., will spend $15,000 in purchasing
property for a public park, the Lexington Railway Co. offers to
spend $40,000 in improving the grounds, building a casino and lay-
ing out golf links, base ball grounds, tennis courts and croquet
grounds.

The campaign has developed a new field of usefulness for the trol-
ley car. The wife of a Brooklyn man who wishes to go to Con-
gress, charters cars, invites her husband's political friends with
their wives and while everybody is enjoying the ride and the invit-
ing lunch, she deftly wins the votes.

The annual report of tlie Nortli Jersey Street Railway Co., of
Jersey City, for the year ending .Apr. ,30, 1900, shows gross receipts
from all lines of $2,653,990. .According to the new state law the
company must pay the cities in which it operates 5 per cent of this
amount, or $132,699, as a franchise ta.x.

The New Jersey & Philadelphia Street Railway Co. has bought
the upper Delaware River Bridge in Trenton, N. J., and announces
that it will be running cars between Trenton and Philadelphia by
January 1st. The company intends to acquire the Philadelphia &
Bristol Passenger Ry., and to incorporate fmder the Pennsylvania
railroad law.

The report of the St. Louis & Suburban Railw-ay Co. for the
quarter ending June 30, 1900, shows that during that period, 5,179,-
373 passengers were carried, an increase in traffic of nearly 65 per
cent over the corresponding quarter of last year. This represents an
increase of nearly $100,000 for the three months, due in a large
measure to the strike on the Transit company's lines.

The Burton, Jeflferson (O.) & Andover Electric Railway Co.,
whicli was incorporated a year ago, has secured a 99-year fran-
chise in .\shtabula County, a 25-year franchise in Jeflferson and
Andover Counties, a 50-year franchise in Trumbull County and a
25-year franchise in Cortland. Mr. Eugene Rawdon, of Windsor,
O., is president and the chief promoter of the scheme.

According to local papers the Dayton & Union R. R., a steain
line now operating between Dayton and Greenville, O., has served
notice on a company that is building a parallel electric road, that
it will carry passengers between the two points for five cents less
than the fare charged by the traction company, and if the latter
makes a five-cent rate, the Dayton & Union will haul passengers
for nothing and in addition give them street car tickets for any line
in Davton.

KODAKS IN YELLOWSTONE PARK.

The widespread use of small cameras, of one sort and another
by travelers, has led to a great development of amateur photog-
raphy. Yellowstone Park is by far the most prolific spot in this
country for the gratification of this calling or amusement, par-
ticularly for those interested in prize contests. To photograph the
soaring geyser; the eagles on their nests; the numberless cascades
and waterfalls; the beautiful springs, or the Golden Gate and the
Grand Canyon, is to obtain a noted collection of pictures.

But the park is also the only place where wild animals, as they
live in nature, can now be easily caught with the camera. The
elk, deer, antelope, bears, coyotes, buffalo, etc., that, while wild,
have not the timidity of hunted game, make it comparatively easy
to photograph them there. The bears especially are easily fouhd.

When riding on the stage coaches, if cameras are kept in readi-
ness, opportunities sometimes occur for snap shots at elk and deer
drinking from the streams or crossing the roads. By exploring
the forests and parks a little remote from the hotels, the animals
can be found with little difificulty.

"Wonderland, 1900," a finely illustrated book published by the
Northern Pacific Railway, has a chapter on Yellowstone Park
and the animals there, and will be sent by Charles S. Fee, General
Passenger Agent, St. Paul, Minn., upon receipt of six cents.

For rates, etc., address F. H. Fogarty, General Agent, 208 South
■ Clark St.. Chicago.

Aun. 15, igoii. I

STREET RAILWAY REVIEW.

481

CHAS, J, MAYER,

President.

^^\ER& ENG£.(/yv^

A, H, ENGLUND.

Stc'y & TrcM.

CABLE ADDRESS:

"MAYLUND" Philadelphia,
A. B, C Code, 4th Ed,

10 SOUTH TENTH STREET,

RHILADELRHI/\, R/\.

NIW YORK OFFICE:
85 LIBKRTV STREET.

Electric Railway Material and Supplies of Every Description.

Wc are exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

R. D.Nuttall Co., AllcKliciiy. Pu.

<;iMrs. l'iili„il>. IU-:iriii|.'«. Tl,,lI<'Vs. Klc.

Van Wa^'oncr .Si Williams Hardware Co., Cleveland, C).

l>i-<,|>|i<'il Kiii-L'i'd CipiwT Cuminui:it,ir Si'iriiifiUH,

The Pnitected Rail Hond Co., Philadelphia.

"I'riiU'L-U'd" Klcxthlp Riiil lt«iiiil>.

American Electric Heating; Corporation, Doston, Mass.

Kli'clric C;ir IIimut,- of Kvi-iv Ocsiu'fi.
Chisholm & Moore Manfj;. Co., Cleveland, O.

M,,c,ri'VCli:iill UiiUl-.

Now York & Ohio Co., Warren, O.

"I*acl<:u'(r' Incanili-scetil I,:ttMi,s,

The International Keffi»ter Co., Chicago, III.

Siiii'lr anil Di'Ubli- Fan- Rvifihurf.

W. T. C. Macallcn Co.. Boston, Ma»s.

SLindard flvrrliisid liit«utaiiiiir Malrrial.

Bradford Ilelting Co.. Cincinnati, ().

"M'liiurcli" Iii,^ulalMi|/ Paint.

Sterling Varnish Co.. Pittsburg, Pa.

StiTlinir N*'w l*r,»ci".*« ln>ulatinir Variii„li.

Garton Daniels Electric Co., Keolcuk. la.

(iartun Liirluninir Arrc^trr,..

D. iSt W. Fuse Co., Providence, K. I.

EncloMMl N«in.Arch'Mi(r Fu,«».

Special Affents: Amkkilan Electhicaf, Wokks, Providence, R. I.

We carry the largest stock in this country of Strictly Electric Railway Material. |

^^gj^- Wc arc now occupjing our entire building-, live floors and basement.

Special Attention Given to Export Business.

S^nd for Catalogue-s.

TRADE NOTES.

THE WESTINGHOUSE ELECTRIC & MANUFACTURING
CO. has declared a quarterly dividend of 1^4 per cent.

THE GENERAL ELECTRIC CO. will issue 47,150 shares of
new eomnion stock which will bring the total capitalization up to
$25,242,200.

THE BURT MANUFACTURING CO., of Akron, O., has
made some imi)ortant shipments of its Cross oil filters on foreign
orders during the past month. These orders came from Denmark,
Sweden, Spain, France, England and Mexico.

THE PETER SMITH HEATER CO., of Detroit, has recently
closed a contract with the Mahoning Valley Railway Co., of
Youngstown, O., for equipping 12 cars with its heating system.
This will take the place of electric heaters now in use.

THE POTOMAC TERRA COTTA CO., of Washington, D. C,
has just shipped to the Morris Electric Co., of New York, four car
loads of conduits, intended for reshipment to Havana, Cuba. This
is in addition to the 50 car loads shipped some time ago.

.\ CREDITORS' COMMITTEE, appointed to inspect the works
of Laing, Wharton & Down, Ltd., 80 Coleman St., London, E. C,
has recommended that the stock, plant and machinery of the firm
be sold at public auction for the benefit of the creditors.

MR 11. L. PR.A.THER, Cleveland agent for the Morris Elec-
tric Co., of New York City, recently closed several large orders for
the Morris rail bond. One contract was from the Dayton & North-
ern Taction Co.. and was for all the bonds for 42 miles of track.

THE CHISHOLM & MOORE MANUFACTURING CO.,
of Cleveland. O., has just received an order for 14.500 ".American
Standard" rail joints to be used on the Dayton & Northern Trac-

tion Co's. new road. It has also closed a contract for ii,000 joints
for the Sandusky. Monroeville & Norwalk Street Ry., of San-
dusky, O.

THE BETHLEHEM STEEL CO., 01 South Bethlehem, Pa.,
advises us that the Northern Pacific Railway Co. has specified
Bethlehem nickel-steel for the driving-a.xles and crank-pins for 20
locomotives now building at the Schenectady Locomotive Works.

MR. GEORGE E. PR.\TT, representing the Star Brass Works,
of Kalamazoo, Mich., was a "Review" caller recently. He was
very enthusiastic over the increasing business of his company and
states there has been a big gain in the number of roads using
the Kalamazoo trolley wheels.

THE BABCOCK & WILCOX CO., of New York City, has
closed an order for boilers aggregating 1.400 h. p. from the Cum-
berland Electric Light & Power Co., Nashville, Tenn., and one
from the Richmond (Va.) Passenger Railway & Power Co., for
boilers aggregating 1.200 h. p.

D. W. PHEL.\N. of New York, has recently sold the Union
Railway Co., of New Y'ork, 75.000 ties and l.ooo octagonal poles.
These are for the new extensions of the lines through the Bronx
and White Plains districts. Mr. Phelan has also sold, among other
orders, 2,000 poles to the Albany & Hudson Ry., of Hudson, N. Y.

THE EGAN CO.. of 322 to 342 West Front St., Cincinnati, C,
has just issued a large illustrated hanger showing nearly 100 dif-
ferent wood-working machines, many of which have been patented
since January ist. One of the hangers will be forwarded on appU-
cation and should prove of value to anyone desiring information on
this class of machinery.

THE JOSEPH DIXON CRUCIBLE CO., of Jersey City, N. J.,
is sending out a short circular entitled. "Coal at one end, power
at the other — the lubricant in between." The claim is made that

482

STREET RAILWAY REVIEW.

[Vol. X, No. 8.

the addition of lO to 15 per cent of Dixon's pure flake graphite to
any oil or grease will enable the oil or grease to do several times
more work as a lubricant.

TlTE ELECTRIC STORAGE BATTERY CO. and the Electric
Boat Co, have filed papers in suits for infringements of patents, in
the United States Circuit Court, Southern District of New York,
against the Gould Storage Battery Co., and in the United States
Circuit Court, Northern District of Ohio, against Sipe & Sigler,
makers of Willard storage batteries.

THE ELECTRIC STORAGE BATTERY CO., of Philadelphia,
describes in circular No. 58, an installation of 60 "Chloride" accum-
ulators at the Arnold Print Works, of North Adams, Mass. The
battery is used sometimes as a regulator to eliminate the fluctua-
tions of the generator load, also for peak work during certain times
of the year and for all night lighting.

THE CHASE CONSTRUCTION CO., of Detroit, has just
received contract for erecting the overhead work for the new
Dayton & Northern Traction line, which will be about 42 miles
long, running from Dayton to Greenville, O. The contract calls
for nearly 570,000 lb. of copper. The above firm is also finishing
up construction work on the Erie Transit Ry., at Erie, Pa.

J. HOLT GATES & CO., Monadnock Block, Chicago, have been
awarded the contract for a new electric lighting plant at Urbana,
111., which will contain one 60-kw. and one 120-kw. Warren alter-
nator, direct connected to Ideal engines. Gates & Co. have also
received orders for two 30-k\v. Warren alternators and one 40 arc
light machine for the new city lighting plant at West Hammond, III.

THE MORRIS ELECTRIC CO., 15 Cortlandt St., New York
City, recently shipped the following: A quantity of small forges,
picks, bars and other track construction tools, 4,000 rail bonds
and a Conant rail-joint testing instrument to Lisbon, Portugal;
300 cast-iron wheels, made by McKee, Fuller & Co., to Mexico,
and 50 Crouse-Hinds electric headlights and one 30-ft. Hathaway
transfer table to other cities.

W. C. STERLING & SON, of Monroe, Mich., report a large
business in cedar poles and ties, and are now carrying in stock,
sorted ready for shipment, 75.000 poles of all sizes and lengths
and over 150.000 cedar ties. They are shipping ties this month to
street railways at Chicago, Buffalo, Cincinnati. Dayton and other
cities. This firm reports it is holding all its old customers, as well
as gaining many new ones, and it is anticipating a heavy fall trade.

THE CHIEF OFFICES of the Standard Paint Co. in Europe
are at 50 Boulevard Haussmann, Paris, and 59 City Road, London,
E. C, both of these offices being in charge of Robert W. Black-
well & Co., Ltd., and at 16 Friederich Strasse, Berlin, and 33
Grimm Strasse, Hamburg, the German offices being in charge of
Allut Noodt & Meyer Co., Ltd. American visitors in Europe
this summer will be heartily welcome at these offices, and every
possible courtesy will be extended to them.

THE McGUIRE MANUFACTURING CO., of Chicago, is
very busy in all departments. Among the many truck orders on
hand is one just received for 100 McGuire No. 39 double trucks
for the Chicago Union Traction Co. The snow plow and sweeper
department is working on five sweepers for the Metropolitan Street
Ry., of Kansas City, in addition to several single orders. The
McGuire company has also booked numerous sales of its "New
Columbia" heaters. Mr. McGuire believes the fall trade will be a
record breaker.

THE CHICAGO MICA CO., whose main works are at Valpa-
raiso, Ind., reports a gratifying increase in sales of its "Micabond"
products. Mr. W. F. Hatch, the company's secretary, is at present
making his headquarters at the Ottawa office, and has closed con-
tracts for the entire output of one of the largest amber mica mines
in the province of Ontario. Fully 75 per cent of the output of this
mine is what is known to the trade as silver amber mica, and this
svill be used exclusively in making this company's well known No.
104 "Micabond."

THE SPEER CARBON CO., of St. Mary's, Pa., has brought
out a new motor carbon brush which it has christened the "Long-
Lived," because as the result of severe tests, it is believed the brush
will last from one-half to two-thirds longer than any other design
on the market. The new carbon is due to the experiments and re-
search of Mr. J. S. Specr, the head of the company. On a recent
eastern trip Mr. Speer booked orders for large numbers of the
brushes. The Speer company on .August ist, doubled its working
force and is now able to ship all orders promptly.

THE B. F. STURTEVANT CO., the pioneer in the introduction
of fans instead of chimneys for securing draft for boilers, recently
stated that the sales of its apparatus for stationary boiler plants
were last year over three times those for the year before, and that
they now amount to nearly 1,000 h. p. per day, about equally
divided between stationary and marine plants. It is also interesting
to note that in a number of the technical schools of the country
experimental mechanical draft apparatus has been installed, princi-
pally for the purpose of instruction, and that numerous graduating
theses are concerned with the investigation of this subject.

E. P. ROBERTS & CO. have in hand a number of important
contracts. The firm is preparing plans and specifications for the
Central Traction Co. of Indiana, for 65 miles of road; is supervising
the completion of the Indianapolis & Greenfield Electric Ry, ; has
finished plans and specifications for the Dayton & Northern Ry.,
which will be 3gyi miles long; is about to make a test on the
Cleveland & Eastern Electric Ry., for which it acts as consulting
engineers; is about to prepare plans and specifications for an incan-
descent plant for Henderson, Ky. ; has under construction an elec-
tric light plant for Collinwood, O., and an electric light plant for
the Deaf and Dumb .\sylum at Columbus, O., besides a number of
reports, special investigations, etc.

THE KEYSTONE CAR WHEEL CO., of Pittsburg, lately
organized to make and sell car wheels, sends us the following in-
formation, supplementing the statement of the company's organ-
ization, published on page 340 of the "Review" for last June. Mr.
Chas. V. Slocum, the organizer and general manager of the new
company, was a few years ago treasurer of the New York Car
Wheel Works of Buff'alo and was later organizer and manager of
the Pennsylvania Car Wheel Co., of Pittsburg. Mr. John Howard
Yardley has been made secretary of the new corporation. He was
also formerly of the Pennsylvania Car Wheel Co.. and previously
was vice-president of the Philadelphia Car Wheel Co. Mr.
Yardley will have charge of the eastern office with headquarters at
No. 807 Girard Building, Philadelphia.

THE McGUIRE MANUFACTURING CO., of Chicago, has
recently issued a new catalog containing a collection of handsome
halftone engravings showing the trucks, snow sweepers and other
apparatus for which it is so widely known. Among the trucks illus-
trated are the No. 35 type used by the Brooklyn Elevated, the No.
39 double truck designed for high-speed interurban service, the No.
2 maximum traction, the solid steel "Columbian" single truck and
the A I suspension truck. Interesting features of the catalog are a
list of companies operating the McGuire combination snow plow
and sweepers, of which there are over 500 in use, and a list of
street railways using the "New Columbia" stoves. Other special-
ties illustrated are ratchet brake handles, "Elastic" brake hangers,
"Royal Flush" fenders and the Roach spring guards for trail cars.
• « »

ELECTRIC RAILWAY FOR YOKOHAMA, JAPAN.

We are advised by Mr. Zensuke Tanaka, whose address is Miyaza-
kichos, Yokohama, that he is one of the promoters of an electric
railway to run from Yokohama to Kanagawa and Kawasaki, Japan.
.'\ company is not yet formed but application has been made for a
charter,which Mr. Tanaka thinks will be granted in the near fu-
ture.

The Metropolitan Street Railway Co., of Kansas City, has ap-
pealed to the criminal court to determine its right to drive a
wrecking wagon through the streets at high speed when neces-
sary to make emergency repairs on the line. The police court
recently fined the driver of the tower wagon $1 for fast driving.

STREET RAILWAY REVIEW.

4S.1

PUBLISHED ON THE 15tm OF EACH MONTH.

WINDSOR & KENFIELD PUBLISHINQ CO.,

TILIPHONI. HARRiaON TI4.

MONON BUILDING. CHICAGO.

SUBSCRIPTION,
Foreign Subscription,

THRUli DOLLARS.
Four Dollars American Money.

AddresK all CotniHtmicdtintis nint Rfiiiitlaiti-es to W'hidaoi- J- A'fii/rf/if Pitbtishintr Co..
ifniiiiii liiiildiiig^ (liiittgii.

H. H. WINDSOR.

Editor.

F. S. KENFIELD.

Business Manager.

CORRESPONDENCE.

VCo cnrdially iiiviie corrfspoudL'ncc on all suhiect>i of interest lo those
entra^'ed in any branch of strcL-t railway wnrK, and will yratefnlly appreciate
any marked copies of papers or news items our street railway friends may send
us, pcrtainin^r cither to companies or oflSccrs.

DOES THE MANAGER WANT ANYTHING 7

\i you coiiieniplate tlu' purcliasc of any -^upplii-s or material, wr can save
you much time and trouble. l)rop a line to The Rf.vikw, stating what you are
ni the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for publishing such notices in our
Bulletin of Advance News, which is sent lo all manufacturers.

This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.

VOL. X.

SEPTEMBER 15, 1900.

NO.

On another page wo give a diagram of llu- exhibit hall and the
list of those exhibitors lo whom space has already been assigned.
Particnlar attention of exhibitors is called to the shipping instrnc-
tions given in cunneelion with the convention annonneements on
page 531.

The American Street Railway Association has followed the
precedent set last year and assigned but five subjects on which
papers will be presented at the coming convention in Kansas City,
the idea being to give ample time for a full discussion of each,
and in order that those attending the convention might have suf-
ficient opportunity to prepare discussions, the executive com-
mittee announced the subjects early in March. The paper dealing
with the efTect of street railway consolidations upon the public is
particularly timely and sure to arouse much interest; that treating
of the various systems of electrical distribution is also of great
importance just now. The other subjects are of interest lo the
operating department.

The Street Railway .Vcconntants' .Association also has an inter-
esting program including three papers and two committee reports.
One of the latter is that of the committee on a standard unit of
comparison and is a direct consequence of the animated discus-
sion that followed Mr. Mackay's paper on the car-hour as a unit,
which was presented at Chicago in October. 1899; the other report
is that of the standing committee on a standard system of ac-
counts.

Where electric interurban railways have come in competition
with steam roads there has often been a rate war. which usually
resulted in the steam suburban service being greatly reduced or
abandoned. So long as such a contest was merely one between
a steam and an electric line, the manager of the latter looked
upon it as the natural result ot the introduction of an improved

method of transportation — it was an example of an animal of su-
perior organization seizing the feeding grounds of an inferior
animal.

Ueccntly a sicam railroad entering Detroit found that an elec-
Iric competitor was seriously inlerfering with its business, and
made a traffic agreement with another electric line and cut the
Ihrcjugh rate from Detroit t« a popular summer resort. This is
the first case of this kind of which we have knowledge, but there
is a lesson to be drawn from it. In future the builders of electric
interurban lines must seriously consider whether they arc par-
alleling a similar road, and if wise they will carefully avoid the
building of competing lines. Competing street railway lines, once
so popular, are nrjw almost a thing of the past in cities, experience
having demonstrated that the necessary end of such competition is
consolidation after all parties have suffered loss.

The children of Brooklyn in the crowded districts where there
are no adequate playgrounds have a game of dodging the trolley
cars, which gives them much needed exercise and excilemenl. Un-
fortunately an accident sometimes occurs, and then the poor mo-
lorrnan is blamed.

The churches and charitable organizations of Boston have a
powerful ally in the Boston Elevated Railway Co., which, through
these societies, this summer distributed 100,000 street railway tickets
lluis affording mothers and children and sick and aged persons
who could not pay fare, the opportunity of a journey to the woods
or seashore. In other cities individuals have distributed large num-
bers of street car tickets to poor children, many of whom were
lluis given their first chance to visit the parks.

That the boycott is a two-edged weapon, and that the imposi-
tion of fines for patronizing a boycotted institution is in the nature
of a boomerang, are being realized by the trades unions of St.
Louis. During the first half of August nine unions rescinded
the fines ordered imposed on members who should ride on the
cars of the St. Louis Transit Co.

The secretary of the Building Trades Council of .America is
thus quoted: "To continue the boycott and the fine is sheer
nonsense now. because it imposes a greater hardship on union
men than it inflicts injury on the Transit company. In short, the
whip intended to punish the other fellow is stinging us as hard
a';, if not harder than, it is him."

The attention of our readers is called to the case of another fake
accident operator. Frank I.ieblang. described on page 497. The
arrest of this man is due to the efforts of the Cleveland Electric
Railway Co.. which last year became suspicious of him because of
the large number of claims for damages he was bringing against
the company, and set a detective to work. The detective did not
have an easy task, because the principal preferred to do the plan-
ning only and have the "accidents" happen to his partner, the de-
tective. .Mtcr an unsuccessful trip through the East, which seems
to have failed because the performances were not sufficiently real-
istic, the pair last month landed in Detroit, where better results
were achieved, and Lieblang is now in jail awaiting trial on the
charge of defrauding the Detroit Citizens' Street Railway Co.

The number of interurban electric roads on which express matter
is handled is constantly increasing but just at present there does not
seem to be any recommended practice in methods. In many in-
stances agreements arc made with one of the old established ex-
press companies and the business is conducted just as it would be
on any steam railroad, and where other arrangements have been
made the reason has generally been that the steam railroads either
refused to accept express from the electric lines or would not per-
n)it the express companies to make contracts with the latter.

In Cleveland a special street railway express company has for
some time been conducting its business with marked success and
a similar company is also operating in Connecticut: the reason
for organizing separate express companies was in both cases that
stated above. In other places the electric railways are themselves
handling express. One of the latest additions to this class is the
Southern Ohio Traction Co. which on September ist began run-

4H4

STREET RAILWAY REVIEW.

[Vol. X, No. g.

ning express cars between Dayton and Cincinnati, superseding
and extending the service rendered during the past three years
by Wells, Fargo & Co. which had a contract with the electric
line between Dayton and Hamilton.

The tendency now is, we believe, to operate separate cars for
express matter rather than to carry it in a compartment car, for
the reason that passengers do not like to have cars held while
parcels arc being loaded or unloaded.

In .spite of all that has been written during the last three
years concerning the development of electric traction in Great
Britain, we doubt if there is even yet a full appreciation of the
situation there. A summary of the work of the Light Railways
Commission shows the aggregate length of the roads for which
applications have been made to the commission in less than three
and one-half years is over 3,000 miles; while light railways, by
which we believe was intended what in this country are called intcr-
urbans, are not of necessity operated by electricity, that motive
power is contemplated in the great majority of applications. Some
250 miles of what are street railways or tramways have been
authorized under the light railways act.

The attitude taken by the steam railroads towards the light
railway projects was at first one of opposition, but four years
have sufficed to convince those interested that the light railway
develops a new traffic, and does not necessarily "compete" wilh
the older line.

The article by Mr. Henry L. Beach entitled "Advertising a Street
Railway," which we publish in this issue, will be found very inter-
esting by those managers who are seeking to develop the full pos-
sibilities of the pleasure riding and excursion traffic of their sys-
tems. The success of the advertising campaign conducted by the
Chicago Union Traction Co. during the past summer has shown
the importance of the principle enunciated by Mr. H. M. Kennedy,
then general passenger agent of the Brooklyn Heights Railroad
Co., in a paper read before the New York State Association two
years ago. Mr. Kennedy then said: "We keep the public well in-
formed as to where and how to go, and how to keep cool for a
nickel during hot weather."

In summer months the pleasure riding business is very large
and Mr. Beach states that on the Chicago Union Traction system
the difference in receipts between a pleasant and a rainy Sunday
often amounts to $20,000. This business can be largely increased
by "keeping the public well informed as to where and how to go,"
and the various methods by which this can be done are well worth
considerable study. The opportunities for this work are naturally
greatest in the large cities, but even in smaller places there are
possibilities.

The overhead trolley system is now making advances in Great
Britain. As here, the anti-trolley prejudice fades away upon actual
construction and demonstration. A very important feature pecu-
liar to England, will moreover constitute a strong obstacle to the
adoption of conduit systems. Owing to the extreme mildness of
the climate water and gas pipes are laid near the surface. The
installation of conduits for street railway use, therefore, involves
the removal of practically all water and gas mains on the streets
used. The enormous expense of doing this, to say nothing of the
annoyance, loss and danger attending such changes, combine to
put so many difficulties in the way as to almost prohibit the
attempt to build this form of electric road. And when it is com-
pleted it has only doubtful advantages over the overhead trolley
from an operating standpoint, while in several respects it is posi-
tively inferior.

We desire to say a few words concerning one of our regular
departments, that entitled "Recent Street Railway Decisions."

The layman probably has but little idea of the immense volume
of legal decisions reported in this country. There are the Fed-
eral Supreme Court, the Circuit Courts of Appeals and the Cir-
cuit Courts, and 44 State Supreme Courts, to say nothing of the
various State Appellate Courts whose decisions are regularly re-
ported. The court reporting concerns issue these decisions as
fast as they are rendered in pamphlets of from 50 to 400 pages,
of which nine are published each week; these are reissued later in
bound volumes for the lawyers' libraries.

In our legal department are to be found carefully prepared
abstracts of all the important street railway decisions which are
to be found in the great mass of the reports for the month. In
preparing these abstracts the object in view is to omit no vital
matters, yet make the digests brief, so that a busy man may find
time to read them; to give all new points, whether of law or fact,
that arose in each case, and to omit technicalities that none but
a lawyer would understand. It is quite important to point out
that the abstracts given are not merely a reprint of the "head
notes" w'ith which the court reporters prefacfe the opinions; such
head notes are often found to be misleading, or not to fully cover
the case.

Thus there are brought together and laid before the reader a
digest of late decisions which will be found equally useful to the
company's attorney, -who wishes to keep in touch with the course
of current decisions and has not the time to hunt them up and read
them; to the manager, who has to instruct his subordinates as
to what they may and may not safely do, and to the claim ad-
justers, who should know what the decisions have been in cases
that arose on states of fact similar to the ones they may at the
time be trying to adjust.

"How much depends on the point of view," remarked a promi-
nent interurban manager to a group of friends recently. "Before
our line was built I frequently traveled through our territory on
the steam road that we now parallel,- and many are the times
I have sworn at the service provided. But since our road has
been opened I occasionally go over the steam line and take
huge delight in noticing the dust and cinders, the inconvenience
01 showing tickets at the stations when one is in a hurry, the
long time between trains and all the other deficiencies, because
I know these but make more conspicuous our own clean cars, our
quick service and the many attractions in general of traveling by
trolley."

The street railway commission appointed by the city council
of Chicago has prepared a list of questions which it will submit
to the people with the expectation that the answers will be of
assistance in formulating a policy which the commission can rec-
ommend to the council.

Perhaps the most interesting of these questions are those grouped
under the heading "Co-ordmation of Service." It is suggested
that the city ought, as a matter of public policy, to require that
surface street railway routes should be arranged with the view
of delivering the long haul business to the steam and elevated
lines on the ground that these latter can make faster time. Also
that a special low fare on such feeders is desirable.

The work of the commission must in the end meet with popular
approval or be rejected, but it would seem to us that the com-
mission should make its own investigations after the manner of
the committee appointed by the Massachusetts Legislature in 1897,
and then seek to convince the public by argument that its con-
clusions are correct. We fear that the most voluminous answers
to the commissioner's enquiries will be from those least prepared
to discuss the subject understandingly.

Notwithstanding the development of the electric railway mail
service has been less than was confidently predicted when it was
first tried, there is no question as to its efficiency and value. The
street railway service in Chicago was last year transferred from the
railway division to the local post office; here one new route has
been established, and on two of the four old routes independent
motor cars operating over electric lines have recently been sub-
stituted for trial cars attached to cable trains. The facility with
which an electric car can be transferred to other streets and dis-
patched around blockaded points is a very great advantage. Where
there is a comprehensive system of interurban electric lines great
possibilities in time saving are afforded and it is no surprise to
learn that the department has made preliminary arrangements with
the street railways connecting Jersey City, N. J., with the Hudson
County towns to the north and south, for a pouch service; this
will result in increasing the number of mails which can be delivered
on the same day as posted. The letter boxes on cars that have
been introduced in several cities should also be noted. In the few
instances where the street railway pouch or letter box service has
been abandoned the reason was the appropriations available were
insufficient.

Skit, is, 1900.] STREET RAILWAY REVIEW.

The Street Railways of Portland, Me,, and Vicinity,

485

System of the Portland Railroad Co. Suburban Line of the Portland & Yarmouth Electric Railway Co. —
Parks and Theaters Physical Features and Equipment Special Shop Tools and Methods.

UV C. B. I'AIKCHILU.

The cily of Portland is highly favored as a street railway city.
On every hand one hears only praise for the facilities offered, and
for the management, especially from the summer tourists and other
stranKcrs, who have occasion to patronize the cars while on their
way through the city. The favor, however, is not all one sided,
for the location brings the city in direct line with a very large
tourist travel for it is the natural gate-way to the woods and
streams of Maine, the state that is known as the "play-ground of
the nation," and it is estimated that a quarter million of tourists
visit Portland every summer. Besides this, the street railways arc
benefitted by the pro.xiniity of the numerous islands — said to be
36s — within Iho limits of Casco Bay, on which the city is located.

The Portland Railroad Go's, system is operated in nine divisions,
some of which are located within the limits of "Greater Portland,"
for since the acquisition of Dcering and other neighboring villages
the city has taken on this pretentious name.

One of the divisions is the "Belt Line," of about 10 miles; other
lines connect neighboring villages or run to one of the parks, and
one is known as the Cape Elizabeth division, three miles in length,
which connects the Cape with the city, and which has come under
the control of the Portland Railroad Co. comparatively recently.

As both of the Portland companies make a specialty of park
attractions, as a means of increasing traffic, this feature will have
attention before taking up the physical description and methods of

Trout Spring. Band Stand.

Casino. Entrance for Cars.

FIG. 1 — VIEWS \r RIVERTON P.\RK.

Rnstic Theater.
Cars Waiting for the Return Trip.

On all the large islands, arc numerous hotels, boarding-houses and
cottages, for summer residents, and all within easy reach of Port-
land by means of steamers; so that the street railway patronage is
not limited to the resident population, said to be about 55,000, but is
more than doubled by the transient summer patronage.

Two companies control the street railway lines of the city and
vicinity. The Portland Railroad Co. is the principal one and has
46 miles of track and 161 cars. The system is operated under the
direction of Mr. W. R. Wood, president, and Mr. E. A. Newman,
general manager. The second is the Portland & Yarmouth Electric
Railway Co., with 14 miles of track and 25 cars. This road is a
direct line between Portland and Yarmouth, being almost wholly a
suburban system, and is operated under the direction of Mr. Seth L.
Larrabee, president, and Mr. S. E. Whitaker, superintendent and
general manager.

operation. The principal outing tract is known as Riverton Park,
(Figs. I and 2), which is an inland park, located on the banks
of the Presumpscott River, five miles from the business center
of the city. The park embraces 40 acres, consisting of a rolling
plateau, which terminates in a bluff sloping abruptly to the river.
For natural beauty, the park is unsurpassed by any to be found
in the Eastern states, if not in the country. The grounds are artis-
tically laid out, with areas of open lawn, and other sections, shaded
by native forests, with gorges and rugged banks, and many of the
rambles cross rustic bridges and by prett}- rustic arbors and resting
stands. On the shady borders of the lawn are numerous lawn-
swings, and also a merry-go-round and other attractions for the
children. One section which embraces the wildest portion, and
which is surrounded by a high wire-fence, is known as the Deer,
Moose and Elk park, where fine specimens of these animals roam

486

STREET RAILWAY REVIEW.

[\'oL. X, No. g.

with all their native freedom. There are besides, cages for mon-
keys, raccoons, squirrels, and other small animals, and also for
parrots of different varieties. The landscape features are also en-
hanced by clumps of shrubs and by beds of choice flowers, in
artistic designs. The climate seems to be especially adapted to the
growth of colcns and other bedding plants, and many of the
flowering plants produce such choice colors in profusion, that even
a florist hardly knows some of their familiar species, because they

VIC. 2 — RUSTIC BRIDGE AT MOCSE P.\RK.

are so much more beautiful than those usually found in such
parks.

The principal attraction of the park, however, is the large casino,
and next is the open air theater. The casino is a large, handsome
structure, with broad piazzas on three sides, built on the sloping
bank near the river, and commanding from its upper floors a view
of the entire grounds. There is a large dining-hall, and tables are
also spread on the rear piazza. Here lunches or elaborate dinners
are served at reasonable prices, a specialty being made of sea
food. The service is exceptionally clean and dainty, and entirely
free from the slovenly appearance that is usually found at such
places. Women only are employed as waiters and they are always
polite and attentive. On the same floor is the ladies' reception-
room, which is finished in colonial design, with elegant furniture in
red, and with pictures of high artistic order on the walls. There is
a smoking parlor with sumptuous furnishings, a room with tables
for games, and a reading-room with oriental effects. There is also
a large dance hall, which is light and airy. The casino is kept
open the entire year, and, during the winter season, supper, card
and dance parties are entertained, and the patronage is said to be
good all the year.

The rustic theater has a seating capacity for 3,000 people, and
is located in a natural amphitheater sloping towards the river with
a rustic stage, which stands just on the bank of the river, giving
a beautiful background; the whole is well shaded by tall and grace-
ful trees. The stage is large, and sheltered by a high rustic roof,
and there are" two dressing-rooms, one at each end, as shown.
Stairs communicate with these at the rear. The stage is illuminated
by four arc lights, and 250 incandescent colored lamps, arranged
in festoons, or in artistic designs. The trees and walks are also
illuminated by numerous electric lamps, properly distributed. Ad-
mission to the theater is free for all who enter the grounds by
the cars and have paid the lo-cent fare from Portland. A charge
of ID cents is made, however, for all others, while reserved seats
are to be had for an additional charge of 10 cents. Among the
special attractions this season is Matus' Hungarian Court Orches-
tra, which gives concerts at the theater afternoon and evening, and
during supper hour renders selections at the casino. The band
is supplemented by high-class vaudeville, the troop and programme
being changed every week.

The vaudeville troops are engaged for the season, from the J. W.
Gorman Park Attraction Agency, of Boston, and so far have proved
highly satisfactory to the railroad company and patrons, and the

latter include apparently all the best people of Portland. On every
pleasant evening the seats of the theater are always filled, and the
scene on a moonlight night is brilliant and attractive beyond de-
scription. Other attractions include a boat and canoe-house, where
canoes owned by private parties are stored, and where flat-bottom
boats are provided at a moderate charge for all who wish to take
a row on the river. Just below the casino an electric launch is
moored, one of the launches that was employed on the lagoon, at
the Chicago Columbian Exposition in 1893, and which is still
in first-class order. For a charge of 10 cents per passenger the
launch makes trips of seven and a half miles in cither direction
up or down the river, and the ride is a most delightful one. The
river, which is not over 40 ft. wide, is deep and safe, and on both
sides is shaded by overhanging forest trees and vines. The bat-
teries of the launch are charged from the street railway current,
while the boat is at her moorings, suitable switches, a water rheo-
stat and necessary instruments being provided. Just below the
launch is a circular trout pond, with a number of fine specimens
of the speckled beauties. This pond is fed from a nearby spring,
from which the water boils up with great force, and from which, by
means of a hydraulic ram. drinking water is forced to tanks in the
casino and other places where water is required. The lawn swings
mentioned, of which there are twenty or more, are all of the pat-
tern known as the Fairfield lawn swing, inade at Brunswick, Me.,
and are said by the management to be a very desirable park at-
traction.

The cars enter the park through an ornamental stone gate-way,
with flowering plants growing on the top of the wall. The track
loops, after passing the casino and encircles the mall and the
section of the woods when it emerges on the street for the return
trip. The scene shown in Fig. 3 is every pleasant day seen on
Monument Sq. in the city about one o'clock; the open cars are
banked in line ready to handle the park traf^c, the cars being dis-
patched in rapid succession from the starting station at the head
of Preble St., which is near the company's office, but not shown
in the picture. The ordinary headway on this line is 15 minutes,
but as a number of cars are run on one car's time, the trafific is
readily handled. After the afternoon and evening entertainments,
the cars, to the number of 30 or more, are banked at the park enB
of the line. The cars shown in rear of the monument in the pic-
ture, are park cars, ready to leave for Cape Elizabeth, being daily
banked for the start on a neighboring street. The ordinary attend-
ance at Riverton Park is from 2,800 to 3.000, while on special occa-

FIG. 3 — MONUMENT SQ.. PORTLAND.

sions the cars carry as many as 10,000 or 11,000 in a day. The
affairs of Riverton Park are under the direct supervision of Mr.
D. B. Smith, who is attentive to every detail, and very popular with
all the patrons.

It is the aim of the manager to provide sufficient cars at the
close of all entertainments so that all can get seats for the return
trip. The people all know that there will be plenty of seats, so
they are not, as a general thing, in a hurry to return, and there is

Si-.r'T. 15, I'XK

STREET KAILWAY REVIEW.

487

no rush or crowding. This feature is important, as it brings to
tlic park a refined class of people who would not otherwise patron-
ize the cars. The manager aims to please people who have money
and are willing to spend it. The result is that many wealthy people
who formerly drove to the park, when they did go, now take the
cars and freiiuently take their friends out and entertain them at
the casino.

The Cape Elizabeth I'ark (I'ig. 4) is located on a blutT near
the point of the Cape, on the left bank of the principal ship chan-
nel, which is the entrance to Portland Harbor. Joining the park
grounds is the new Fort Williams and just beyond is the Cape
Elizabeth light tower, one of the oldest light houses on the At-
lantic coast. The outline of the coast is rocky, irregular and wild
in the extreme, and during rough weather the surf scenes are
among the finest to be fouml on the coast. Along the banks, on

able for the street railway companies during the present season,
but they have been favored by a large influx of strangers during the
month of August, to observe what has been termed "Old Home
Week," which included the days between August sth and 12th, at
which time all the former residents of the state of Maine, and all
home people were invited to meet in Portland. Tuesday of that
week was made a special day for Portland, while Wednesday and
Thursday were special days for Brunswick, Bangor, Bath and other
cities. People came from all the states, and from foreign countries
for that matter. Great preparations were made in advance for en-
tertaining the visitors, while the public buildings, business blocks,
and many private residences were profusely decorated. By the cour-
tesy of the Secretary of the Navy, the North Atlantic squadron,
consisting of six ships, was ordered to Portland Harbor, and on
Tuesday the marines from llie squadron paraded in the line with

Casino and Laxvu.

Summer Theater.

FIG. 4— VIKVVS .\T C.\1"K KI.1/..\BETH r.\KK.

the water side, among the rocks below the casino, wild plants and
shrubs grow in great profusion; among these are secluded walks
and rustic seats, and on some of the more prominent heads, at-
tractive pavilions are provided, where visitors can rest and get the
best views of the neighboring islands and harbor. The .ship chan-
nel is about three-fourths of a mile wide, and is bounded by Cush-
ing's Island on the opposite side. A small bay, leading in behind
the Cape, provides a fine sandy beach, for salt water bathing. This
park, like that at Riverton, is tastefully laid out, and in front of the
casino is a beautiful lawn interspersed with beds of rare flowers;
so that on one side the visitor looks out upon nature in all its
wild beauty, and on the other finds the beauty of the scene enhanced
by art. The buildings consist of a fine large casino, with broad
piazzas, a dining-room, dance-hall, reception and smoking parlors.
A specialty is made here at the casino of what are termed "Shore
Dinners," including soft-shell clams, fish, lobster, and such other
food as the ocean supplies. A large building on the opposite side
of the lawn is occupied by the theater, which is built after the
prevailing style ot city theaters, with stage and shifting scenery, and
circular balcony and galleries. The entertainments here for the
present season are conducted by a stock company, the programme
being changed every week. The street railway tracks loop around
the mall, past both buildings, and cars are readily loaded after the
entertainments from platforms provided along the tracks. Both
the parks above described enjoy very liberal patronage, and are
considered paying institutions. Cape Cottage Park is also con-
ducted under the supervision of Mr. D. B. Smith, assisted by Mr.
F. S. Hatch, local superintendent, who is also popular with the
patrons.

The traffic along these park lines is not limited by the pleasure
riding alone, but along the entire route are farm houses and subur-
ban homes, while in the vicinity of Cape Elizabeth are numerous
hotels and summer cottages, owned by people from Boston, New-
York and other cities. Not only has the park traffic proved profit-

the local, military and civic societies. Notwithstanding the increase
of strangers, and the great throng that attended the display of
fireworks in the evening at the Eastern Promenade, the railroad
companies handled the extra traffic without difficulty, and without
an accident. The cars of the Portland Railroad Co. carried on
Tuesday, August 6th, 94,032 revenue passengers, besides the trans-
fers, a total of 102,919, winning the admiration of all. There was
necessarily some crowding of cars, and after the evening enter-
tainment, one conductor reported a load of 175 people, on a 12-
bench open car. Besides the parks above described, as traflfic
promoters, there are two sections of the city, to which the street
car lines cater, and which attract a good many visitors. These
are known as the Eastern Promenade and Western Promenade.
The former is on Munjoy Hill, the eastern terminus of the city, and
from which a commanding view is had of the harbor and neigh-
boring islands. Fig. 5. Many of the sight-seeing tourists visit this
promenade in the early morning, to watch the sun rise, as it breaks
over the distant line between the sky and ocean. On this prome-
nade is located Fort Allen Park, with souvenir cannon of the War
of 1812. The Western Promenade is also the termination of a high
plateau, and the view is over a neighboring valley, with the Union
Depot directly below, and a broad expanse of farm land lying to
the west of the city. From this point, on a pleasant day, the snow-
capped peaks of the White Mountains are plainly visible, although
90 miles away. Here is located the Maine General Hospital, and
bordering the Promenade on the city side are numerous fine resi-
dences, this being the fashionable residence district 01 the city.

The cars pass near the W'estern Promenade, to and from the
Union Depot. As the different lines of cars come to the depots
a special effort is made to meet all incoming and outgoing trains,
so that no hotel bus is required. One line also runs to the Grand
Trunk Depot, and along the streets adjoining the wharfs of the
Boston and New York steamers, as well as the local boats which
ply between the neighboring islands.

488

STREET RAILWAY REVIEW.

[Vol. X, No. 9-

PHYSICAL FEATURES.

The principal lines of the city were operated by horses up to five
years ago, or until October, 1895, when all were changed to electric
power. Two lines, however, one of which ran to Decring, had
been electrically equipped as early as 1891, the cars being operated

FIO. 5— EASTERN PROMENADE, PORTLAND.

by W. P. motors. By delaying the equipment of the main lines
the company had an opportunity to study the weak points of the
original equipment, and when finally convinced that electricity was
practicable, it took advantage of the low prices of materials in
'89s. (copper being then only loJi cents per pound, and rails cor-
respondingly cheap,) and equipped the lines as well as the state of
the art then warranted. The tracks in the city were laid with
9-in., 90-lb. girder rails, with ties resting on a gravel foundation;
6o-ft. rails were used. Nearly all the city lines have double tracks,
so that after five years of service, the track is still in excellent con-
dition, no joint repairs having been required. Some of the special
work, however, where the switch-points were worn, has required
repairs. The suburban lines are laid with 56 and 6o-lb. rails. All
steam railway crossings are made with single track, but over these

POWER EQUIPMENT.

At present two power houses supply the lines with current. The
one from which the Cape Elizabeth road has been operated, is
about to be shut down, but may be kept for the present as a reserve
supply, but it is proposed to operate the entire system from the
main power house. This is located on tide water on Forest Avenue.
The building. Fig. 6, is of brick, on pile foundations, and is quite
an imposing structure, the ground plan being no x no ft., and
the walls 45 ft. high. The roof is of steel, making the building
practically fireproof. A new Rice & Sargent engine made by the
Providence Engineering Works, Providence, R. I., has recently
been installed.

The new unit, shown in Figs. 7 and 8, is a 1,500-h. p. vertical

KIG. 6 — POWER HOUSE, PORTLAND K. R.

compound engine direct connected to a i,oso-kw. General Electric
generator. The engine has cylinders 26 and 50 x 42 in. and runs at
100 r. p. m. with 120 lb. steam pressure. The piston rods extend as
tail rods through the heads of the cylinders; the receiver between

FIG. 7 — l.SOO-H. P. RICE S SARGENT ENGINE.— FIG. 8.

sections two lines of trolley wires are carried, so as to avoid over-
head switches. The bonding, overhead construction and feeders
were all put in in a first-class manner, and are still maintained with
very little repairs. Guard wires are used above the trolley wires on
the principal streets in the city, this being required by the city
electrician, who has not yet been convinced that these are useless.

the cylinders is cylindrical, extending across the frame, and mounted
behind it, as shown in the illustrations; the exhaust pipe curves
around the frame, and passes down beneath the floor to the con-
densers. The throttle is controlled from three positions by means
of hand wheels, attached to a shaft, one at the floor and one at
each platform. The valve gear is of the Rice & Sargent type, and

Sept. is, 1900.]

STREET RAILWAY REVIEW.

489

has silent vacuum dash pots. The main shaft is 22 in. in tliamctcr,
at the armature. TIic fly-wheel weighs about 85,000 lb.

The valves and valve mechanism of these machines are of special
interest. All the valves have double ports, and the exhaust valves
arc set nearer the piston than the steam valves, so that the clear-
ance is largely reduced. The valves are oijerated by direct motion
from the eccentrics without the mediuni of wrist plates. There arc
two eccentrics, one for the inlet valves and one for the exhaust, on
each cylinder. The range of cut-ofT is from zero to ■}4 stroke,
which gives the engine great capacity for overloads, and ensures
[jerfect regulation under any condition of load. Proper motion for
the exhaust valve is secured by means of a toggle joint on each
exhaust bonnet, without the intervention of wrist plates. A further
advantage of this construction is that the moving parts have small
mass, and are therefore fitted to operate at comparatively high
speeds with quietness. The cut-ofif latches operate without springs,
dropping by their own weight, and are so constructed that the
pressure from the eccentrics is on a line below the pivotal point,
so that the latch cannot jump up. The wearing contact plates on
the latches arc square and arc made of liardened steel so that by
shifting a plate and turning it over, there arc eight corners for
wear. The point of cut-off is determined by a rod from the governor
which actuates a yoke Iicliind ihc latch, operating by means of roll-

reamed fits in their holes. The main bearing caps arc adjusted by
means of set screws against which the ordinary cap bolts act, this
construction giving a very accurate adjustment of the main bear-
ings. The parts arc oiled by chains on the shaft, of which there
arc three on each bearing, leading the oil from large reservoirs in
the pillow blocks. There arc also four sight feed oil cups upon
each bearing. On the crank side, the waste oil from the bearing is
led out into the crank pin, and on the other side there arc channels
which convey it back to the bearings.

Drip pans arc provided at each end under the crank disk from
which the oil is led to the filter. The platforms about the machine
arc so arranged that any part can be reached and inspected with-
out any danger to the attendant. The stairs arc not spiral, but bend
slightly and arc not very steep, so that they arc easily traversed.
The engine frame is very strong and the outlines pleasing to the
eye.

The original equipment of this station comprised three Allis
engines, each direct connected to a General Electric generator; two
of these are 400-kw. and one 200-kw. ; the pressure is 550 volts.
The switchboard has General Electric switches and Weston meters.
The brush holders on these generators were designed by the chief
engineer of the station and have a novel feature in the springs which
press the brush against the commutator. This spring is made with

FIG. 9 -r.ENEK.4I. VIEW OF I'OWEK ST.\TION, PORTLAND R. R.

ers on a curved lever attached to the cut-ofif too. The mechanism is
so balanced that it requires very little power and there is conse-
quently little stress on the governor at the instant of cut-off. The
entire design is so disposed that the utmost quietness in operation
is secured, and in fact at a shQrt distance from the engine, while in
operation, it would be almost impossible to tell whether the parts
were in motion or not. The intermediate rocker mechanism is sup-
ported by means of box brackets and girders bolted to the engine
frames. The governor is so designed that a centrifugal effect com-
bined with an inertia effect is obtained. The governing wheel is
about 3 ft. in diameter and is located, as shown in the illustration,
on the first gallery. The governor is extremely sensitive and rapid
in its operation, and the regulation of the engine under varying
loads is very satisfactory. In connection with the governor is a
safety device, designed to shut off the steam in case the governor
belt should break or fail to work properly. The connecting rod is
so designed that by removing one bolt, it can be detached from the
crank pin, and being swung to one side, the engine can be run by
one cylinder if necessary. When it is found necessary to remqve
the connecting rod, it can be swung out sidewise through an open-
ing in the frame.

The fly-wheel is built in eight sections, each section consisting
of a piece of the rim and an arm. The rim joints are made by ar-
rowhead steel keepers, and the arms are bolted to an octagonal box
section hub by means of pads which are perpendicular to the axis
of the arms. The bolting is done by through bolts, which are

two leaves, one longer than the other, pivoted at the stationary
end. By taking hold of this leaf, and turning it to one side, the
brush is readily removed, and a space is left free for polishing the
commutator when necessary.

The two large corliss engines have governors made by the Lom-
bard Water-Wheel Governor Co., of Boston, and the chief engi-
neer speaks in the most favorable manner of the results that have
been obtained with them. The switchboard instruments show load
variations of 600 h. p. to 800 h^ p. per engine, yet the speed indi-
cator shows that the variations of speed are extremely slight and
slow. The Lombard governors completely rectilicd all the difficulties
that had been experienced with the governors formerly used and
give a speed regulation that is in every respect satisfactory.

The exhaust from each engine is led into a Reynolds condenser,
located partly below the floor, as shown in the illustration. The
engineer of the station is profuse in his praise of the original engine
equipment of the station, and is looking for equally good results
from the new unit, which starts off in a highly satisfactory manner,
and during the middle of the day, is able to supply current for the
entire system. The engine floor is spanned by a hand power trav-
eling crane, which, together with the structural roof, was made
by the Boston Bridge Co.

The oiling features employed, about the engines, are particularly
interesting. Each of the horizontal engines has a Rochester lubri-
cator, and, in addition to this, the engineer has provided, on the
top of the main bearings a long, closed oil cup, or tank, which has

4')0

STREET RAILWAY REVIEW.

[Vol. X, No. g.

on its top, a small tell-tale balance lever, of brass, which indicates
by its position the depth of oil in the cup. The oil from tlie engines
is led by pipes in the usit?l manner to an oil filter, which is
located in a fireproof room in the basement. No pumps are used
and the engineer has designed a novel method of forcing the oil
back to the engine floor. From the filter, pipes lead to a vertical
cylindrical tank, about 12 in, in diameter and 10 ft. high, which
was made by closing the ends of a section of steam pipe. The oil
being let into this is forced up to the engine floor by means of
water pressure let into the bottom of the tank direct from the
city mains. When the oil has been forced out the water is drawn
off and this operation creates a vacuum which causes a new supply
of oil to flow into the tank from the filter, when the water is again
turned on and the process repeated.
The oil pipe connections are cleaned by letting live steam through

IIG. 10 .\K.M.\Tl'KK TRUCKS .\Nn ST.\NI1.

them, which drives out all fiber and sediment that may have col-
lected. In the same room, near the filter, are large oil supply tanks
and facilities for cleaning and drying the waste that has been used
on the machinery. The waste is first put into a hand press, and
the oil pressed out. Then it is put into a tank of water, heated by
steam pipes and a small quantity of soda ash added; the waste is
turned about by hand and afterwards removed and placed in an
adjoining horizontal, galvanized iron cylinder, having a partition
through the middle, on which the waste is laid to dry, being heated
by steam pipes in the lower half of the cylinder. Hinged doors are
at the end of the drying cylinder. A batch of waste will dry during
the night, and a quantity of this is then mixed with a small lot of
clean waste and is again used. Only the best grade of white cotton
waste is used. Before the drying process was instituted, one bale
of waste lasted for the three engines about six weeks, now one
bale lasts for eight months or more.

As an auxiliary to the condenser pumps a separate pump is pro-
vided, with condenser connections, by means of which, either fresh
or salt water may be forced into the condensers, in case their own
pump should fail for any cause. Water may also be let into the
condensers by the pressure direct from the city mains. As an aux-
iliary to the boiler feed pumps, a large vertical cylinder, or tank,
is provided, which is kept filled with salt water, under pressure
from a weighted piston. In case the feed water supply, or pumps
fail, this reserve can be utilized without any machinery to feed the
boilers, as it is found that salt water can be used in the boilers
for a limited period without injury. The steam equipment con
sists of Babcock & Wilcox boilers, and two Blake feed pumps.
A damper regulator, of the Spencer type is employed. The fur-
naces are stoked by hand.

As stated, the power station is located on tide water, near a
wharf, close to which the coal schooners have access. The coal is
unloaded and delivered into large storage sheds. A mixture of soft
Virginia coal and hard coal screenings is burned. The soft coal
costs from $2.75 to $3.25 per ton and the screenings from $1.25 to
$1.50; about 2,soo tons are used per year. The coal is delivered to
the boiler room by iron wheelbarrows, and each load is weighed
on a platform scales on its way to the boiler room. The fire room

is divided lengthwise by a low, slanting, plank partition. On the
outside of this partition the two kinds of coal are dumped on the
floor, and after being wet down with a hose, are thoroughly mixed
by shoveling, and then the mixture is thrown over the partition
in front of the furnace doors ready for firing. It is found that by
wetting the fuel, and thoroughly inixing the two grades, better
results are obtained than by burning either alone. The power house
is a model of cleanliness, and this feature, together with the auxil-
iary devices above described, speak well for the skill and energy
of the chief engineer, Mr. William E. Knowlton.

There arc four car houses in different localities for storing cars,
and from each of these the cars start for their first morning trips.
The main house, with which is also the repair shop, is a large
brick building, formerly one of the horse stables, and is located on
Munjoy Hill, near the Eastern Promenade. Here the master me-
chanic, Mr. Charles P. Garland, makes his headquarters, visiting
the other stations as occasion may require. The repair shop proper,
with the exception of the blacksmith department, is located on the
second floor of the building, and to this the car bodies are lifted
on an elevator operated by electric power. For shifting the car
bodies, after being removed from the trucks, a four-wheeled wagon
truck is employed. The wheels of this truck have a wide tread,
and are about 20 in. in diameter. The car body being shifted to
Its proper position in the paint room, it is jacked up, and supported
by suitable blocking, when the truck is free for use under an-
other car.

The repair shop has a fair complement of wood and iron working
tools which are driven by power from a 15-h. p. motor. The equip-
ment includes a l2S-ton wheel press, made by the J. T. Schaffer
Manufacturing Co., of Rochester, N. Y. Car body repairs of every
description are made, some of the old cars are spliced into long
cars, and, in the early history of the company, a number of new
cars were built in the shops. The blacksmith shop is on the
ground floor, and is provide* with four forges, and the usual equip-
ment of blacksmith tools. The paint shop is on the second floor,
adjoining the wood department, but separated by a partition. The
elevator is so placEd that cars may be delivered either into the
wood shop or paint shop.

Among the appliances used to facilitate the work about the
shops are two armature trucks, shown in Fig. 10. One is in the
form of a two-wheel, hand barrow, with the wheels about 8 in. in
diameter; the side bars terminate in handles, and the cross bars
provide for holding an armature, which is placed lengthwise, and

KIC. 11— SA.SH HACK.

supported in bearings which receive the ends of the shaft. By this
means armatures are readily shifted about the shop, or they can be
shipped, truck and all, on wagons, to any of the other houses.
The other type of truck shown in the illustration is used at the
different car houses; by it an armature can be readily picked up and
shifted, without any hand lifting. This truck has an iron shaft,
which forms a journal for the two 8-in. iron wheels, and also carries
on its upper side two forked iron projections. By lifting the handles

Ski'I'. 15, njoo, I

STREET RAILWAY REVIEW.

401

the forks are lillcd back, so llicy can be run under the ends of the
shaft of an armature; then by bearing down on the handles the
armature is lifted or loaded and can be wheeled easily along the
lloor, and deposited by reversing the process.

.'\ lamp stan<l is also shown in Fig. 10; this is for holding an in-
candescent lamp, with its shade in position to reflect the light
against the side ni a car, and is ilesigned for use by the painters
when the day is dark, ur wlu-n it is found necessary to work at night.
These stands are made with a base, as shown, and have an ex-
tension, or jointed, slem so that the upper part, which carries the
reflector, can be shifted up or down to throw the light to any
height on the car, even to illuminate the upper letter board. By
placing one of these stands on either side of his position, the paint-
er can work to advantage when it is dark.

Fig. II shows a rack, which is used in the paint stockroom, for
holding car windows after the sash have been newly varnished; the

l-IG. 12 WHEKI. STICK.

varnish is allowed to dry without moving the frames. The sash
are first varnished on both sides, while they are supported on the
stand that touches only the glass, then they arc carefully lifted and
placed upon the plugs, in the rack, beginning at the bottom. The
corner posts of the rack have mortises at short intervals, and, in
these adjustable plugs are placed, each plug being provided, at its
outer end, on the upper side, with a knob or shoulder. By pulling
the four plugs that are on the same level partly out, the sash can
be placed upon them so that the weight is supported entirely by
the glass, which rests upon the projecting ends of the plugs, leaving
the frame free so that the varnish cannot be marred. Racks of dif-
ferent sizes are provided, as shown, and a large number of sash
can thus be stored in a small space.

The plugs arc from 8 to I2 in, long, and i x ;i in, in cross sec-
tion. In another department there are expansion or adjustable
rack bo.xcs provided, in which all the sash from the same car can be
stored by themselves in regular order and labeled, so that when
wanted they can be returned to their particular car without any
chance of being mixed up, or having misfits.

The painting of the cars is given special attention, the master
painter being specially skilled in this branch of work. Great pains
is taken in cleaning and repairing the cars for paint or varnish,
and certain days are assigned for receiving and sending cars from
the paint-shop. Paints and varnishes are purchased principally from
the Sherwin-Williams Co., the Hildreth Varnish Co. and Pratt &
Lambert, American agents of the Robert Ingraham Co. Good
results are obtained by mixing .Vmerican and English varnish.

Motor repairs arc very light on this system, only one man being
employed for winding fields and armatures. Of the cars that are
run in the city proper, only two armatures have burned out, so as
to require repairs, during the five years that the lines have been
operated. On the Deering division, there have been a few burn-

outs, but not an excessive loss. Of the G. U. 1,200 motors, only one
armature has ever burned out, including those used on the snow
plows. Gear wheels and pinions arc purchased for the most part
from the General Electric Co. The trolley wheels arc of the
"Eureka" type, made by J. F. Newell, of Gardiner, Me.; these
wheels have graphite bushings, having in one side a small hole,
which communicates with a chamber, in the hub of the wheel con-
taining powdered graphite which sifts through upon the bearin({s,
increasing the lubricating cfTect. No oil is ever used on the trolley
wheel bearings, and the life of the wheels is thus prolonged.

Among other useful appliances, is a wheel stick, illustrated in
Fig. 12, which is used in directing a pair of car wheels in any direc-
tion, or steering them fin to the wheel press. This stick is about
four feet in length, and is [irovided with a shoulder on one side,
in which is a bearing to fit the axle journal. The end of the stick,
below the shoulder, is a trille longer than the radius of the wheel,
so that by placing the stick under the journal, and bringing it to
an upright position, the end of the axle is easily lifted, freeing the
wheel from the floor; then, by taking hold of the near wheel with
ilie tree hand, it can be turned, and the opposite wheel made to
travel so as to swing the axle around at any angle. This device is
not new in street railway practice, but it is claimed that it was
originated at these shops, and was in use ticre more than 20 years
ago. Owing to the numerous grades on the system, a good deal
of trouble is experienced in the winter time from flat wheels. Until
recently flat wheels were turned on a wheel grinder, but this is not
now used.

The Deering division car house is three miles from the city, and
is the largest one in the system. The walls arc of brick; the
ground dimensions are .372 x 78 ft. It is divided into two sections,
by fireproof partition and doors. Each track in the front section
i< over a pit, giving ample room for inspection and repairs. The
pits arc connected under the floor, and some of the spaces arc used
inr storing the car scrapers. This section is thoroughly warmed in
winter by coils of steam pipes, which arc located in a horizontal
jiosition beneath the floor sections between the pits. This pro-
vides for thoroughly drying the cars and motors during the winter
season. Light repairs only are made at this house. Sometimes,
however, the painting crew comes over from the repair shop, and
does the necessary painting. Back of the pit department are storage
tracks, and near the main building is an annex 200 x 42 ft., of
wood, in which cars and snow plows are stored, there being 12 or 13
plows. Near by this car house is a sand bank, of considerable
extent, which is owned by the company, and from which the supply
of sand, for use on the rails, is obtained, and also gravel for ballast.
Tracks with overhead wires lead directly into the sand pit, so that
flat cars can be loaded and hauled to any position on the system.
Sand for use on the cars is sifted, dried in the sun. and stored irt
large bins in a building near the car house.

ROLLING STOCK.

The car equipment includes 56 closed motor cars, 66 open motor
cars, and 36 trail cars, of which 22 are open. The open cars arc
mostly i2-bcnch, and were made by the J. G. Brill Co.; they are
mounted on Brill maximum traction trucks. The cars on the Cape
Elizabeth line were made by the J, M. Jones Son's Co. Most of
the single cars are mounted on Peckham trucks.

The snow plow equipment consists of 12 or 13 electric plows of
the Brill and Taunton make. On some of the plows the nose wing
has been reinforced on the top by a curved steel plate, extending
2 ft, above the wing. This was found necessary in order to over-
come the deep drifts which frequently occur in this region. In
the winter, as a general thing, only four-wheeled cars are operated.
The motor equipment includes 154 G. E. 8co motors, 38 G. E. 1,000,
4 G. E. 1.200. 8 G. E. 52. 4 G. E. 62. and 10 W. P. 50's. The
electric heaters used are of the Consolidated type. No power brakes
are used, and none of the cars is equipped with fenders, but most
of them have w'heel guards.

The Brill cars are equipped with Brill sand boxes, and in addi-
tion to the sand boxes, which are on all the cars, in some cases an
open box is carried attached to the front of the dash board, from
which the motorman can distribute sand by hand on the rail when
necessary. Sand is also carried, in some cases, in a bucket on the
platform. Some of the sand boxes used were designed and made
by W, A. Mitchell, of Saco. Me. Nearly all the cars are fitted with
the Wilson trolley pole catchers furnished by the Frank Ridlon Co.,
of Boston, and the management speaks very highly of this device.

492

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

New Haven fare registers are used on the Cape Elizabeth hne.
On the lines where a multiplicity of fares are collected, the con-
ductors carry bell punches, and register fares by punching slips of
different colored pasteboard, which are suspended from clamps
attached to the coat.

There are 270 trainmen, the pay of each being $175 per day, or 20

KIG. 13 Tl'KEV'S KKIDCE.

cents an hour for extra men. The men are required to wear regular
full uniform, and in winter they wear ulsters that are all alike. .-^
number of conductors are college or university men, who work
during their vacations; others are country boys, or men from
neighboring cities in the state.

Besides the cars described, the company owns a fine parlor car,
built by the Brill company, which is hired to private parties, as may
be desired. Transfers are issued on all connecting lines, except
that to Cape Elizabeth. In winter the company is required to cart
the snow away from the tracks in the city and for this purpose
country teams are used. For these, with one driver and a pair of
horses, $4 per day is paid, a standing arrangement being made
with the owners of country teams, which report for service when-

FIG. 14- MII.I. CKKEK.

ever there is a hard storm. The franchise of the company is for 50
years, from 1888, an extension of 25 years having been obtained
at that time.

All the cars start from or pass Monument Sq. The company's
office, adjoining a large waitingroom, is at the corner of Congress
and Preble Sts., and as the cars arrive or depart the conductors

announce in a low tone the destination of the cars to those in wait-
ing. Here is also the principal receiving station of the system.
The different rooms of the offices are conveniently arranged and
provided with all necessary appliances for the clerical force; there
is also a handsome room set apart for the use of the directors.

The regular cars run at night till 11:30. A few cars are run at
2:00 a. m. and again at 4:00, to meet trains on the steam roads.
Power for these night cars is generated by a small engine, which
is started up for the purpose.

Portland & Yarmouth Electric Railway Co.

As mentioned in the introduction, this is a suburban line; it was
opened two years ago to connect Portland with the village of Yar-
mouth, a distance of 13 miles. The line starts from Portland at
Monument Sq. at the corner of Congress and Elm Sts. The cars
go through Elm, O.xford and Washington Sts., across Tukey's
drawbridge. Fig. 13, and along the main thoroughfare of East

FIC. lr< — UNnEKWDOD Sl'KING C.\SINO.

Deering. After passing the United States Marine Hospital, and
over Martin Point Bridge, which spans the Presumpscott River,
the cars speed along the Falmouth shore, through Falmouth
Foreside and Cumberland to the Grand Trunk Depot in Yarmouth,
passing Underwood Spring", the street railway park, which is mid-
way on the line.

Yarmouth was formerly a prosperous ship building port, but of
late not much has been done in this industry. A ride over this line
is most enjoyable, for, after leaving Portland, the route is east
along the shore line of Casco Bay, on high ground, giving delightful
views of the sea which is dotted with the numerous wooded islands.
As the cars cross, or wind about the numerous inlets, with which
the shore line is notched, ever changing views are presented. There
is cultivated and wild land, alternating with trees and shrubs of
almost every variety. On the land side, along the entire route,
are farm houses and small villages, and on the shore side are nu-
merous hotels and cottages, the summer homes of a part of the
great army of city people who seek this delightful region during
the summer months.

Not only the residents of the shore cottages are patrons of this
line, but also the people from the island hotels and homes are more
or less frequent riders. The principal attraction for pleasure traffic,
however, is Underwood Spring, some views of which are shown in
Figs. IS to 18. This is a new park opened last season, but is already
a popular resort in summer and winter. It comprises a well-wooded
tract, sloping abruptly to the shore. Of the native woods, pine
prevails, but there are also large elm, oak and chestnut trees. Most
of the area has been left wild, but walks and rambles, with rustic
bridges, and shelters, have been provided. The park is on the
head of an inlet and the shore line is protected by a curved wall, as
shown in the illustration.

On the height is a large casino, open summer and winter, over-
looking the water, with broad piazzas, dining-room, concert-hall,
parlors and reception rooms. Here a specialty is made of shore
dinners but the menu embraces almost all the items found in a

Sei'T. is, 1900.]

STREET RAILWAY REVIEW.

49.^

casino bill of fare. There is also an open air auditorium, with
rustic seats, on the sloping hillside, and a stage, having a flaring
sounding-board towards the audience. Here concerts and vaude-
ville plays are offered each afternoon and evening, the concerts dur-
ing the present season being given by the Fadette Orchestra, of 18
women.

Adjoining the auditorium, on a circular bit of level ground at the
foot of the blulT, is located a very line electric fountain, Fig. 17,
which plays with beautiful effects every evening during the inter-
vals of the entertainment. This fountain was installed by the
Chase-Shawniut Electric Co., of Boston, and is so designed and
provided with a<ljustable nozzles and sprays that a wider range of
effect is produced than is usually found in fountains of this char-
acter. The fountain reflects great credit ujjon the designer and
makers. The water pressure is obtained by means of a rotary
pump, operated by an electric motor, in a small building near the
neighboring spring. The color screens are shifted, and the valves
operated by altcndants in a chamber beneath the founlain, a water-
proof covering being provided.

A boating pier and pavilion are leased to (he owners of a steam
yacht and pleasure boats, and for a moderate sum visitors can
take a sail on the bay, or visit the neighboring islands. Among
other improvements are rustic stairs, leading from the water up the
bank in different directions, some to Japanese houses and various
shelters, and others to the casino. The park takes its name from
Underwood Spring, a boiling spring of abundant pure water, which
ppurs out under the bluff to the right of the auditorium. This is
said to be the purest spring water that has ever been found in the
country, and it is bottled in great quantitites and shipped to all
neighboring cities. Below the auditorium, near the shore, the bot-
tling establishment is located, and here the water is not only bot-
tled in its pure state, but great quantities of ginger ale, soda water
and root beer are also made.

All about the casino are beds of choice flowers, which add greatly
to the attractive features, and scattered about under the trees are

FH;. 16 - INllKK-WOOD Sl'KINC. I'A K K IKOM TllK WATKK.

lawn swings of tlie Fairfield type. Arc and incandescent lamps are
profusely distributed, so that the scene in the vicinity of the audi-
torium at night is a brilliant one. The street railway tracks loop
through the grounds and all the cars, from both directions, enter
the park. The patronage during the present season has been very
liberal, both from Portland, Yarmouth and the neighboring islands.
In busy hours 20 cars are operated at one time, and on pleasant
evenings, or when there is any special park attraction, as many as
3,000 people are transported in a single evening. The charge from
either terminal to the park is 10 cents. This entitles the passenger
to free admission to the auditorium and all the park attractions.
Tlie road is a single track line, but the turnouts arc 300 ft. in
length, so that although the headway of the cars in summer is IS
minutes, by running a number of cars together per trip, the heavy
park traffic is readily handled without delay, there being sutlicient
room on the turnouts for all the cars in the group. No signals are
used at the turnouts, but at each one and also at the drawbridges

there is a telephone, so that the movements of the cars can be
safely directed. Most of the telephones were supplied by the Couch
& Scely Co., of Boston. A few of the National company's tele-
phones arc also used. The line is built with so-lb., 6o-ft. T-rails,
with ground throw spring switches at the turnouts. The surface
is undulating throughout the entire route, and there are some very

FIC. 17 EI.F.CTKIC FOlNT.\I.\.

steep grades, one said to be about 14 per cent. In addition to the
local traffic, the cars carry a great many Sunday school and other
excursion parties, which come in from neighboring towns and vil-
lages, and for which special low rates are made to the park. So
successful has the road been that the steamers from Portland, which
formerly touched at two or three points along the route, have
ceased to make landings, as the people prefer the cars. The through
trip requires 65 minutes, while the park is reached from Portland in
35 minutes. The trolley wire is No. 0, and the feed wire is No. 0000;
there are two feeders on the entire Portland and on the Yarmouth
end, two for about two miles from the power house, and one over
the rest of the route.

The power house is located on the shore of the bay, not far from
Underwood Spring, so that it is near the middle of the line; the
building is an eighth of a mile from the track, and is a plain.

FIG. IS—Kf.lTIC BKIIH'.E. INDKRWOoD .m'kIN<..

wooden structure, shut in by trees and woods. The coal is deliv-
ered by barges and unloaded on the shore. The boiler equipment
of the station consists of 400-h. p., Babcock & Wilcox water tube
boilers.

A 400-h. p. Westinghouse compound engine, direct connected to
a 2S0-kw. Westinghouse generator, and two tandem compound

4^)4

STREET RAILWAY REVIEW.

IV,

X. No. 9.

Mcintosh & Seymour engines, of 250 and 200-h. p., respectively,
each driving by belt a i5o-k\v. Westinghouse generator, constitute
the engine and power equipment. The direct connected unit is
operated alone or in parallel with one of the belt-driven units, the
other belt-driven unit being kept idle for use in emergency. A
loo-kw. generator, driven by belt from the direct connected unit,
supplies the lights for the railway park. The feed water is obtained
from a neiRhboring brook.

ROLI.IXr, STOrK.

The car equipment incliKles 4 di)ul)lc irnck open cars, 12 single
truck open cars, 6 single truck closed cars, 2 double truck closed
cars, I express car and 3 snow plows. All but 3 of the 24 passenger
cars were built by the J. G. l^rill Co The 8-whecl open cars are

FIO. 19— COUCH & .SREI,V TEI.KPHOXE.

extra wide, with a seating capacity for 84 persons; each is equipped
with air brakes with axle-driven compressors, and the new type of
platform valves. In winter three snow plows are used, one of the
rotary type, made by the Peckham Truck Co., and two of the Taun-
ton type. The express car makes two trips daily in each direction
between Portland and Yarmouth. The express business is con-
ducted by a local express company, and the car is usually heavily
loaded.

The closed cars are provided with vestibules; the 4-wheel cars
seat 32 persons, and the 8-wheel cars seat 44 persons. The large
open cars each have two G. E. 57 motors; all other cars have two
G. E. 1,000 motors. All the cars are equipped with trijile fare
registers made by the New Haven Car Register Co.

The road is popular with all the regular patrons and tourists, the
visitors especially being loud in their praise of the management and
the politeness of the employes. From every appearance the road
is a paying one, and the officers are to be congratulated.

NOVEL FORM OF TICKET.

By the courtesy of Mr. H. E. Chubbuck, manager of the Quincy
Horse Railway & Carrying Co., Quincy, 111., which, notwithstand-
ing its name, operates an electric road, we have received samples

|iiiiMj^)9pi)5

Good
OS Hi
Ponci !d it

SPKCI.^I, ROUNn TRIP TICKET.

of a very novel and interesting form of round trip ticket with
which the company is experimenting. The ticket is designed for
the use of pleasure riders; it is sold for 10 cents, and permits the
passenger to make a complete round trip, leaving the car at the
same point he boarded it.

The original is 2 x 4 in. printed in black, with the figures i, 2
and 3 (shown in outline in our reproduction) printed in solid red.
It is divided into three parts by perforations, indicated by the
dotted lines, each coupon having a serial number to correspond
to the body of the ticket. The words "Date," "Month," "Hours"
and "Min." are also printed in red over the proper figures, but are
lint shown in an engraving. The numbers i to 31 at the bottom
of the form are for the day of the month; those from i lo 12
at ihc right end for the month; those from i to 12 and from 5 to
55 at the top for the hour and minute.

The left hand coupon is good for transportation from the
point of boarding the car to one terminus; the next coupon
carries the passenger to the other terminus, and the body of the
ticket is good for the return to starting point. Doubtless a
passenger may continue past his proper stopping place, but even
if he does the company loses nothing, because when he returns an
additional fare is collected.

Mr. Chubbuck states the scheme is meeting witli some consid-
erable success.

* » »

NEW INDIANA ROAD OPENED.

On September ist the first car was run over the new 16-mile in-
terurban line from Terre Haute to Brazil, Ind., carrying a party
of city officials and other guests. The car left Brazil at 8:30 p. m.,
and returned at 11:30; the first car from Terre Haute made its trip
the following day. The line is to be divided into four sections, on
each of which a 5-cent fare is charged; the division points between
sections are difTerent for each direction, being arranged to give
patrons a satisfactory service, and at the same time provide rules
easily followed by the trainmen. The sections are as follows;
First from any terminus in Terre Haute to the east side of the golf
links; second, from the golf links to the east side of Seeleyville;
third, from Seeleyville to the east side of Williamstown, and
fourth, from Williamstown to any terminal in Brazil. Westward
the sections end on the west side of Williamstown, Seeleyville and
the golf links. Transfers are issued from any terminal line in
Terre Haute or Brazil, whicli are accepted on the first section of
the interurban line.

EXPRESS SERVICE BETWEEN DAYTON AND
CINCINNATI.

Mr. Warren Blicknell, auditor of the Southern Ohio Traction
Co., advises us as follows concerning' the company's plans for an
express service between Cincinnati and Dayton.

For the three years preceding Sept. i, igoo, the Wells, Fargo
& Co. Express had a contract with the Cincinnati & Miami Valley
Traction Co., one of the constituent companies of the Southern
Ohio Traction Co., for the carrying of express matter over its
line between Dayton and Hamilton. At the expiration of this
contract the Southern Ohio undertook to operate its own express
business over the entire line from Dayton to Cincinnati, and has
been making preparations since September ist to carry on this
business. It is intended to make two round trips a day between
Dayton and Cincinnati a distance of 52 miles. There will be offices
in each one of the following towns through which the road runs:
Dayton, West Carrolltown, Miamisburg, Franklin, Middletown,
Trenton, Overpeck, Hamilton, Mt. Healthy, College Hill, Cincin-
nati. As soon as the business shall justify it, another car will be
l)ut on so that four round trips a day between these points can be
made. The company has taken two of its regular passenger
coaches, removed the seats, put in center doors and rebuilt them
as much as seemed necessary for the carrying of express matter.
The rates are about midway between the rates of the steam road
express companies and the freight rates. The method of handling
the business is identical with that of the express company.

MUST NOT GAMBLE.

The Citizens' Street Railway Co., of Detroit, docs not approve of
its employes playing the races, and has recently posted a bulletin
reminding the boys that there is a rule to that effect. The men
take the regulation in good part, and especially those who do not
care to bet on horses agree that it is a good thing.

Sl-I'T. 15, IIJOO, ]

STREET RAILWAY REVIEW.

4')5

ADVERTISING A STREET RAILWAY.

IIV III'.NKV r,. IIKACH.

Mr. IU>ach i.. ;i iiirmluM (»l I'rcBidciit Roacirt* st;iff .mil .hiitni^ ihr '.iiiniiH-r li.i-.
h;ul cliartfi' of I lit* a<l viM'tlHlii|f cai>ii):iii.'ri of tlif (-(iin|Kiny wliii-li )h Ii«tc dcMcrlbril
itiNo iiilercHtintjf a inaiiiicr. Kt\.

I'A'cry (lay since the middle of June when I'rcsidenl J. M, Koach
iif the Chicago Union Traction Co, conceived the idea that the
street ear business was worth advertising there h.is a|)peared in
llie daily papers of this city an invitation to the public to patron-
ize (he trolley ears in operation on ihe different lines of that sys-
tem. These invitations have been more or less extensive and
have been addressed more particularly to pleasure riders; to those
who wished a more thorough knowledge of the city and its
suburbs, and to those whose health would probably be benefited by
a large indulKcnoe in fresh air in the parks or country groves.

The stin-y has been one of while lo go and how to get there
on the trolley c.ir, and all the popular resents within reach of the
electric cars have frecpiently been mentioneil. But a few days
remain before the advent of cold weather, when this advertising
campaign for the season of 1900 will have ended and the trolley
car literature be stored away along with the oi)en cars, to be re-
lettered and varnished and injected with new ideas for (he time
when warm weather will come again. Kor the .season of igoo the
verdict is: "It has been well worth all it cost."

When Mr. Roach gave the advertising order, in a way peculiar
to himself, "Do it, and do it right." there was nothing of the
kind in sight by wdiich one could set his compass and map out
a course. It was simply a case of turning on the controller and
Irnsling to luck to lake the right curves ancl turn the right switch

points in the untried field of street
ear newsi)aper advertising. The
business managers of the big
dailies had seen nothing of the
kind and their "ad" writers did
nut have the necessary special
knowleilge of tile street railway
business. There was nothing to
do but trust to Providence and
do the best possible under the
circumstances. .'\ good sketch
artist from the staff of a morn-
ing paper was engaged to make
a drawing of a trolley car, with
passengers and surroundings true
to life, and then came the strug-
gle to prepare the reading mat-
ter. Hy accident, rather than de-
sign, the first trial brought out the heading "Outings For a
Dime," and all the way through the matter there was an odd
refrain ending in the words. "On the Trolley Car." Revisions
sufticient to accent these two lines were made and the copy tnrneil
over to a friendly expert printer.

This advertisement appeared, four columns wide and 10 in.
deep, in the .Sunday morning papers, of June 24th. .A.s a "con-
stant reminder" single column "ads," 3 in. long, were started
the following day, each one having the same trolley car refrain,
giving a description of a short ride; telling of the things to be
seen, where the cars started, time for the trips and the cost.
These were changed daily, and appeared in chapters. Over seventy
dilTerent rides have been outlined in this series.

From the first this advertising was a pleasing success. It made
a "hit." It was called novel and unique. .\ new advertising
field, willi large possibilities, had been created by President Roach's
idea that he had street car rides to sell and that more people would
buy these rides if they knew more about the Union Traction
system and the interesting parts of town reached by his trolley cars.
-Ml the advertising journals of the country welcomed and com-
plimented the new arrival in the field of newspaper advertising,
and paid more attention to il than to anything else in that line
during the year. The invitations to ride on the trolley car were
read and new faces began to appear on the park and suburban
lines. The information was just what everyone had been looking
for but didn't know how to procure without loss of time and
.1 great deal of trouble.
The summer campaign was carried out along this line — each Sun-

HKNKV I,, HK.\CH.

day a large announcement and each week day a new chapter giving
a different trip. Illustrations were confined to actual scenes easily
recognized by anyone riding on the cars shown. The old recog-
ni/i'd style of advertising was suppressed as (ar as possible and
the name of the Union Traction Co. appeared only inciflenlally for
Ihe benefit of tht»se wishing more particular information. In the
small daily "chapters" the company was not mentioned and many
people believed the |)apers were giving out the information them-
selves for Ihe benefit of their readers. ( Four "chapters" were rc-
liroduced on page 40J of our issue for July last.)

Much labor was reipiired to keep something fresh in the "daily
ri minder." Twenty ililferent rides seemed al first lo cover the sys-
tem thoroughly, but somehow "Chapter I. XX" has been reached
and there have been few duplications and no unsatisfactory rides.
The columns of the daily papers have been watched closely and
news happenings have been used where applicable. For instance,
W. J. Bryan's son came to town, visited Lincoln Park, rode the ele-
phant and had a great time. Of course the papers mentioned it
and a few days later Young Bryan came in handy as a chapter
in the trolley car "serial." It was rather tiresome to the elephant
but he got over it, and there was good street car travel on the
part of young .\mericans who went to the park to ride that same
elephant. Many persons have preserved the small announcements
for future use. A large number of requests for the series in book
frjrm have been received. .As a rule, the city man is acquainted
with but that part of town in which he lives, and does not think
about the rest. When his attention is called to the attractions else-
where he is likely to visit them. Several have written that they
have taken all the rides advertised.

For the special occasion of the G. A. R. convention the general
plan of the Sunday advertising was slightly changed to meet the

SEE CHICAGO FOR A DIME

On U/>e Trolley Ca^r

^ ^ All tS/ye Popular Resorts and
Points 0/ Iriterest within Ea-sy
R.ea.ch of 5/>e G. A. R. Guests ~-«
ON B/x- TROLLEY CAR.

ON EM> TROLLEY CAR*

ON THE TROLLEY CAK

needs of the visitor, the "outings" feature being suppressed. The
space occupied was five columns wide and sixteen inches deep. .\s
will be seen in the reduction of the ad for .\ugust 26th. herewith
reproduced, the latest style of car in service, filled with G. .\. R.
men, is shown with the Ferris Wheel in the background. Of course
every visitor recognized the wheel and thus the picture had a
familiar look. In the lower comer was a drawing of the grand
review of soldiers at Washington in 1865 at the close of the Civil
War. Both pictures were used to bring out the idea of the great

496

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

changes which have taken place and showing the veteran of today
how he appeared 35 years ago. Both drawings were reproduc-
tions of pictures taken at the time. The reading matter will give
an idea of the construction of previous Sunday advertisements.

The general effects of the summer's work have been good. While
there is no way of estimating the returns directly due to this adver-
tising, it is believed that the pleasure riding for the season was
materially increased and that the returns were greater than the
outlay. These returns are largely cumulative as the information
given to one person soon finds its way to others, and is effective
next year as well as this. Again, many have become familiar with
places where they may find cheap land for building purposes, and
thus a family is established which will be a constant source of
revenue.

There has also been a marked change in the temper of the
people who ride on the cars. Heretofore the street car companies,
justly or unjustly, have appeared in the light of monopolists indif-
ferent to tlie wishes of the public, and not caring whether they
patronized the cars or not. Mr. Roach's advertising campaign has
changed this for the Union Traction system so that now the public
is receiving a polite invitation to use the cars of the company
with the assurance of courteous treatment and the best the system
affords. There has been a radical change in the general "atmos-
phere" surrounding the position occupied before the public by
the company in the last few months and much of it may be traced
directly to the spirit which invites rather than simply tolerates.

The pleasure riding business of the city runs into the thousands
of dollars on Sundays during the summer months. The difference
between a wet, disagreeable Sunday and one of pleasant weather
and sunshine is often as high as $20,000. That this business is
worth catering to seems hardly to admit of argument and when
it comes to reaching into the homes to get the people out and
into the cars there seems to be no question as to the value of the
daily paper. It might be said that "they come high but we must
have them."

TORNADO AT SHEBOYGAN, WIS.

GERMAN DELIVERY OF GOODS BY STREET
CARS.

The United States consul at Coburg, Germany, sends the State
Department a brief account of the methods of hauling freight over
the street railway lines in Gera, Frost and Spronberg. These are
not large places, but industrially very active, especially in textiles.
The power used on the tramways is electricity or steam; the goods
are transferred at the station into smaller trucks, or the railway
cars are taken over the town lines. At Frost, there are three morn-
ing and three afternoon deliveries. At Gera, perambulator cars,
with flangeless wheels apart from guide wheels, have been tried with
indifferent success. All these plants have been worked with a profit
lor several years, and though people have grumbled, the utilization
of tramways for the goods traffic has points which can not be dis-
missed without due consideration.

DOUBLE TRUCK CARS FOR CHICAGO CITY.

The Chicago City Railway Co. has decided to put in service five
double truck cars with center aisles and cross seats, seating 52
persons each. They will have window sash which drop down into
the car side giving practically an open car.

It is the intention of the management to experijiient with these
cars and determine whether the company's patrons approve of
them. Capt. McCuUoch has a number of bids under considera-
tion but the contract has not been let as yet.

SAFES INSTEAD OF RECEIVERS.

The Consolidated Traction Co., of Pittsburg, has decided to dis-
pense with receivers at its car houses and substitute safes in which
the men will make their deposits, the money being tied up in canvas
bags and placed in the safe through an opening arranged some-
what as are the later type of postal letters boxes. A car will make
a trip to the barns and take the receipts to the office. The advan-
tage of the system is that but one counting and checking will be
necessary and thus a smaller force can handle the work.

.•\ugust 20th a severe storm passed over Sheboygan, Wis., doing
much damage to property. The Sheboygan Light, Power & Rail-
way Co. suffered, but not as badly as stated in the press reports.
Mr. F. I. Saemann, treasurer of the company, writes us that one
of the car barns was blown down and the other partly unroofed; an
iron smoke stack at the power house was blown down and in fall-

POWKK HOUSK .^FTEH THE STORM.

ing struck the pule and wires leading from the station. In addi-
tion to this only eight poles were broken and some wire torn down.
A few trail cars were injured when the car barn fell. As a portion
of the old material of the wrecked car barn can be used for re-
building the total loss will probably not exceed $1,300. Loss of
revenue because of interrupted service will increase this figure to
perhaps $2,000.

The company could furnish no service whatever from Monday,

1. 1

1 •

J*siMl

' -tziS2Jj|LI_.,,_-^">:

' -teifi^L^^^^Pl^^^^^^^^^SBB^B

WRECKED CAR HOUSE.

the 20th, at i p. m. until Tuesday evening. Tuesday evening it was

able to supply most of its arc and incandescent lamps and to give

motor service after 6 p. m. On Wednesday the regular light and

(jower service was restored and on Thursday the street cars were

again started.

■ m * w

SEIZED FOR TAXES.

The Ossining Electric Railway Co., of Sing Sing, N. Y., during
the last five years has shown deficits of from $3 to $12,000, the aggre-
gate being $27,745, and naturally has little money to pay taxes.
Last month the tax collector for the town levied upon the com-
pany's plant and stopped the operation of the road. The cars were
compelled to stop just where they happened to be and the pas-
sengers put off. The seizure took place just as the Methodist camp
meeting was ready to open and was really an effort to spoil the
only two weeks' good business of the year.

Ski't. is, lyooJ

STREET RAILWAY REVIEW.

497

QUALITY OF EMPLOYES.

ANOTHER FAKE ACCIDENT WORKER.

President Vrcclainl, of tlic Metropolitan .Struct Railway Co., of
New York City, recently said in discussing, with a party ot railroad
men, the operation of his road: "A very iniporlant factor in the
operation of a railroad is the quality of the men. When I came
here there were only 50 men employed in running the cars who
had been in the employ of the road during the preceding fire years.
Now there arc 2,200 men who have been in the employ of the road
during the past five years. Our object is to get men who will
learn the business and stay with us. We don't want a man who
only takes a job as niotorman or conductor until he can get sonic-
thing else. We don't want men who simply make a convenience
of us. There isn't today on this road a starter, car inspector, sec-
tion foreman or superintendent who hasn't worked up from a posi-
tion of motorman, driver or conductor. This has a great efTect
on the men. Every once in a while a young fellow comes to me
who has been around trying to get a job in some store or ofTicc.
and can't find anything that will pay more than $6 a week. Well,
I send him around to be examined, and if he is fit I give him a
job. He has chums, perhaps, who are earning $7 a week in oiViccs,
and they laugh at him. But he is earning $15 a week, and can
afTord to be laughed at. Besides, his job is sure, and is good rain
or shine. And he knows that when his turn comes, if he is effi-
cient, he will be promoted. You should notice the number of men
with stripes on their sleeves. They wear a blue stripe for every
year they have been in the service up to five years. Those who
have been in the employ of the road five years or more we4r a
gold stripe. All this shows in the operation of the road.

"The same thing is true of the construction force. We take young
men into that — fellows who, because of insufficient education, have
been able to earn only chance laborers' wages. In this work they
get $i.fx) a day, and learn a mechanical trade in which they can
find employment anywhere in the country. And they also can look
for promotion."

*—-*■

BROOKLYN RAPID TRANSIT REPORT.

On August i8th the Brooklyn Rapid Transit Co. issued a pre-
liminary statement of the business for the year ending June 30,
1900, showing receipts and expenses and the changes when com-
pared with the preceding year, as follows:

1900. Increase.

Passengers $11,206,716 $412,732

Freight, mail and express 61,305 24.514

Advertising 108,783 *704

Rents 167,253 26,442

Other miscellaneous incomes 224,493 *io,467

Totals' $11,768,550 $452,517

Maintenance of way $415,729 $ 40,782

Maintenance of equipment 882,183 *iot,o33

Operation of power plant 964,665 15,916

Operation of cars 3.551,4/6 ''41,891

General expenses 494,530 *87,645

Damages 797.790 58,953

Taxes 736.721 100,086

Net fixed charges 3,398,684 *26i,304

Totals $11,241,778 *$276,i36

Surplus $526,772 $728,653

Surplus June 30, 1899 96,654 ....

Total surplus, June 30, 1900 $623,426

"■Decrease.

The operations oi the Kings County Elevated for the months of
June, July and August are not here included, the company having
been operated independently during that period.

The Quincy {U\.) Horse Railway & Carrying Co., whose line
is operated by electricity, is now building an extension of 2^< miles
into the southern part of the city to give better access to the fac-
tory district. The track will be laid with 6o-lb. T-rails in 60-ft.
lengths.

I'KANK I.IKHI,.\.N(;.

A man giving his name as Frank Eieblang is now under arrest
at Detroit on the charge of defrauding the Detroit Citizens' Street

Railway Co. by means of a fake
accident. Licblang is 43 years of
age, a moldcr, and makes his
home in Cleveland. The facts ot
the case arc as follows: On Au-
gust 27lh J. A. Hosman fell from
a car, feigned injuries, and was
removed to a hospital, where the
doctors made an examination and
,cV said his spine was injured. Licb-

^ ^^^^^ lang, as Ilosman's friend and rcp-

^ ^^^^^H resentativc, then effected a scltlc-

^^^^^H ment with the company for $200,

^^PvVi °' w''<<^'i I'c g3^'<^ $95 t'^ Hosmaa

^^Ejfl^L As soon as he received the money

^^^^^^^ Hosman got out of bed and Licb-

lang was arrested, Hosman
charging that the accident was a
fiaud and had been planne<l by Lieblang.

Frank Lieblang, whose portrait we have received by courtcsj
(if John Martin, superintendent of police, Detroit, is described as
follows: Age, 43 years ; height, 5 ft. 6% in.; weight, 170 lb.; Ger-
man; stout build; hair, dark chestnut mixed with gray; mustache;
eyes, slate blue; nose, prominent; marks, wreath, "Good Luck"
in German above, crossed hammers, "F. L." in wreath, and clasped
liands on left forearm; also, man holding flask, with "Good Luck"
above, and "A Strange Moldcr" in German below, on right arm.

Last fall Lieblang secured a verdict for $5,500 from the city
ot Cleveland for injuries alleged to have been received by falling
in a manhole, and opened a summer garden. He had also effected
some private settlements with the claim department of the Cleve-
land Electric Railway Co., and the company becoming suspicious
by reason of the number of his claims detailed one oi its detec-
tive force, J. A. Hosman, to investigate the matter. Hosman se-
cured employment as a bartender in Li»:blang's garden and thus
describes what followed:

"I was waiting for my chance and when he had a quarrel with
his wife I suggested that he start some legitimate work and travel,
for he had told me of his accident business. Then he had circulars
printed, making him appear as patentee and manufacturer of a
portable summer screen house. We started out and went east.
He had me fall from several cars and in New York I fell three
times. The motormen, though, seemed to pay no attention to us
and kept on going. So our scheme did not work.

"We were all through the cast and at Paterson, N. J., Lieblang,
who is an anarchist, donated a sum ot money to the fund being
raised by the anarchists there. He always spent money freely when
he had it and treated me good. But we did not have a successful
accident.

"He had all kinds of books in his valise, and experimented on
me with belladonna. He put it in my eyes to make it appear that
I was suffering from concussion of the brain. I fcoled even the
company's doctors with it in Cleveland, and I guess the company's
doctor here (Detroit) and the hospital physicians think now that
I fooled them, too. I did sprain my wrist, though, in this Detroit
fall, but when they said my spine was hurt, I could hardly keep
from bursting out laughing."

There is some doubt concerning Lieblang's real name. Among
his papers were found naturalization papers in two names, Frank
Lieblang and Charles J. Betiet, both taken out in Cleveland, the
former in 1893, and the latter in 1891. He had also papers on
him showing that in 1895 he was discharged under the name of
John Bedeit from the United States naval seriice. Whether these
are his own papers or whether they came into his possession in
some manner is unknown.

The Cleveland authorities assert that, while in the German army
Lieblang shot an oflicer and was sent to an insane asylum, from
where he escaped and came to this country.

It is also alleged that he posed as a union man during the Cleve-
land molders" strike and secretly made contracts with a number
of firms for the importation of non-union men.

498

STREET RAILWAY REVIEW.

[Vol. X, No. g.

A WW W WWWWW W W W W WWV^W V» WW wv» >

I CORRESPONDENCE I

€ WW WW WW W W WW W WW'WW WW WW wwv

HOME MADE CROSSING.

Portsmouth, O., Sept. 6, 1900.

Editor "Review": Believing that the matter may be of interest
to your readers we send you a pliotograph of a double track cross-
ing over four steam railroad tracks. This crossing was built com-
plete in our own shops and without employing any additional
skilled labor.

The running rails of the steam railroad, the easing rails on the
outside of their regular running rails and the guard rails on the in-
side are all continuous from one side of the crossing to the other.
The knees at the intersection of the steam railroad tracks are of es-
pecially heavy forged steel held securely by l-in. bolts besides being
reenforced with a 5-8-in. plate 4 ft. square under each rail crossing
and securely riveted thereto. The street car tracks have guard
rails on both sides throughout the crossing. The steam railroad
tracks are each made of a different section of rail to correspond
with the section in use by the road in question. The crossing is on
a skew, and no two of the steam railroads have the same gage for
their tracks, the gage varying from 4 ft. 8'i in. to 4 ft. 9 in.; the
roads also require a diflfcrcnt spacing of tlie guard rails from the
running rails.

This crossing has been in use now for (« days and is spoRen
of very highly by officials of all the railroads using it and espe-
cially by the patrons of the street railroad. The cars cross with
sufficient momentum to carry them over the crossing in the event
of any accident to trolley, power circuit or controllers. This
crossing is used by over 100 steam trains every 24 hours and by
the street railway with a train each way every 15 minutes. The
large brick building in the background is the power station.

We feel considerable satisfaction in the fact that the crossing
was made and hauled to the place and fitted so perfectly that
the street railway traffic w'as only interrupted about nine hours,
the first car crossing at 4:05 p. ni.. the last car having passed over
the old crossing at 7 a. ni.

Last fall when we laid the cUiulile track on this street we laid
the high T-rail to within a uniform distance of 5 ft. of the steam
railroad tracks, thinking this would be a convenient length for
the arms for the new crossing, but when we came to make the
survey for the crossing we discovered that the distance of our
heavy rails varied from 4 ft. 11 in. to 5 ft. from the railroad

the street car tracks. In securing the angle at which the street
railroad crossed the steam railroad we stretched two fine steel
wires, one parallel with the gage line of the street railroad track
and the other parallel with the gage line of one of the steam
railroad tracks, and made a wooden frame of seasoned white pine
w'ith arms 10 ft. long securely braced. We used this pattern in
laying out all the crossings and also used the pole for all meas-
urements so that when the crossing came on the ground there
was nothing to do but put it in place and put in the bolts, except-
ing the cutting of tlie connections in the steam railroad tracks.
Yours truly, S. P. BAIRD.

Asso. Metii. .\iii. Soc. C. E., Supl. Portsinnutli Street Kailroad, Litrlit & Power
Co.

NEW YORK STREET CAR BRAKE TEST.

Editor "Review ': I have read with much interest your criticism
of the brake test in Xew York State, and think it is well-timed
:ind to the point. 1 atii satisfied that the commissioners desired a
lair test, but, as this was the first public test of its kind, there
are several details which might have been improved upon. It is a
fact that none of the contestants were allowed to put their cars
into service prior to the test, and we all labored under this great
disadvantage. I was told that I would be allowed two days' serv-
ice before the test was to take place, but, when the time came for
the service test, the engineer was imable to get the permit to allow
our car to go on the road, and we practically had never had an
npportunity to run the car except in the limited space in the barn.
This was particularly hard on our company. Wc did the best
we could under the circumstances, knowing that we could have
made a much better showing if we had been able to have used our
car for a couple of days prior to the test. In our opinion, the test
amounts to very little, we believing that the best way for a street
car company to test the merits of a brake is to take it and use it,
giving it regular daily service, and in this way only can the value
of any braking device be accurately determined. Yours truly,

A CONTESTANT.

CHILDREN'S FARES.

HOMK-M.^DK CHOSSING .\T fORTSMOITH. O.

rails, this being caused, we think, by the expansion and con-
traction of the rails during the winter; this complicated the con-
struction of the crossing somewhat. In making the survey we
had a long pole constructed in sections so as to be readily sep-
arated and laid that down on the ground marking all the gage
lines of the steam railroad tracks and of the abutting rail ends of

Macon, Ga., Sept. 5', 1900.
Editor "Review": In reiily to your request for confirmation of
the report that this company had decided to charge fare for three-
year old children in order to prevent nurse girls taking with them,
when riding on the street cars, other children besides those prop-
erly in their care, I beg to say that the
report is incorrect. Such a statement

was printed in one of our local papers

luit I have no idea where the reporter
got his information, as no such orders
liave been issued. It lias always been the
rule with this company, as is customary
elsewhere, to charge for children over
four years of age, but I never heard of
a street railway company exacting fare
lor a three-year old child. On the con-
trary, I have always pursued a very lib-
eral policy towards nurses with children
and instructed my conductors not to be
loo exacting with them, as this class of
riding is generally done at a time of
day when other travel is light. And if
we undertake to draw the line too close-
ly, it is my opinion that we will lose
miu-e money by parents failing to send
the children and nurses than we would
gain by strictly enforcing the four-year
old rule. In other words a mother may '
tind it convenient to spend 10
cents a day to send her luirse and two or three children out for a
ride, where she would not send them once a week, if the cost were
20 cents a day. Taking this view of the matter I always adopt a
liberal policv towards this class of riiling. >'ciurs truly.

E. E. WINTERS.
Supt. Macon Consolidated St. R. R. Co.

Ski'T. 15. I'W). I

STREET RAILWAY REVIEW.

499

Polyphase Electric Traction/

IIV rRor. C. A. CARUS-WILSON, LONDON.

THE I'OLYI'IIASE SYSTEM.

The factors which determine wliere electricity may be substituted
for steam on existing railways with the greatest advantage arc too
numerous to permit of ade<iuatc discussion in a single paper. The
author therefore proposes to draw attention to some features of
the polyphase system bearing on this question, particularly those
relating to punctuality and frequency of train service.

With steam traction it is necessary to make tip trains of consid-
erable length in order to incet expenses, hence where the traffic
is small the train interval is large. This is felt most on cross-
country lines, where the long intervals between trains is generally
a cause 01 much inconvenience, not only on account of the poor
service it alTords between adjacent towns, but also because of the

difficulty of handling temporary increases in the traffic at the sta-
tions, but also by the influence of such increase on the actual
running spefd of the trains, particularly on lines where the grades
are at all considerable. The same difficulties have to be met in
an electric railway, and the problem of maintaining a uniform speed
under varying load thus becomes one of great importance.

The continuous-current motor, as generally used for electric rail-
way work, shows a large reduction in speed at heavy loads. Thus
in Fig. 8 it is seen that when running light with a 16-ton car the
speed is 24 miles per hour, and when hauling seven 16-ton trailers
the speed is 15 miles per hour. Where such motors arc used, it has
become the practice to meet temporary increases in the traffic by
adding motor cars each capable of handling its own load. Thus
on the South Side Elevated R. R., Chicago, the trains are made

STEAM RAILWAY LINES

HlQH TENSION lt.,000 VOLT LINES

TRANSFORMER STATIONS

rm. l^l'I.AX OF BURCDOHK-THUN HAII.W.W.

great difficulty of making connections at main-line stations. With
electric traction, on the other hand, experience has shown that
single independent motor-cars, carrying, say, 40 passengers, can
be run economically at frequent intervals; so that a line which.
when worked by steam, has, say, a train interval of two hours,
when worked by electricity might have trains every half hour.
Where cross-country lines, by which stations on the different main
lines are linked together, are equipped electrically, they can be pro-
vided with a train service many-fold more frequent than with steam
traction, and greatly increased traveling facilities could. be offered
to the public.

The breaking up of the traffic into small units, rendered possible
by the substitution of electricity for steam, besides greatly facili-
tating cross-country travel, has a marked influence on the punctu-
ality of the train service. The more continuous and uniform move-

up of motor cars weighing 19 tons, each driven by two 52-h. p.
motors, the number of cars depending on the traffic, and varying
from time to time during the day. The expense of working the
separate motors on each car may be reduced by devices such as
Mr. Sprague's multiple-unir system, by which one motorman con-
trols all the motors in a train by a single controller. Such sys-
tems, however, involve complications in the controlling arrange-
ments, and large first cost in equipping each car.

In the alternating-current polyphase system the motors run at a
practically uniform speed entirely independent of load or grade.
Fig. 8 contrasts the action of continuous current and polyphase
motors under conditions of varying loads and grades. Thus a
railway equipped with polyphase motors can carry a temporary in-
crease of traffic without influencing in any appreciable degree the
scheduled speed, the only exception to this statement being that

FIG. 2 — PROFILE OF LINE.

ment of the traffic enables the employes of the line to be more
uniformly occupied. The infrequent arrival of long trains, with
large numbers of passengers and corresponding quantities of lug-
gage, gives place to more frequent arrivals of single cars, thus
enabling the existing staff to handle the traflic with greater
promptitude and facility. The more frequent service thus is a more
punctual service, since the strain on the staff in keeping the trains
running to time is more evenly distributed over the hours of the
day, and the work involved in getting each train off is diminished
in proportion as the train interval is reduced. The advantage of
the new system is most apparent when temporary increases in the
trafiic have to be handled, as it is on such occasions that the staff
is most severely taxed.
The punctuality of a steam railway is affected not only by the

•Abstract of a pajier read Iwfore tlie Institution of Meclianioal Enjfiaeers.

an increase of load affects the time of starting; this will be con-
sidered later on. Experiments have been made of which records
will be given subsequently, showing no appreciable variation of
speed when the load on a motor car was increased from 32 to 68
tons, and 2 per cent fall when a so-ton train ran from a level up
a grade ot I in 40. Hence with the polyphase system a temporary
increase in the traffic can be carried by adding trailers to the motor
cars up to the lull power of the motors, with no complication of
controllers or increase in the working staff, and without any ap-
preciable influence on the speed. The Burgdori-Thun railway in
Switzerland is a cross-country line worked on this system, and pre-
sents so many features of interest illustrating the points which have
here been raised, that the author proposes to describe it in some
detail.

500

STREET RAILWAY REVIEW.

I Vol. X, No. 9.

BURGDORF-TIIf.N RAILWAY.

This line links together three of the main lines radiating from
Berne, namclv. those to Olten. to Lucerne, and to Interlakon. The

l-U;. .•)- K.NTICKIOK Ol- MOTOK C.\K.

first of these is met at Burgdorf. the second at Konolfingen, and
the third at Thun. From Burgdorf to Haslc the line runs side by
side with the main line to Lucerne. At Burgdorf connection is also
made with Solothurn. The distance from Burgdorf to Konolfingen
is 16 miles and from Konolfingen to Thun is 9 miles, making the
whole line 25 miles in length. The line is of normal gage, and car-
ries the ordinary rolling stock of the other Swiss railways to which
it h connected. It is worked entirely by electricity on the polyphase
system, the power house being situated at Spiez, at a distance of
five miles from Thun. A plan of the line is given in Fig. I and a
profile in Fig. 2. From Burgdorf to Thun there arc 11 trains daily,
and 12 from TJiun to Burgdorf. From Thun to Konolfingen there
are 15 trains daily, and 14 from Kolonfingcn to Thun. Each train
generally consists of one motor car and one trailer, together capa-
ble of seating about 100 passengers. Some of the above mentioned
wires of 5 mm. in diameter to the step-down transformers situated

at intervals of two miles along the line between Thun and Burg-
dorf. The current is here transformed down from 16.000 volts to-
750 volts, and carried from thence to the two hard copper trolley
wires, 8 mm. in diameter, and to the rails forming the third wire.
From the trolley wires two sliding contacts convey the current to
the stator of the motors, the third connection being through the
wheels of the carriages. The rotors of the motors are provided
with rheostats and sliding contacts for purposes of control.

A general view of one of these cars is given in Fig. 3. Details of
the construction arc shown in Fig. 5. The main frame is 49 ft. long
and 6 ft. 6,'/2 in. wide. The distance between the center line of the
bogies is 31 ft. The wheelbase is 7 ft. 254 in. The car, when com-
pletely equipped, weighs 71,680 lb. empty, and has seating capacity
for 66 passengers. Each bogie is provided with two motors, geared
to the driving axle of the car. The method of suspension is shown
in I'ig. 7. There are 83 teeth in the spurwheel. and j8 in the

-LOCOMOTIVE.

pinion, giving a gear ratio of 2.y6. The diameter of the drivings
wheel is 40 5-32 in. when new. The trailers used are of lighter con-
struction than the motor cars, and weigh 26.880 lb. Each motor
car is fitted with one of Messrs. Peyer & Favarger's tachygraphs,
for recording automatically the speed of the car.

The motors are of the three-phase type, with eight poles, and
designed to give 64 brake h. p. each when connected to a line
having a tension of 750 volts and a frequency of 40. The speed of

IIG. 3— DETAILS OF CAR.

trains are supplementary trains, running at about 10 minutes head-
way.

F'ig. 9 is a diagram of the electrical connections. The genera-
tors at Spiez generate current at 4,000 volts, which is transformed
to 16,000 volts in the step-up transformers. The current is carried
at this tension from the power house along three overhead copper

synchronism of the motor is 600 r. p. ni., making the speed of
the car 35.5 ft. per second, or 24.2 miles per hour, or 39 kilometers
per hour. The torque curves for these motors, with different rotor
resistances, are given in Fig. 17, showing the resistance per phase
that has to be put in the rotor circuit to obtain any required speed.
The action of the four motors is regulated by either of the two-

Ski't. is. !')"'>

STREET RAILWAY REVIEW.

501

coiitrolkrs. lli:it in llic forward vcslibule bciiiK the one generally
used. The four stators are connected in parallel, while the four
rotors are each connected to fonr rheostats placed under the body
of the car, and electrically independent of one another. The rheo-
stats are worked simultaneously by rods and miter gear from the
controllers. The first motion of the controller connects the stators
to the lint- ,iiid puts the full resistance in the motor circuits. The

STARTING POINT

* — WO RADIUS
B —964' RADIUS

I'lC. h NtAl' <il- ruST LINK.

subsequent motions gradually laku nut llie resistances, leaving the
rotors short circuited.

Automatic speed records taken with the tachygraphs mentioned
are interesting. On leaving Burgdorf a sharp curve and rise of
I in 100 reduces the acceleration, which would otherwise be uni-
form up to full speed, as explained above. In one case the maxi-
mum speed is y) kilometers or 24.2 miles an hour, and is kept prac-
tically constant, the slight variations being caused by irregularities
in the track, and varying curves and grades. On leaving Oberberg
the record shows where the train left the level and passed on to the
grade of l in 14,?, thus making the acceleration curve slightly bent

has in this case led to the adoption of such grades as largely to
nullify the vahi.ible properly of polyphase motors referred to. The
practical effect rjf the grades on the working of the line is that
when the capacity of the train has to be increased beyond that af-
forded by one motor car and one trailer, in order to deal with
a temporary increase in the trafific, a second motor car and trailer
have to be added. The makers of the electrical cfjuipment were
not responsible for this.

From what has been said if might appear that the best results
on a line, such as that from Burgdorf to Thun, would be obtained,
if the track were absolutely level; but this is not the case, since the
motors have to be able to exert an abnormal effort in order to
start the train, and this effort may be utilized in mounting a grade.
Thus the maximum permissible grade depends upon the effort
required to start. The ability of polyphase motors to accelerate,
and their economy in so doing, are thus matters of importance, and
the author has therefore made a number of tests on the Burgdorf
railway with a view to obtaining definite information on these
points. Some of the results will be <|Uotei| here. Allowing 94
per cent as the efficiency of the gearing at full load, the actual
horizontal effort of the motor cars on the Burgdorf railway, at
60 kw. input, is 3,500 lb., from which has to be deducted the axle
and track resistance of the motor car itself; taking this at 15 lb.
per ton of load, for both motor cars and trailers, we find that a
single 32-ton motor car will get up full speed, 24.2 miles per hour,
in 26 seconds. The time observed in the tests was 30 seconds. The
addition of one trailer will increase the time of getting up speed
to 38 seconds. Two trailers should by calculation take 51 sec-

iO JO Ins

FIG. 7 — MOTOR AND SISPENSION.

over; the same thing is shown in otiier places. The first part of
the distance from Biglen to Gross-Hochstetten is an up grade of
I in 40; this is followed by a short level stretch, and then by a
down grade of 1 in 40. The record clearly shows the slight re-
duction in speed, 2 per cent, on climbing the up grade, then the
return to 39 kilometers an hour on the level, and the slight increase
of speed, 2 per cent, on descending the grade of i in 40. On leaving

POLVl

>HASE

5 ^

-Sgvrj^

£i£_^

^2£7ir

ONE 16-rON CAR

'0|

)

(

GRADE PER CENT

POLYPHASE

""^

L.£2!*2w

OOS_

-£

IWIENT

EVELTRAt

onds, the test gave 57; three trailers should take 67 seconds, the
test gave 71. Five trailers would take 106 seconds to get up speed.
The discrepancy between calculation and test is probably due to
the resistance to motion having been taken too small.

In Table I are given the number of trailers which can be drawn
up different grades by one motor car; also the corresponding ac-
celeration with full load on a level, and the difference of time to
starting with maximum load as compared with the motor car only.

TABLE I.— SHOWING TIME LOST IS STARTING CoUnLUtJ .

Time lost io slartinET. I'i^i-.-
,. ,^ , ™. , , . ence between Maxin nm ji. 1

Number of Total Accelera- Minimnni Load.

Grade. 12-Ton Maximnni tion f.p.s. '

Trailers. Weight, per Second one Povitreu

Station. Stat.un:*.

NUMBER OF tti TON CARS

1 in 441..

1 in f>2..
] in lOO
1 in .HIO

Gross-Hochstctten the acceleration curve is markedly increased
when the train gets on to the grade of I in 40.

The grades are excessive, and have an important influence on the
working of the line. The 32-ton motor cars are each equipped, as
explained above, with four 64-h. p. motors. These are able, when
acting together, to drive the motor car itself, and one 12-ton trailer
up the maximum grade of i in 40. If the maximum grade on
the line had not exceeded I per cent, lour more 12-ton trailers,
making five in all, might have been added when occasion required.
Thus, in attempting to reduce the expense of construction by ad-
mitting steep grades, the usefulness of the electrical equipment has
been seriously affected. The general impression that it makes no
difference how steep the grades are on an electrically-driven line

It will be seen that as the maximum grade is reduced the maxi-
mum possible load is increased, but at the expense of a consid-
erable increase in the time lost in starting. Thus five trailers could
be hauled up a grade of I in 100, but 9 minutes would be lost in
starting. This would probably be inadmissible, in view of the ne-
cessity of making connections with the main lines. If 3 minutes
is fixed as the maximum permissible starting delay, a load variation
of three trailers could be dealt with, and this would mean a maxi-
mum grade of i in 62. In general, the maximum permissible start-
ing delay should be fixed first; this determines the number of
trailers, and this again the maximum grade. The fewer the stops
the larger will be the number of trailers, and the smaller will be the
maximum grade.

■^'

502

STREET RAILWAY REVIEW.

[Vol.. X, No. 9.

In considering the application of electricity to existing railroads,
the grades and station intervals are of course fixed. The average
station interval in this country (England) is probably greater than
that on the Burgdorf railway, which is iH miles, and the grades
would not be so steep. If one assumed 3 miles as the average
station interval, and i in 100 as the maximum grade on a line 25
miles long, a motor car with an electrical equipment of 250 h. p.
could haul a maximum of five trailers, or a total weight of 92 tons,
with a time difference of only 5 minutes between minimum and
maximum load.

On the Burgdorf railway the goods traffic is hauled by loco-
motives specially designed for the purpose, Fig. 4, each of

TRANSMISSION LINE 16.000 VOLTS

Ql STATIC TRANSFORMER
4.000 TO teflOO VOLTS

STATIC TRANSFORMER
1^000 TO 750 VOLTS

TROLLEY V»IRES 750 VOLTS

GENERATOR
.000 VOLTS

CON_NECTJpNS fOR EACH MOTOR

I STATOR yy^ ^*^-«4Jv-

I *- ROTOR

FIG. 9 — DUGK.^M OK EI.ECTKIC.4L CONNECTIONS.

300 horse power; these can haul a total maximum train weight
of so tons at full speed up the steepest grade of i in 40. The
locomotive itself weighing nearly 30 tons, leaves only 20 tons for
the weight of the train; hence it has been found necessary to reduce
the speed of the locomotives by gearing, so that they can run at
half speed, and draw loads of 70 tons up the steepest inclines, the
total train weight then being 100 tons. A reference to Table I
shows that if the steepest grade had been i in 100 instead of i in
40, as at present, the same locomotives could either carry a train
of 100 tons at full speed, or a train of 200 tons at half speed. The

made during the intervals between the passing of the regular traffic,
were conducted on a motor car to which trailers could be attached.
The method of conducting a test was as follows: One of the
engineers of the line took charge of the controlling apparatus
and acted as motorman. In the forward vestibule an assistant gave
the time from a stop-watch to an observer who noted the ammeter
reading at each instant. In the rear vestibule a second assistant
gave the time from a stop-watch, while one observer noted the volt-
meter reading, and another took the reading of a speed indicator.
Two men were told off to keep a lookout and announce points
passed on the track, such as grade posts, etc. The speed indicator

30 60 90' 120

FIG. 10— ACCELERATION CURVES, CONTINUOUS CURRENT.

made a continuous automatic record of the speed, which was de-
tached and numbered after each test. The motorman signalled the
start, at the same moment throwing over the controller, so as to
give the motors the maximum current, which was maintained con-
stant as long as possible. The readings of all instruments were
taken at five second intervals from the moment of starting, and one
voltmeter reading was taken immediately before starting. Each
observer recorded his own observations, and filled in those of the
other observers after every test. The car was allowed to proceed
for some distance after full speed had been reached, the current

MOTOR CAR AND THREE TRAILER^

MOTOR CAR AND TWO TRAILERS

MOTO'R CAR ONLV

_f\^^ A

"^ '^^V-

Z X

' " ~" '- •^--v--V

T '^v'

t°

•a

—t ^^-7^

TEST 3 TEST 6 TEST 7

SECONDS
FIG. 11 — ACCELERATION TESTS, POLYPHASE MOTORS.

influence of the existing grades on the carrying power of the loco-
motives has already been found to be a serious drawback. It may,
however, be questioned if it is wise to use locomotives for hauling
goods on such a line, since their use means so large a percentage
of dead weight. The motor cars weigh about the same as the loco-
motives, carry 66 passengers, and can haul 60 tons behind them up a
grade of I in 100. Supposing the average passenger load to be one
motor car and two trailers, making 56 tons, there remains 36 tons
which might be made up by goods. Since there are 12 trains per
day one way, the motor cars have a goods-carrying capacity of 430
tons, or six times that of the existing locomotives. It would seem,
therefore, that there is much to be said in favor of combining goods
and passenger traffic on such a railway.

ACCELERATION TESTS.

In September, 1899, a series of tests were carried out at Konol-
fingen, under the author's direction. The tests, which had to be

was then cut off, the brakes put on, and the car brought to a stand-
still. Three sets of experiments were made: with the motor car
only, with the motor car and two trailers, with the motor car and
three trailers.

The apparent power input, obtained by multiplying together the
instantaneous values of the voltmeter and ammeter readings, was
plotted in kilowatts as a curve. Fig. 11, on a time base, and con-
tinued up to the point at which full speed was reached, as shown
by the speed indicator readings, which were plotted on the same
base. The power factor for any given watt input, being independent
of the rotor resistance, is the same as when the motor is running
synchronously with an equal input and with short-circuited rotor,
and can be found from the curve given in Fig. 16. The true watt
input was thus obtained and plotted beneath the curve of apparent
watt input, the area enclosed by the curve giving the energy expen-
diture in watt-hours up to any given time. The weight of the train
being known, the number of watt-hours per ton expended in bring-

, )

Slil'T. 15, I'/ll^ I

STREET RAILWAY REVIEW.

503

iiiK till-' train In full spufil was tlu'ii (lilcniiiru-il. In all llic tests tlic
cxpcrimrnlal train starlrcl at llii- poinl shown in I'in. '1. ami moved
ill tlic direction of lUirgdorf, thus encountering successively a 3CW-
meter curve, a main line crossing, and a secon<l 2S0-nieler curve.
After starting the train ran for a distance of 1,700 (t. on a level
before reaching the grade of I in 47.

Three sets of experiments were made with diflerent trains,
namely, one set of four tests with one motor car and three trailers,
the total weight being 68 tons; one set of three tests with one motor
car and two trailers, the total weight being 56 tons; one set of two
tests with the motor car by itself, the total weight being 32 tons.
The observations obtained in ivvo tests out of each set have been
plotted, and are given in Fig. n. At the time the tests were being
conducted the automatic regulators governing the motion of the
turbines in the power-house at Spiez were being overhauled, and
conseciuently out of action, the governing being performed by hand.
The result was that the speed of the generator, and hence the fre-
quency, varied considerably, and this was shown in a variation of
the speed of the train when full speed had been reached.

The variations in the power input are due in part to irregularities
in Iiandling the controller, but the most important variation is
caused by the large drop that takes place in the tension. The trans-
former stations are about two miles apart, and the tests were con-
ducted oil a portion of the line about midway between two stations,
and therefore at a point where the drop is a ma.ximum. The effect
of the drop is shown in the diminished input and the consequent
reduction of torque and acceleration at the moment of starting,
resulting in an energy expenditure about 10 per cent more than
would be required if the tension were kept constant. The speeds
given in Fig. li were obtained from the indicator readings in all
cases but that of Test No. 3, where they were deduced from observa-
tions made from dropping clay balls on the track at noted time
intervals, and afterwards measuring up the corresponding space
intervals. In Test No. i the motors were switched od before full
speed had been reached. In Test No. 7 the trolley jumped of? the
overhead wire when the car struck the main crossing, causing a
drop in the power input and in the acceleration.

The areas of the true power curves in Tests 3, 6, 8 and 9 have
been calculated up to the point at which a speed of 23 miles per
hour, or 33.6 ft. per second was reached, and the areas of the curves
in Tests 8 and 9 have also been calculated up to 24 miles per hour,
or 35.2 ft. per second. The results are given in Table II. The
energy expended per ton of load moved increases with the number
of tons per motor. The reason of this is that the energy is propor-
tional to the time occupied, and the time increases in a greater ratio
than the load. Thus if the load per motor is increased by 75 per
cent, the time is increased 100 per cent, and energy per ton 14 per
cent. This shows the importance of ample driving force, and the
value of high initial acceleration in obtaining good efficiency. The
best results were obtained in the tests with the motor car alone,
when each of the four motors had to move a weight of only 8 tons,
and of these results the lowest energy expenditure was observed in
Test No. 8, where 41.5 watt-hours per ton was the energy expended
in getting up a speed of 23 miles per hour. With the motor-car
and two trailers, giving a weight of 14 tons per motor, the energy
expenditure rose to 52.8 watt-hours per ton. In calculating these
results, the power factor has been taken rather too large, so that
the actual energy expenditure is somewhat lower than the values
given above.

One of the most recent continuous-current railway equipments
is that installed on the South Side Elevated R. R. at Chicago. The
trains on this railway are made up of motor cars operated on the
Sprague multiple unit system. Each car weighs 19 tons, and is
equipped with two motors making 9.5 tons per motor. The diam-
eter of the driving wheel is 33 in.; there are 65 teeth in the spurwheel
and 22 in the pinion, making the gear ratio 2.95. The tension of the
line is 653 volts at the switch-board and 600 at the cars. The
motors, made and installed by the General Electric Co., are rated at
a maximum output of 52-h. p. at 500 volts, though in practice they
are driven considerably beyond this, the niaxinium horizontal trac-
tive effort actually exerted being i.goo lb. Series-parallel control is
used. To compare the weights of the cars in the two cases, we may
note that each motor car on the Burgdort Railway weighs 32 tons
and carries 66 passengers, giving 1.070 lb. per passenger. Each
car on the Chicago Railway weighs 18.2 tons, and has seats for 40
passengers, giving 1.020 lb. per passenger, so that there is but little
difference between the two equipments in this respect.

A complete scries of tests was made at Chicago on Sept. 3, 1898.
The results of two of these tests, which arc typical of the rest, have
been inserted in Table II, while the curves arc given in Fig. 10. It
will be seen that the continuous-current equipment can get up a
speed of 23 miles per hour with .34.7 watt-hours per ton in 30 sec-
onds, as compared with 41.5 watt-hours in 28 seconds with the three-
phase equipment. Similarly, the continuous-current motors get up
24 miles per hour with 39.5 watt-hours in 37 seconds, as against 45.1
watt-hours in 30 seconds for the three-phase motors. Thus for the
lower speed the continuous-current motors use 84 per cent of the
energy used by the three-phase motors, while (or the higher speed
the proportion is 87 per cent; while in the latter case the ihrcc-phasc
motors get up full speed in 81 per cent of the time taken by the
continuous-current motors. The reduction of energy in the con-
tinuous-current motors is due to the use of the series-parallel con-
troller, compare Fig. 13.

Comparing the maximum power input in the two cases, it will be
observed that the power curves of the continuous-current equip-
ment show a maximum of 150 kw. for two motors, or 75 kw. per
motor, as against 53 kw. per motor in Test No. 8 with the three-
phase equipment. In some of the tests made at Chicago the maxi-
mum input reached 90 kw. per motor, but this was because the con-
troller was not properly handled. The large majority of the tests
gave 75 kw. as the maximum power input. It thus appears that
the maximum power input as obtained in actual practice with the
three-phase motor is only 70 per cent of that with the continuous-
current motor.

TABLE II.-ACCELERATION TESTS.

Railway.

Weielltof
Tr.iin per
Motor.

Acceleration
1. p. s. |)cr
Second.

Kilowatt
Input per
Motor.

miles

Biirjfdorf Railway

per hr.

tons

sees.

polvphase)

0.48

52. 6

0.60

52. H

741

1.211

41.5

332

•»

l.og

4K.K

391

1.17

45 1

361

Xlff

S3 2

425

South Side Elevated

^co^^ln^<^s current]

9.5

1.12

34.7

330

9.S

0.96

39.5

375

The tests described above were made with the object of ascer-
taining the ability of polyphase motors to get up speed under ordi-
nary conditions of railway service, and the economy obtainable in so
doing when coinpared with that observed with the best continuous-
current motors. The results of the tests go to show that polyphase
motors are admirably adapted to getting up speed. A comparison
of the results with those obtained with one oi the best and most
complete continuous-current equipments shows that there is very
little difTerence between the two in economy of starting. The con-
tinuous-current motors have a slight advantage in the amount of
energy expended, while they occupy a longer time in reaching
high speeds, and require larger maximum power inputs than the
polyphase motors.

THE POLYPH.\SE MOTOR.

The action of a polyphase motor may be likened to that of a con-
tinuous-current motor in which both the fields and the armature
arc capable of rotation. Supposing the fields of such a motor to be
fully excited, and rotating at full speed with the armature at rest,
a current of any desired magnitude may be induced in the armature
by simply short-circuiting it, since the generation of a current
depends simply on the relative motions of the field and the arma-
ture. The torque produced by the action of the fields on the induced
current will tend to turn the armature, and if the fields be kept
rotating at a uniform rate, the armature will speed up until the
relative motion of the fields and the armature is sufficient to gen-
erate a current that exactly balances the load; uniform speed has
then been reached. The slip, or the difference between the speed of
the armature and the speed of the fields, is generally stated in per
cent of the speed that would be reached if the load were nothing;
that is, if the armature were rotating at the same speed as the
fields. This speed is spoken of as the speed of synchronism. In a
polyphase motor the rotation oi the field is produced by magnetiz-
ing the fixed part, or stator, by two or more alternating currents in

504

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

such a way that the resultant magnetic field rotates at a uniform
speed. In the motors used on the Burgdorf railway three alter-
nating currents are used differing in phase by 120°. One great
advantage of such a motor over the continuous-current motor is
found in the absence of a commutator, for the current in the arma-
ture, or, as it is called, the rotor, can be induced by short-circuiting
its coils through a simple form of slip ring, the current from the
line being led directly into the stator without any moving contacts.
In a polyphase system the ratio of the current usefully employed
to that generated, as measured by the power factor, depends mainly
upon the width of the space between the fi.\ed and moving parts of
the motor. Hence it is of great importance to reduce the clearance
to the smallest limit consistent with safety. Thus the 64-h. p. motors
on the Burgdorf railway have a clearance of 1.5 millimeters on a
radius, and the 150-h. p. motors have a clearance of 3 millimeters.
This necessitates very careful construction, and special precautions
have to be taken to prevent any chance of contact between the
rotor and the stator. Some details of the 150-h. p. motors are:
Speed. 600 r. p. m.; frequency, 40; number of poles, 8; tension, 750
volts; diameter of pinion, 224 mm.; diameter of gear wheel, 664
mm.; gear ratio, 1:2.96; diameter of driving wheel, 1,020 mm.;
weight of motor with pinion, 1,350 kg.; weight of gear wheel, 130

off in a greater ratio, until the maximum load of 800 is reached,
where the slip is about 15!^ per cent. This is the breakdown load.
If the load be increased beyond this the motor cannot recover itself,
and is brought to a standstill. In practice, the maximum working
load should not exceed 50 to 60 per cent of the breakdown load.
Thus in the Burgdorf motors the maximum working load is 1.8 of
the normal.

If a resistance be placed in the circuit of the rotor so as to
increase the total resistance, say, to double it, the action of the
motor will be represented by the curve lettered 2 in Fig. 14, in
which the slip for equal torque is double what it was with the orig-
inal resistance. The maximum torque is the same as before, but
takes place with a slip of 31 per cent instead of 15^ per cent.
Thus with any load any required speed can be obtained by merely
altering the rotor resistance. The polyphase motor is therefore
capable of perfect speed regulation for all loads.

The efficiency at reduced speed is, of course, less than that at full
speed, on account of the heating of the rheostats. The polyphase
motor herein resembles the continuous-current motor, but it is at

LOAD OR TORQUE
I13O .'CC 300 400 500 6QQ 700 BOO

GRADE PER CENT
FIG 12

5 10 15

SPEED MILES PER HOUR

HORIZONTAL EFFORT IN POUNDS GEARLESS

SCO 1000 goo

kg.; weight of casing, 60 kg.; weight of suspension parts, 60 kg.
Some mechanical engineers consider the necessity of such a small
clearance to be a fatal objection to the use of polyphase motors on
railways, but experience shows that such motors can be constructed
to run continuously without accident.

In a polyphase motor the speed is practically independent of the
load. Thus the 64-h. p. motors on the Burgdorf railway run at
full load with a slip of only :.8 per cent. This is in marked con-
trast to the action of a continuous-current series-wound motor, such
as is generally used on electrical railways, in which a reduction of
speed of 40 per cent from no load to full load is not uncommon.
Fig. 8 shows the speed variation of the Burgdorf motor compared
with that of a standard continuous-current motor, firstly with con-
stant load and varying grade; secondly, with level track and vary-
ing load. The polyphase motor maintains the speed at the expense
of a corresponding amount of power, while the continuous-current
motor economizes power at the expense of speed, as shown in
Fig. 12.

In Fig. 14 is given the variation in speed from standstill to syn-
chronism of a polyphase motor with different loads. Following
the curve marked l, it will be noticed that as the load increases the
speed gradually decreases, until for a load of 300, for instance, the
slip is 2 per cent. As the load still further increases, the speed falls

this disadvantage, in comparison, that it is not possible to couple
two polyphase motors together in the way that two continuous-
current motors can be coupled in the series-parallel method of con-
trol. The superiority of the continuous-current motor in this respect
has, however, been somewhat overstated, seeing that it is only for
speeds less than half of full speed that the motors can be put in
series. This point is illustrated by Fig. 13, which gives the com-
parative efficiency at equal load and dififerent speeds of a polyphase
and continuous-current equipment. For heavier loads the advan-
tage of the latter would be reduced.

The speed curve No. i, in Fig. 14, is reproduced in Fig 15, and
continued in order to show the action of a polyphase motor when
driven above synchronism, as, for instance, when a train is descend-
ing a grade. It will be seen that as the speed increases above
synchronism a negative torque is applied, and the motor acts as a
generator, returning current into the line, and thereby retarding
the motion precisely as if mechanical brakes were being applied.
The maximum torque that can be thus applied is greater than its
breakdown torque as a motor, but the slip of the maximum torque
is the same. This is a feature of great importance, for not only does
the polyphase motor act as an efficient brake in descending a grade,
but the energy of the descent is returned into the line and is avail-
able for driving other trairrs. Thus, on the Engelberg railway.

Ski'T. 15, lyoi). I

STREET RAILWAY REVIEW.

5U5

which is a moiintain railway worked l)y polyphase motors, the
trains descend a 25 per cent racl< j^radc held only by the hrakc
action of (he motors, which keeps the si>ecd at 4 per cent above
synchronism; part of the current delivered into the line drives
another train np a 5 per cent grade, the remainder beinK used up in
a rheostat.

From Fig. 14 it will be seen that there is a certain rotor resist-
ance corresponding to standstill with maximum torque, in this case
2S limes as much as the resistance of the rotor itself. If the rotor
resistance has this value at the moment when the motor is con-
nected to the line it will start with its maximum torque. If the
resistance is taken out of the circuit as the motor speeds up, the
torque can be maintained constant and equal to the maximum start-
ing value up to full speed for that load. In other words, the torque
and therefore the acceleration can be maintained constant prac-
tically up to full speed. It follows that the speed curve of a train
driven by polypliasc motors shows uniform acceleration up to full
speed.

DETAILS 01' UUHGDORI'-TIIUN MOTORS.

The slater winding of the motors used on the Burgdorf-Thun
line consists of 51 turns per phase, and is connected up in mesh.
When hot, the short-circuited resistance of the winding per phase
is 0.71 ohm. The rotor winding consists of eight turns per phase,
and is connected up in star, the short-circuited resistance per phase
being 0.0135 ohm. hot. The characteristic features of the motors
are well shown by the curves given in Fig. 16. These were obtained
by brake tests made with motors of the same type as those used on
the Burgdorf railway, and dilTering from them only in the width of
the clearance, which was 1.25 millimeters, as compared with 1.50
millimeters in the Burgdorf railway motors. Owing to the low
internal resistance, the speed is very uniform, the slip at full load
being only 1.8 per cent. For the same reason the cliicicncy at full
load is high, namely, 92 per cent.

The large value 01 the apparent watts at no load indicates a large
magnetizing current, amounting to 24 amperes, or 28 per cent of
full load current. The good efficiency at full load, however, shows
that the wattless component is a more important element in the
magnetizing current than the hysteresis component; in other words,
that the predominant factor in accounting for the large no-load
current is the width of the clearance. This is further evidenced by
the rapid rise of the efficiency curve, giving relatively good effi-
ciencies at light loads. The larg« wattless component also in-
lluences the form of the power factor curve, making it rise very
slowly at first, and reach its maximum at about full load. The
wider clearance in the Burgdorf motors will, of course, influence
the form of the power factor curve, lowering it throughout its
length. Hence the values of the true watts obtained by taking the
power factors given in the curve sheet will be too high. This must
be borne in mind when the results of the tests are considered.

COASTING TESTS.

The data for some coasting tests are given in Table III. A single
motor car was brought up to speed and allowed to coast with cur-
rent cut-off before applying the brakes.

TABLE III.-COASTIN't; TESTS ON THE BURGDORF RAILWAY.
ONE MOTOR CAR OF 32 TONS.

GOLDSCHMIDT WELDING PROCESS.

CCRVK LeTTEK.

Startiii)? time, in in. sec — 0 00
CurriMU switched off afterj

III in. sec | 0 25

Stop, mill, sec, I 1 00

Distance traveled, meters. 500

Gradients ' 1 in 113 up

Starting- current for four
motors in amperes per
phase 240

0 00

1 00

2 10
1100

level

CO
5*)

1 in 113 up

00
SO

600
level

CHICAGO GENERAL RY. TO BE REORGAN-
IZED.

The stockholders of the Chicago Genera! Railway Co. arc en-
deavoring to arrange for a reorganization of the company, so as to
avoid a sale under the receivership. Messrs. Joseph P. Mahoney,
W. .\. Goodman and Charles L. Bonney constitute a stockholders'
committee and Messrs. J. P. Black, L. M. Paine and N. D. Lawton,
a bondholders' committee. It is hoped that an amicable settle-
ment with all parties can be effected.

The process of welding invented by iJr. Hans Goldschniidt, of
Essen, Germany, is now attracting much attention by reason of the
success that has attended its practical application in the welding of
rail joints and pipes. More properly Dr. Goldschmidl's invention
consists in the production of high temperatures by the ignition of
a mixture of iron oxide and powdered aluminum, and welding is
only one of the many applications. The iron oxide and aluminum
art placed in a crucible and some more easily ignited substance
added which is lighted by means of a match. The resulting chem-
ical action renders the mixture liquid; a liquid corundum appears
at the surface and a metal residue forms in the bottom or the
crucible. The surfaces to be welded arc cleaned and then two pieces
arc placed in a suitable clamp by means of which they can be
pressed together; a sheet iron mold is then placed about the joint
and the contents of the crucible poured into it.

The corundum solidifies at a temperature above that necessary for
welding, and both the iron and the mold arc protected by a film of
the corundum forming on them before the heated metal from the
crucible reaches them. After the joint has cooled the welding ma-
terial can be easily knocked off with a hammer.

Papers and lectures descriptive of the process have been pre-
sented before the Saxon Association of Engineers at Leipzig and
before the Association of German Engineers at Kiel. Tubes and
rails were welded in the presence of the audience. The street rail-
ways in Essen and in Braunschweig have used the process for weld-
ing rail joints with success and it is to be tried at Berlin, Dresden
and Hanover.

PRIVATE RIGHT OF WAY FOR SOUTHERN
OHIO.

The street railway men of Cleveland arc firm in the belief that
a private right of way is most desirable for suburban and interurban
electric lines. The advantages are that franchise questions are not
so serious, better speed can be made because there is less inter-
ference by the other tralific, there is greater freedom from accident
for the same reason, and undesirable curves and grades can in
many cases be avoided if the highways be not followed. The
expense is generally a minor item since if properly approached the
owners of abutting property will usually donate a right of way or
lease on nominal terms.

Mr. Will Christy, of .Vkron, president of the Southern Ohio Trac-
tion Co., states that the company is contemplating securing a
private right of way for the Dayton end of its line.

UNION STREET RAILWAY AT ST. LOUIS.

August loth, the Labor Union Street Railway Co., of St. Louis,
was incorporated. The capital .stock is $5,000 and the officers:
President, Thomas B. Edwards; vice-president, Simeon O. Collins;
secretary, William D. Benson; treasurer, John A. Root, all prom-
inent in the management of the late strike on the Transit lines. It
is proposed that the company pay a percentage of its earnings to
the city, that percentage of the earnings during the year 1902 shall
be contributed to the world's fair fund, that the franchise shall con-
tain an arbitration clause, that the city shall have the right to pur-
chase the road and that the company be prohibited from consohdat-
ing with any other road. The stock is to be floated among the
trades unions of St. Louis, Chicago, New York and other cities.

A RATE WAR.

It is announced that the Pontiac, Oxford & Northern R. R., a
steam line, has made a traffic agreement with the Detroit & Pon-
tiac Railway Co., an electric road, whereby commutation tickets will
be sold at 50 cents one way from Detroit to Oxford. This is the
result of the Detroit. Rochester. Romeo & Lake Orion Ry.. another
electric line, cutting into the business of the steam road. The fare
by this route is 57 cents.

.\ severe wind-storm at Bridgeton. N. J., last month tore down
so many of the street railway trolley wires that traffic had to be en-
tirely suspended until repairs could be made.

506

STREET RAILWAY REVIEW.

[Vol. X, Ko. y.

<^^

TRAMWAY CONDITIONS AND OUTLOOK IN
ENGLAND.

iFrom reporl ot M.-irshall Halsload, U. S. Consul at Birmingham.)

In tramway matters. when a city corporation builds tramway lines,
it simply takes to itself a business in which experience everywhere
has shown there is an assured profit. It debars the capitalist from
a voice in the management, but, as it must borrow the money nec-
essary, invites him to advance the money, relieving him from all
financial risk; so after all it really is not nuinicip:il ownership, but
municipal leadership.

The Daily Express is responsible for the statement that electric
street cars (.the first in London proper) will probably be "erected"
under the recommendation of the tram committee at a cost of
£ 132,000 ($642,378) on the Victoria embankment of the Thames
from Blackfriars Bridge to new Battersea Bridge via V'ictoria St.
and Buckingham Palace Road. Possibly also the county council
will demand that the machinery, rails, trolley wires, cars, etc., be
all of British manufacture. Some other British cities have done so.
For the construction of other new tramways of a length of 1654
miles, in the territory on the north side of the Thames, and for 12
miles on the south side, the council will be asked to sanction the
expenditure, respectively, on the north of £469.700 ($2,285,795.05)
for works and .£544,306 ($2,649,127.94) for street widenings; on tlie
south, of £374.500 ($1,822,504.25) lor construction and £449.000
($2,185,058.50) for street widenings.

It should be noticed that for these two tramways, the immediate
use of electric power is not contemplated and the horse power will
suffice; but, as pointed out by the Express, "'the estimates provide
for rails of sufficient weight to permit of their being used for elec
trie traction when that system shall have been adopted by the coun-
cil's tramways.

The electric street car or tramway situation liere is an extremely
interesting one at present, for there is an awakening in such things.
If my information be correct, there are not in the whole of this
great United Kingdom more than 300 miles of electric street rail-
way in operation, not 300 more in course of construction, and hard-
ly this amount in addition authorized for construction by cities and
private companies combined. In other words, forty millions
of people, restless, given to trade, with fair enough wages, have
not in reality nor in immediate prospect 800 miles of electric rail-
road, urban, suburban, and cross-country combined.

To illustrate the situation, I give as follows the substance of an
argumentative pamphlet recently published by the British Electric
Traction Co., and select sentences and paragraphs from some tram-
way newspaper clippings I have on hand;

In these days of keen commercial competition between the na-
tions of the world, a nation which wishes to keep in the forefront
of progress can not aflford to neglect any opportunity for improving
its means of communication. England owes much to its splendid
network of railways; but unless this is soon supplemented by an
equally up-to-date network of light railways and tramways, other
nations will gain upon us and pass us. Every day our big towns
grow bigger, and the suburbs of the one town stretch out farther
and farther towards the suburbs of the next, until in some parts of
England, such as the far-famed "Black Country," a whole district
threatens to become one huge forest of factories and houses.
Wherever such a state of things as this obtains, it is obvious that
some cheap and handy means of rapidly conveying the workman to
and from his work is ab.solutely essential to the welfare and contin-
ued progress of the community.

What is that "Black Country" of which people talk so much and
know so little? It is simply a vast industrial center lying between
Wolverhampton and Birmingham, having a total area of some 80
square miles and a population of over 1.000,000. In this area, towns
of ten thousand inhabitants are "as plentiful as blackberries in Sep-
tember," and towns of twenty, thirty, forty, and even si.xty thou-
sand inhabitants are also to be found, not to mention Birmingham
with its round 500.000 and Wolverhampton with over 80,000 inhabi-
tants. In addition to its varied manufactures and teeming population.
South Staflfordshire possesses vast mineral wealth; it is, in short, a
district of unsurpassed industrial importance. Here, if anywhere
in this busy old country of ours, one would naturally expect to find
an up-to-date, progressive organization for supplying the artisan

and mining population with a means of rapidly and cheaply and
conveniently going about its daily work.

But what do we find? .^n altogether inadequate tramway service
— we will not so misuse the English language as to call it a tramway
"system" — having a total (route) mileage of only 54 miles, rejoic-
ing in two different gages, worked by three different methods, and
owned by no less than five separate companies.

It may be asked, if one uniform, up-to-date system of tramways
all over the Black Country would prove such a great boon, why did
not the existing concerns combine? The answer is a simple one — •
the law prevented them. .Ml tramways in England and Scotland
are subject to the provisions of the tramways act, 1870. Under sec-
tion 43 of this act, any local authority may purchase the tramways
within its area at the end of 21 years, the price being "the then
value" of the u^idertaking. This "then value" is simply the market
value of the old rails and stock, and has been called "the old-iron
price."

The result of this is twofold. Since even under the act of 1870
one can not force people to invest their savings in tramways, gen-
eral tramway development in England has been greatly retarded
for want of capital. Then, if a tramway company does manage to
get enough money to make a start with, it finds it more and more
difficult, as time goes on and the day of municipal purchase ap-
proaches, to induce investors to supply the necessary cash for any
improvement, such as electric traction, for instance. This is very
natural; who would pay a shilling for a pipe, if he had to sell it
the next moment to a policeman for twopence? Since the law
obliges a tramway company to sell its undertaking at the value of
old iron, the tramway company naturally arranges matters so that
at the end of 21 years it shall have nothing but old iron to sell.

The British Electric Traction Co., having made arrangements
with all the existing tramway companies, comes before the local
authorities with the following proposition: "We are willing to
combine all the tramways in the Black Country into one great sys-
tem, to be worked by electricity in the most modern and improved
manner, if only the local authorities will postpone for a few years
their right to buy the tramways at the price of old iron." The au-
thorities can not agree, and this causes all the delay.

When the London County Council took over some of the tram
lines last year, it at once set about making inquiries for possible
improvements. It soon saw that the horse tram car is today as
much an anchronism as flint and steel would be. * * * The un-
comfortable and crawling cars are to give way to a host of palaces
on wheels, furnished in princely fashion, lit like the halls of the
sun, gliding swiftly through the streets with a quick, easy motion.
To travel in them will be rest and recreation.* * * The change
is going to revolutionize London. Months ago the Prince of
Wales, with singular prescience, declared that the one way to solve
the great slum problem was to make it easy and cheap for the poor
to reach the suburbs. When the workman can get from Finsbury
Park to Piccadilly in 20 minutes for a penny fare, he will no longer
box himself in a fetid city slum. The health of London will im-
prove, for the country will be at almost every man's door, so easy
will it be for him to get there.

Much of the success or failure of the coming change will depend
on the form of electric traction the London County Council adopts.
There are dozens of meth'ods of superseding horse traffic. Gas
cars, oil cars, coinpressed air cars may have their advocates; but
they are not yet sufficiently developed to demand serious considera-
tion. * * * The choice of the London County Council is for all
practical purposes limited to one of two systems — the conduit (un-
derground trolley) or the trolley. * * * One of the objections
continually raised against the trolley system is that overhead wires
and the standards necessary to support them disfigure the streets.
It is admittedly a cheap system, easily constructed, simple and
adaptable, and involving very little disturbance of the roadways.
The conduit system does away with the overhead wires, and in
actual working conduit and trolley cost about the same to main-
tain; but the conduit is exceedingly expensive to construct. It in-
volves considerable disturbance of the streets, and is more or less
liable to stoppage from floods in certain districts. * * * Jn
London, especially in the older districts, great lines of pipes cross
the streets in every direction. These would all have to be cleared sa
as to go below, the conduit involving an entire relaying of water
mains and gas mains throughout the districts.

Ski'T. 15, ujoo. I

STRIiliT RAILWAY RIAIICW.

507

A LARGE CONVERTIBLE CAR.

Tlic acc<nllpaM.vin^t ciiKraviiiK^^ show two views of a doiitilc tnick,
l2-bi'iuli lirill coiivcrlililc car wliiili is one of a luimber recently
liiiilt for till- .N'cw Castle Traclinn ( u , of New Castle. I'a.. by the
J. G. Urill Co., and is the largest of the kind yet made. The idea
of the convertible car is receiving a great deal of attention from
street railway men at the present lime. The patrons of the street
cars are everywhere. ('\en in our northern rltil•"^. tlanioring for an
open e;ir lUirinK the w;(rnnr wealhei-. They an- <i|n.illy an.xioiis

single e>|uipMient which coulil at all times give the railway manager
the car lie most needs at any lime, l-urtliermore it provides a car
which is entirely self-contained and is at all times ready to be
changed from one type t<i the other without going to the shops or
car barns and without further labor than that which can be given
by the motorman and conductor in a few minutes. With an etjuip-
ment of this character the storage capacity of the car barns is re-
duced practically one-haK, with a corresponding diminution in the
sizes of buildings, the cjuantity of land reipiired, attendance neces-
sary and the capital invested.

1 llKIM. CONVEKTim.K L.\H, UI'KN.

to have these cars taken otT whenever a cold wave iiUernipts the
pleasant weather and they object very rightly to the use of them
during chilly weather, late in the fall or early in the spring, yet
throughout the year even in winter there are days when the use of
such cars materially increase the traffic of a street railroad. The
boards of health in some cities where open cars are extensively
used have found it necessary to interfere and demand that a certain
proportion of closed cars be run the whole year round. The rail-
way manager at the present time is confronted with the problem
of a double equipment, half of which only can be used at any one
time. This, of course, means double storage capacity with all the

llou i)er)ectly the Brill car has answered the requirements can be
judged from the engravings and from the accompanying descrip-
tion. Fig. I shows the car open for summer use. It is in all re-
spects a standard cross-seat, center aisle open car. From a lay-
man's point of view it is identical with the usual type. The expert
notices perhaps the panels in the corner and certain minor details
of construction, as the form of grab handles and positions of the
panels. Fig. 2 shows the car closed, and the steps folded up ready
for winter use. It is practically a standard box car on double
trucks. It is true there is a folding step, and grab handles are at
each window post, but the arrangement of the windows and panels

BRlI.t, CON-VKRTIBI,E C.\R. CLOSED.

attendant oxjienses. and it also means ii the public is to be thor-
oughly accommodated the storage houses shall be arranged in such
a manner as to make it possible to change from one to the other
kind of car at the shortest possible notice, .\ctual practice only
succeeds in using a double equipment and keeping the open car in
service as long as possible. It is put on weeks before the proper
time in the spring in order to take advantage of any stray warm
days which might occur and it is kept on in the fall a month longer
than is comfortable for the majority of the traveling public.

The aim in designing the Brill convertible car was to make a

is similar to that 01 the ordinary car. With the exception that the
windows raise instead of drop, the car is as far as passengers are
concerned the same in operation and arrangement as a closed car.
The curtains operate in the same way; when closed they come to
the window rail, when open they come all the way to the floor.
These New Castle cars have 24 benches and seat 46 persons, one of
the stationary seats at each end of the car accommodating one per-
son only. The open car has the Brill round corner seat end panels
which give great ease 01 entrance from the sides.
The cross seat car is being looked upon with more and more

508

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

Javor by street railway men and several large companies are order-
ing them extensively. The idea is that there is a profit in carrying
seated passengers and that people when seated arc more comfort-
able if they face in the direction in whicli they are moving.

The following are the principal dimensions and details of these
cars: Length over end panels 30 ft. 8 in.; length of platform 4 ft.;
length over dasher 38 ft. S in.; width at the sills 6 ft. 8>i in.; width
over posts 7 ft. 5J2 in.; extreme width of the car when the steps are
down, 8 ft. 8 in.; extreme width with steps raised, 7 ft. 8 in.; height
of the platform steps above rail. 14 in; riser of step, 13 in. The long
step or running board is 19 in. from the track and is'/a in. from the
step to the floor of the car. The width of the car inside at the center
is 8 ft. 2^4 in., and the body is 9 ft. 31/2 in. from the bottom of the
sill over the trolley board. These cars arc mounted on maximum
traction trucks with driving wheels 33 in. in diameter, 2-in. tread
and ^8-'n. flange. They are fitted with electric brakes, Brill angle
iron buffers. Brill portable vestibule, radial draw-bars, two sand
boxes and two Dcdenda gongs. The General Electric Co. fur-
nished cables, controllers and resistance. The side panels are of the
new type having metal on both sides of the slats making a very
warm car side, and being flexible fill the grooves completely. The
interior of the car is so nearly identical with those ordinarily used
that even an experienced railway man would not be likely to note
anything unusual in the construction. The center of the car per-
haps appears a little more lofty than usual, but the ventilators and
monitor deck are the same. The construction of the roof is such
as to give unusual stiffness and strength. The letter board and
panels are made from a single piece which is halved upon the posts
and carlines. The neces.sary interior furring strips also anchor each
of the carlines, while the carlines being wider than usual at the toot
and made up as part of the posts are much stronger than those of
any ordinary car. This design has been in use long enough to have
its weak points made apparent and corrected. Cars of this type
have been in a number of accidents which have demonstrated their
unusual strength and there is every reason to supjjose that they will
be as durable as the ordinary bo.x car.

THE INIDIKIL SYSTEM.

Mr. A. Lincoln Hyde, of Cleveland, has developed a decimal
system based on the inch instead of the meter, which he urges is
much superior to both the metric and English systems of meas-
urement. One inch is called an in, 10 inches an id, 100 inches
an ik, and 1,000 inches an il. Similarly the squares of these for
dimensions are respectively a sqin, a sqid, a sqik, and a sqil, while
the cubes are to be known respectively as cubin, cubid, cubik, and
cubil. The weight of one cubic inch of water is one an, 10 cubic
inches one ad, 100 cubic inches one ak, 1,000 cubic inches one al.
The unit of work is the in-al, which is equivalent to 36.1 inch-
pounds, or the id-al, which is equivalent to 30.084 foot-pounds. As
a substitute for the horse-power, 1,000 id-al per minute is sug-
gested. A new heat unit based on the Centigrade thermometer
would be equal to 1,668 id-al.

Mr. Hyde's paper which was read before the Civil Engineers
Club of Cleveland, and published in "Journal of the Association
of Engineering Societies" for July, is very interesting, but we
doubt if the "Inidikil" system will be generally adopted. There
are two objections to the metric system, first, that the units of
length are not convenient, the meter being too large and the cen-
timeter or millimeter too small, and, second, that it is a decimal
system. Mr. Hyde's only objections to the metric system are that
there are too many names and that the names are too cumbersome.
The only argument he advances in favor of a decimal system is
the following paragraph: "The advantage 01 a decimal system are
too well known to require demonstration. A mental comparison
of the monetary systems of Great Britain and the United States is
sufficient to convince the average mind." This may be quite true
as regards the average American mind, but the average British
mind will hardly be convinced by so simple a process. One has
but to look at the market reports to see that the decimal system
is not used for all purposes of accounting even in the United States.

The author pokes fun at the imposing list of numbers represent-
ing the ratios of various English units to each other, which is as
follows: 2, 3, 4, 5.5, 6, 7.92, 8, 9, 12, 14, 16, 16.S, 20, 22, 24, 24.75,
27, 28, 36, 40, 66, 80, 100, 112, 120, 128, 144, 160, 231, 437.5, 480,

1728, 2150.42. etc. It has been remarked by an advocate who held
a brief for the other side of this question, that, if the number 10
is such a superior radix, it is very odd indeed that neither 10 nor
any multiple of 10 that cannot be halved and quartered, appears
in the list.

If surveyors find it more convenient to divide the foot into
hundredths and thousandths, or if machinists for some purposes
prefer to have the inch decimally divided, well and good, but that
is no reason for forcing the decimal system on other users of
weights and measures who do not find it convenient. Dr. Cole-
man Sellers, after long experience, is of the opinion that the deci-
mal system is not a convenient one for shop sizes nor in the
drafting room for making drawings to scale, which are two serious
disadvantages.

ROCHESTER & SODUS BAY LINE OPENED.

"The Four Corners," which our readers will remember is the
weekly paper published by the Rochester (N. Y.) Railway Co., in
its issue of August 24th describes the formal opening on August
22d of the Rochester & Sodus Bay R. R., a 40-mile line from
Rochester to Sodus Bay on Lake Ontario. This is known as the
Royal Blue line.

The line was christened about 9 a. m. on the 22d when Illustrious
Potentate George Loder of Damascus Temple of Mystic Shriners
broke a bottle of champagne over the fender of the first one of
the seven cars that carried the party over the line. The progress is
described as a streak of enthusiasm; stops were made at all stations
to give the people opportunity to tender their congratulations.

.\t Sodus Bay the excursionists had a genuine clambake in Mar-
gheretta Grove. The return trip was made in two hours and a
half. On board the private car of the Rochester Ry. were Mr. T.
J. Nicholl, president of the Rochester & Sodus Bay and vice-presi-
dent and general manager of the Rochester Ry., and other officers
of the companies and invited guests .

DULUTH-SUPERIOR TRACTION CO.

It was officially announced August 14th that the Duluth-Supcrior
Traction Co., a Connecticut corporation, had been organized to
take over the property of the Duluth (Minn.) Street Railway Co.
and the West Superior (Wis.) Rapid Transit Railway Co. The new
company was organized by Thomas Lowry, president of the Twin
City Rapid Transit Co., of Minneapolis, and its president is C. G.
Goodrich, vice-president and secretary of the Twin City. L. Men-
denhall, receiver and president of the Duluth road, and S. T. Nor-
vell, receiver and president of the West Superior company, will
both have places in the directory of the new company. 'H. S. War-
ren, general manager of the old Duluth line, is general manager
of the combined system. Mr. Lowry states that half a million dol-
lars will be spent on improvements.

FAVORABLE DECISION AT SEATTLE.

On March 9th, last, the Seattle Electric Co., of Seattle, Wash.,
was granted franchises which would enable it to undertake exten-
sive improvements and make a single system out of the various
properties operated by it. Legal proceedings were at once begun,
however, by taxpayers and the work has been stopped ever since.
On August 20th the Supreme Court reversed an order for a tem-
porary injunction granted by the lower court. It had been claimed
that the council had violated the city charter in passing the ordi-
nance. If no rehearing is asked the company hopes to begin work
this fall. It will require a year to complete the new work.

The Lafayette (Ind.) street railway was turned over to a number
of young women on August 9th, in the interest of St. Elizabeth's
hospital.

The Chicago & Milwaukee Electric Ry.and the Chicago, Milwau-
kee & St. Paul have made an agreement for selling books of 10
tickets for $1, good between Wilson Ave., the terminus of the
Northwestern Elevated, and Waukcgan. This gives a is-cent fare
from the city to Waukegan.

Sept. 15, I'/xi.

STREET RAILWAY REVIEW.

509

SOME DENVER CARS.

Tlic Denver City Tramway Co. has recently built in its sliops
two 40-(t. flat cars for hauling supplies. It was the intention to use
with these cars some McfJuire niaxiniuni traction trucks forming
part of the old cquiiinienl, but as these made the car higher than was

I'IG. 1.

desired, the trucks were cut down and two pairs of the pony wheels
used with each truck. One of these cars is shown in Fig. i.

Fig. 2 is from a photograph of one of the combination cars which
has been changed from the type formerly in use. The roof has been
changed from "Bombay" to monitor deck to permit the use of a
sign in the end deck light; the left hand step along the open portion

has been removed and rails permanently attached on that side (this
car operates on a line with loops at the termini). At the front end
are seen the canvas curtains used for closing the sides of the front
platform in lieu of a complete vestibule. The curtains are provided
with small glass windows. The practice of placing screens on the
sides between the trucks of double truck cars has been abandoned.
« ■ »

DETERIORATION OF STEEL RAILS.

In May, 1S96. the British Board of Trade rppointed a committee
''to inquire what extent of loss of strength in steel rails is produced
by their prolonged use on railways under varying conditions, and
what steps can be taken to prevent the risk of accidents through
such loss of strength." The immediate reason of the inquiry was
the collapse of two steel rails on the Great Northern Ry. at St.
Neots. Dec. 24, 1895, causing an accident in which two persons
were killed and many others seriously injured. One of these rails
broke in 17 pieces, none longer than 22 in.

The committee, which comprised Lord Blythswood. Sir Benja-
min Baker, Sir I. Lowthian Bell, Prof. Wyndham Dunstan, Prof.
A. B. \V. Kennedy, Major Marindin, Mr. E. P. Martin. Prof. W.
C. Roberts-Austen, Dr. E. T. Thorpe. Prof. W. C. Unwin and Mr.
E. Windsor Richards, has only recently completed its report. The
report proper is very brief, but the members add lengthy subsidiary
reports in an appendix. Professor Unwin reported on mechanical
tests. Dr. Thorpe on chemical tests. Sir W. Roberts-Austen on
photomicrographic examination, and Professor Dunstand on at-
mospheric corrosion tests.

The conclusions drawn from the chemical evidence by Sir W.
Roberls-.Austcn and Dr. Thorpe arc:

(a) The evidence before the committee indicates what the limit-
ing proportions of carbon, sulphur, phosphorus, manganese and
silicon should be. As regards the influence of phosphorus, it is
pointed out that, in a broad sense, brittleness of steel does not
depend on the total amount of phosphorus present, as that element
may exist in steel in at least two different forms, one o( which i«
comparatively innocuous; (b) it is very important that all who are
responsible for the manufacture or use of steel rails should realize
that steel is not the homogeneous mass it is often supposed to be,
but possesses a complex structure. The nature of this structure will
vary greatly with the mechanical and thermal treatment to which
the metal has been subjected. The durability of the rail depends
in no small measure on its structure, which may, if the specimens
of steel have been suitably prepared, be revealed by the microscope.
The peculiar structure of the St. Xcots rail, for instance, can be
exactly imitated.

The mechanical evidence was reported upon by Professor Unwin,
Sir Benjamin Baker and Professor Kennedy. Their conclusions
are as follows: (a) The preponderance of fractures near the ends
of rails seems to show that the greater straining action due to
discontinuity at the joint is a contributing cause of fracture; and
this can be remedied by adopting rails of sufficient strength with
webs of ample thickness and secure types of fastening, and by care
that no looseness arises in service, (b) The fact that worn rails
are improved in strength and ductility by annealing proves that
part of the deterioration of rails in service is of the nature of what
is sometimes termed "fatigue." (c) It appears certain that in some
cases fractures of rails have been due to fissures formed during
service. How far the minute transverse fissures, very often noticed
in the running surface of old rails, give rise to these larger induced
flaws requires further investigation. It is not likely that they
usually spread into the substance of the rail, because they are com-
mon in old rails, and fractures would be more frequent than they
are if that were the case. Also, the evidence as to the existence
of visible flaws or defects in the fractured surface of rails is very
conflicting. In some cases, undoubtedly, the combined effects of
the weakening of a rail by wear and corrosion, possibly also in-
creased straining action from defective packing of sleepers, and
the presence of a flaw or fissure of not inconsiderable size have led
to fracture of the rail. That such defects appear most commonly
in the head of the rail is evidence to a certain extent that they are
induced by the hammer hardening of the top surface, (d) It is
very desirable that the mechanical tests to which rails are subjected
should be. as far as possible, standardized in connection with (l)
the weight: (2) the section; and (3) the chemical composition o(
the rail. With these conclusions the committee agree, and as re-
gards chemical composition they do not think it desirable to insist
upon too high a proportion of carbon, manganese or silicon in the
steel, having regard to the ordinary contingencies of manufacture,
and the greater susceptibility of high carbon steel to thermal in-
fluences.

Messrs. Richards and Martin recommend that, exclusive of iron,
rails shall have the following ranges of composition in percent-
ages:

Minimum. Maximum.

Carbon 35 to .50

Silicon 05 to .10

Sulphur 04 to .08

Phosphorus 00 to .08

Manganese "5 to l.oo

♦ « »

ST. LOUIS DYNAMITERS IN CUSTODY.

Maurice Brennan and Fred Xorthway have been identified by
employes of the St. Louis Transit Co. as men who placed explosives
under the cars. They both claim to be members of the street rail-
way union and expect assistance from that organization, though it
declares the men were not in good standing in the union.

It is stated that enough is known at police headquarters to justify
the statement that the dynamiting of cars of the Transit company
has been done by members of a regularly organized committee,
under plans formulated by councils held at fixed places by per-
sons inimical to the company.

510

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

TELEPHONES ON INTERURBAN ROADS.

TRADE PAPERS VERSUS CIRCULARS.

On iiucrurban roads operating a number of cars it will at iimcj
be desirable to give orders to the crews while they are on the
line, and it may be at the far end of the line. By placing a tele-
phone system on such roads, delays to trains and other annoyances
can be reduced to a minimum and the operation is rendered niur-
secure against accidents.

Take for example a north and south road having three regular
and four intermediate passing points. This would require nine in-
struments, exclusive of the one at the office, one at each turnout and
one at each terminus. Starting at the north end, say, and number
the termini and regular passing switches I, 3, 5, 7, 9. and the inicr-
mcdiato switches 2, 4. 6, 8. Have a rule that crews are to report by
telephone at odd-numbered stations. Now if car No. i, leaving the
north terminus on time and due to meet car No. 2 at switch 3 m 15
minutes, should arrive on time, and No. 2 fail to arrive at switch 3
or report from switch 4, the crew of No. 1 can be ordered to pro-
ceed and meet No. 2 at switch 4. In this way only one car is de-
layed. Of course it is necessary for the crew of No. i to keep a
sharp look-out when proceeding from switch 3, the regular passing

5»itch

Car no. 1

Car no. e

Car no. 3

Car no. *

>)•

•

—

THE DISPATCHER S B0.4KD.

point, to switch 4 as the accident to car No. 2 may have occurred
in this section.

For roads operating four or more cars, a regular train dispatcher
will more than save his salary in preventing delays and the repairs
necessarj' from "cars bumping up on one another" on account of
being off time.

For enabling persons connected w'ith the road t» locate the cars
at all times a dispatcher's board can be arranged in a simple man-
ner. A convenient plan is to place the switch numbers along the
left hand edge and the car numbers along the top edge; under each
car number are two columns, one marked "North" and one "South"
indicating the direction they are running. Holes are bored to re-
ceive suitable plugs representing the cars. When car No. i leaves
the northern terminus it is ordered to pass car No. 2 at switch 3,
(No. 2 having left switch 5 with orders to meet No. i at switch 3) ;
one plug inserted at the hole marked a in the diagram and another
at hole marked b serve to locate the cars at the points where they
will be next heard from.

Specials and work trains can be just as easily located.

Some managers have found what they consider an objection to
block signal systems in the fact that when delay occurs which
throws some of the cars oflf time the motormen have a tendency to
race for the next switch, each trying to be first and by throwing the
signal at the block ahead gain the distance of the next block. It
takes but little of this racing, which does not occur with telephone
dispatching, to disorganize the schedules. P.
» « »

A suit to declare a forfeiture of the right of way of the Suburban
Railroad Co., of Chicago, through a tract of land in the western
part of the city has been decided in favor of the company. The
original grant was to the Southwestern Railroad Co. in 1890, and
was coupled with a condition that three stations be erected and
eight trains per day operated. The court held this was a condition
subsequent and confirmed the title of the Suburban company.

The tendency of manufacturers to use circular letters in place of
space in trade papers is the result of a wrong idea of the value of a
good name, says C. V. White, in the Northwestern Shoe and
Leather Journal. The right kind of a trade paper is the adviser of its
readers — it helps them over the hard places in business, it gives
notice of new things and makes a relentless fight on fakes and fak-
irs. It is, first of all the friend of its readers. This kind of a paper
will not accept the advertisement of any firm which is irresponsi-
ble or fakish; this gives an implied good name to every advertiser.
The business relation between persons introduced by a mutual
friend are more cordial than those who meet because of the for-
wardness of the one who has something to sell. The trade paper
will introduce any manufacturer or jobber to the class of business
men he wants to reach. The introduction coming in the nature of
an advertisement does not materially lessen the value of the intro-
duction. The reader know's that the firm is responsible or it would
not be allowed to advertise in this particular publication.

If each advertisement is written in the nature of a direct bid for
trade, the trade paper advertisement will bring larger results than
a circular every time. The average manufacturer, however, puts a
standing card in the trade paper space and then supplements this
advertisement with circular letters, and because returns come in he
thinks the letters are alone responsible. The results come because
his trade paper advertising has established his good name. A busi-
ness man nowadays who gets a circular letter from a strange firm
has to be mighty interested before he will give it any consideration.
There's too many good and reliable firms to experiment with
strangers.

It is also a fact that the irresponsible manufacturer, driven out of
trade papers, has to resort to circular letters. For the legitimate
manufacturer or jobber to try to compete with this class of foolish-
ness. It is foolish for two reasons: He simply injures himself
every time he notices this class; second, it costs too much in pro-
portion to what can be taken out of it. Advertising with circular
letters is one of the most expensive kinds of advertising.

CHRISTENSEN AIR BRAKES FOR BOSTON
ELEVATED.

After a series of exhaustive tests on air brakes the Boston Ele-
vated Railway Co. has awarded the contract for air brakes for its
elevated system to the Christensen Engineering Co., through its
Eastern manager, Mr. F. C. Randall, No. 135 Broadway, New
York. The Christensen Engineering Co. will furnish its automatic
air brake system complete, including its No. 2 independent motor
compressors and its patent triple and engineer's valves.

Out readers doubtless remember that for the tests made in the
Boston Subway in ."Vpril last, the Christensen Engineering Co. fur-
nished automatic air brakes for four cars, the Westinghouse Air
Brake Co. furnished brakes for four cars, and the New York Air
Brake Co. equipped four cars with its apparatus excepting com-
pressors which were made by the General Electric Co.

In awarding the brake contract the Boston Elevated is following
in the footsteps of the other elevated electric roads in this country,
as the South Side, the Lake Street, the Northwestern and the
Metropolitan elevated roads of Chicago, the Kansas City (Mo.)
Elevated Ry. and the Brooklyn (N. Y.) Elevated R. R. are all users
of the Christensen brakes. Th^ New York, New Haven & Hart-
ford has also adopted Christensen air brakes for its electric lines.
This list includes the majority of the heavy service electric roads.

NEW MASSACHUSETTS ROAD.

On August 13th the Lawrence & Reading Street R. R. was
opened between Reading, Mass., and Academy Hill, Andover. Two
special cars carried a party of guests over the line and after they
had made the round trip the regular service was inaugurated. The
officers of the company are: President, Charles F. Woodward;
treasurer, M. J. Warner; clerk, S. T. Ley.

The breaking of a wheel flange on a car of the Taunton (Mass.) &
Brockton Street Ry. caused the derailment of car. Twelve of the
30 passengers were slightly injured.

Sept. is, i<j(x>- ,

STREET RAILWAY REVIEW.

511

RECENT STREET RAILWAY DECISIONS.

]■.]>! iKJ) UY J. I,. i<()sr.NiiF:K(;i;K, attoknkv at law, cuica«,o.

NEED NOT ni" r.lMITl'.I) K ) S.\ME SPEED AS OTHER
K.\II.K().\US.

NEITIll.k ABLTTKK NOR STEAM RAILROAD ENTI-
TLI:D to injunction I-OR injury to PROPERTY.

Erb V. Morascli (U. S.), 20 S. C. Kcp. 8i(j. May 14, lyoo.

The (liffcicncc between a street railway and a steam railroad,
even where the former is operated by steam, as by thd use of dum-
my engines, or where it is operated by electricity, the supreme
court of tlie United States holds warrants the exception of the
street railway from the provisions of such an ordinance as one
makiuK it milawful to run a railway engine or train of cars along
any track in the city at a greater speed than six miles an hour.

TKll' SHEETS NOT ADMISSIBLE IN EVIDENCE.

West Chicago Street Railroad Co. v. KromshinsUy (III.), 56 N. E.
Rep. mo. Apr. 17, 1900.
A refusal of the trial court to admit in evidence, in this case, a
trip sheet oflered by the street railroad company, the latter as-
signed, on appeal, as reversible error. But with it the supreme
court of Illinois does not agree. In regard to the trip sheet, the
supreme court says that it was a mere memorandum made by the
conductor. It was no record required by law to be kept. To this,
the court adds that it was not even shown to have been made in
the usual course of business. And it declares that it is aware of no
rule under which it was admissible in evidence. But, if it was ad-
missible, the court goes on to say, no harm was done by its rejec-
tion, as the conductor testified on the trial to all the facts disclosed
by the paper, and his evidence was not contradicted.

NOT EXEMPTED FROM SPECIAL ASSESSMENTS FOR
SEWERS.

Bickerdike v. City of Ciiicago (111.), 56 N. E. Rep. 1096. Apr. 17,
1900.
Besides other objections filed in this case, and participated in by
other objectors, to the confirmation of a certain special assessment
for the building of a sewer, the North Chicago Electric Railway
Company and the Chicago Electric Transit Company further as-
signed as errors that their railroad rights of way could not be as-
sessed for the sewer because of an ordinance requiring them to
grade, pave, macadamize, plank, and repair a certain width in the
streets and avenues occupied by them. Now, the proportionate
share of said specified improvements to be borne by the companies,
the supreme court of Illinois says, was fixed by the ordinances, and
their acceptance by the companies. But it was insisted that such
ordinances also provided an equivalent for special assessments for
sewers. Not so, however, thinks the court. It holds that the com-
mutation did not extend to other street improvements. A sewer,
it holds, WMS not included in the agreement, which applied only to
surface improvements of the street.

FAMILIARITY WITH SPEED OF WAGONS WARRANTS
OPINION ON SPEED OF CARS.

Garduhn v. Union Railway Co. of New York City (N. Y'.), 64 N.
Y'. Supp. 210. Apr. 14, igoo.
A witness, after testifying, in substance, that he had driven horses
for over 20 years, and was familiar with the speed of wagons, was
permitted to give his judgment as to the speed of a certain car at
about the time it collided with a wagon. He did not say, in terms,
that his experience in driving had given him knowledge of the
speed of cars. Nevertheless, the appellate division, second depart-
ment, of the supreme court of New Y'ork holds that the admission
of his testimony was within the spirit of the adjudications. It holds
that there can be no disqualifying difference in the exercise of judg-
ment as applied to the two classes of vehicles or conveyances, and
that experience in the speed of the one necessarily involves some
judgment as to the speed of the other. But before a witness can be
allowed to testify that a car was going fast or slow, it thinks that
he should at least be able to say that he had noticed the speed, so
that his answer will be evidence, and not a mere guess.

General Electric Railway Co. v. Chicago & Western Indiana Rail-
road Co. (111.;, s6 N. E. Rep. 963. Feb. 19, lyoo. Rehearing
denied Apr. 17, 1900.

The allegation of an abutting property owner that the construc-
tion and operation of a street railway in front of his properly will
lessen its value, or injuriously aflfect it, or the allegation that the
construction of a street railway in the street is illegal or unauthor-
ized, the supreme court of Illinois holds, will not give such abutting
property owner a standing in a court of equity to enjoin the con-
struction of such railway.

Nor does the court consider that a steam railroad which has
tracks laid in or across a street, although laid there under legal
authority, has such a right in the street that it can enjoin the con-
struction of a street car track along said street, or from crossing its
track across such street.

Operating a street railway, the court adds, is a legitimate use of
the street for expeditious travel thereon, and is not an additional
burden thereto.

PASSENGER ALIGHTING ON TRENCH CANNOT SUE
TRACTION AND GAS COMPANIES TOGETHER.

Howard v. Union Traction Co. and Philadelphia Suburban Gas Co.
(Pa.), 45 Atl. Rep. 1076. Apr. 16, 1900.
A passenger, in alighting from a street car, was thrown by a
block of wood which was placed across a trench that had recently
been dug and filled up by a gas company. To recover for her in-
juries both the traction and gas companies were sued. But the
supreme court of Pennsylvania holds that the statement of claim
was demurrable in that it sought to hold the two companies liable
as joint wrongdoers, while it in reality showed that there was no
community of fault by the two companies in the act which occa-
sioned the injuries. The statement of claim alleged that the injury
was caused by the block of wood placed and maintained by the gas
company in a defective and dangerous condition over a trench dug
by that company. It is too plain for argument, says the court, that
this was the sole fault of the gas company, according to the allega-
tion. For that fault that company alone would be responsible, as no
authority or control over the trench by the traction company was
alleged in the statement. If the traction company directed the
passenger to leave the car at a dangerous place, it would be in
fault, and therefore liable for a breach of its duty as a carrier in
that respect. But it cannot possibly be said, the court holds, that
the fault of the two companies was one identical act or omission.

QUESTION AS TO SUFFICIENCY OF BRAKE TH.\T C.\N-
NOT BE DEPENDED ON WITH WET TRACK.

Chicago City Railway Co. v. Mager (111^, 56 N. E. Rep. 1058.
Apr. 17. 1900.
The testimony of the motoneer called as a witness in this case
was to the effect that when he saw the party, who was here seeking
to recover damages for injuries in a collision, turn his horses'
heads towards the track, he applied the brake, and. seeing that the
brake was not going to do. he threw the brake off and reversed the
current. But. taking all of his testimony together, he apparently
did not mean to be understood that the brake was out of order, or
in any way defective. In fact, he said that the brake was all right,
but that the rails of the track of the road were wet with water from
a sprinkling cart or from rain, and were for that reason so slippery
that the brake could not be depended upon to stop the train in time
to avoid striking the wagon. Under these circumstances, the com-
pany complained of the trial judge giving, on his motion, instruc-
tions which authorized the jury to consider as an element o! the
right of recovery whether the train was properly equipped with ap-
pliances for stopping it. But the supreme court of Illinois does not
think that any error was committed. It holds that it remained a
fair question of fact for the jury to determine whether a car sup-

512

STREET RAILWAY REVIEW.

[Vol. X. Xo. 9.

plied with a brake which, though in perfect order, could not be de-
pended upon to check and control the motion of the train under
the circumstances, should be regarded as "reasonably equipped at
the time as to its stopping appliances." Judgment against the com-
pany affirmed.

LI.\BILITV UXDER SPF.CI.VL CONTR.\CT TO KEEP
HIGHW.W S.\FE.

Sullivan v. Staten Island Electric Railroad Co. (^X. V.), O4 X. V.
Supp. 91. Apr. 14, 1900.
Here a contract was made with the local authorities of a town-
ship in which a street railroad was to be constructed, whereby it
was agreed, "during the continuance of such work of construction
on said railroad tracks, roadbed, turn-out, switches, and connec-
tions, to so conduct said work as to at all times leave said streets,
roads, and highways, and the sidewalks thereof in a safe and passa-
ble condition for vehicles and foot passengers, keep all dangerous
or unsafe places lighted at night from sunset to sunrise, and prop-
erly guarded both by day and night." In construing this, the ap-
pellate division, second department, of the supreme court of New
York holds that it was broad enough to cover the entire diUy of
the township, in so far as the condition of the highway was con-
cerned, during the contract period. Consequently, it considers it
broad enough to cover liability for an injury sustained by a pedes-
trian stepping into a hole near the foot of a telegraph, telephone, or
other pole set in the highway, .^nd there can be no doubt, the
court declares, that contractors with the state or a municipal cor-
poration who assume, for a consideration received from the grant-
ing power, by covenant, expressed or implied, to do certain things
necessary for the safety or well-being of the public, are liable, in
case of neglect to perform such covenant, to a private action at the
suit of the party injured by such neglect, and such contract inures
to the benefit of the individual who is interested in its perform-
ance. But the contract with the township, in this instance, being to
keep the highways in a safe and passable condition during the
time the work of construction was being carried on, the court holds
that, in order to show any liability on the part of the company to
the party injured as above stated, it was necessary to establish that
the work of construction was still under way at the time of the
accident. .-Knd this requirement the court holds was not met where
the evidence on behalf of the company showed that the work of
construction had been completed about six months when the acci-
dent occurred, and where the nearest time fixed at which the in-
jured party swore to work of construction was some two months
prior to the accident.

POWER OF ST.\TE TO DIRECT CITY TO BUILD TUN-
NEL AND LET IT FOR STREET RAILWAY USE.

Browne v. Turner (Mass.), 56 N. E. Rep. 969. Mar. 28, 1900.

This was a suit brought to enjoin the construction of a tunnel
and the issue of bonds by the city of Boston for the payment there-
of. The occasion for it was alleged to be that the Boston transit
commission proposed to obey section 17 of chapter 500 of the
statutes of 1897, by constructing a tunnel from a point on or near
Hanover street, in Boston proper, to a point at or near Maverick
Square, in East Boston, and by executing a lease of the tunnel,
when completed, to the Boston Elevated Railroad Company for 25
years from the date of that act at the rental specified in the same
section. Besides, it was averred, the treasurer of the city proposed
to obey section 18 of the act, by selling bonds and applying the
proceeds to the payment of the cost of the tunnel. The injunction
was sought largely on the ground that the requirements of these
sections were unconstitutional, especially as calling for an unwar-
ranted exercise of the power of taxation, and as taking the property
of the city without reasonable compensation or due process of law
when the lease should be executed. But no injunction was granted.

In view of its decisions as to the subway, the supreme judicial
court of Massachusetts says that it does not appear to it to need
further argument to show that the contemplated tunnel, even if
permanently confined to street railway travel, was a public work
for a public use, for building which the legislature could require
the city to pay. Nor was it impressed with the distinctions which
it says were suggested between the subway and the tunnel.

Then, it was argued that, because of the direction to let the tun-

nel, and because of the difference in the rental under the statute
and that which would have been received under a certain contract,
the real object of the statute was to throw upon the city the bur-
den of constructing part of its roadbed for a private corporation,
and to give it a lease on easier terms. But the court .says that it
cannot accept the suggestion. It did not appear that the statute
would have either effect. But, if it would, so long as possible, the
court is bound, it says, to assume that the legislature did its duty,
meant what it said, and regarded the work as a public wtTi-k really
needed by the public, as it might be. The purpose of the act on its
face was to create a lawful public improvement.

Again, it was contended that the compensation to the city was
inadequate, and that the lease would be a taking of the city's prop-
erty for a private corporation without paying for it. The answer of
the court is that, with regard to the former proposition, if the leg-
islature had the same power that it had with regard to other roads,
the matter of compensation was wholly within its power. With re-
gard to the latter branch of the objection, the court says that this
was not a transfer, but only a quasi, or kind of, experimental lease
for a not unreasonable time. The property of the city in the tunnel,
assuming it to have a property, was not of a half-private sort, but
was merely the control of a public agency.

Continuing, the court says that if the tunnel was to be built it
was to be used, and naturally would not be used by the city di-
rectly. If the legislature could authorize it to be let on terms to be
agreed upon, it could require it to be let on terms which the legisla-
ture thought just to a corporation selected by itself, engaged in a
public work like that for which the tunnel was to be used. In fact,
when once the power to require the tunnel to be built is conceded,
the rest follows, the court holds, in the situation now existing in
Boston. .Assuming that the city is not to go into the transportation
business further than it has gone, it adds, the use of the tunnel by
the corporation which manages the consolidated street railways of
the city is the alternative, and such use is not to be expected with-
out a lease.

LIABILITY FOR TOLLS AFTER PURCHASE BY CITY OF
ENTIRE STOCK OF BRIDGE COMPANY.

Monongahela Bridge Co. v. Pittsburgh & Birmingham Traction
Co. (Pa.), 46 Atl. Rep. 99. May 7, 1900.

This was an action brought by a bridge company, in its corpor-
ate capacity, to recover tolls under a contract whereby the bridge
company constructed an addition to its bridge for the special use of
the traction company and for which the latter agreed to pay cer-
tain fixed sums for a period of 40 years. The traction company
denied its liability to pay these tolls because the city of Pittsburgh
had purchased the entire stock of the bridge company at public
expense for public use, for a free bridge, and no toll had since been
asked for its use by ordinary foot passengers, horse, wagon, and
carriage traffic. But the bridge company got judgment, and the
supreme court of Pennsylvania has affirmed the judgment.

First of all, the court holds that it did not follow, as alleged, that
because the city purchased the entire stock of the bridge company
it became the owner of the property of the company. To the con-
trary, it says that the principle is well established that the shares
of the capital stock of a corporation are essentially distinct and
different from the corporate property, and that the owner of all the
stock of a corporation does not own the corporate property, or be-
come entitled to manage or control it.

It is clear, therefore, the court holds, that the purchase of the
stock of the bridge company by the city did not dissolve the cor-
poration, or vest in the city the title to its corporate property, or
give the city, as sole stockholder, the right to manage and control
the bridge or other property of the corporation. To this it adds that
so far as the effect of the purchase of the stock could be inquired
into in this action, the city became a stockholder in the corpora-
tion, with rights and privileges as such, and nothing more or less.

Again, the court asserts that it is settled beyond all question, iir
Pennsylvania, that the existence of a corporation, or its right to-
evercise its corporate franchises, cannot be inquired into or at-
tacked collaterally, which would prevent the traction company front
interposing as a defense the nonexistence of the plaintiff corpora-
tion— the bridge company, and thereby prevent a recovery in this
action.

The answer which the court makes to the contention that the city-

Sici'T. 15, jyoo. I

STREET RAILWAY REVIEW.

S13

li.iil "IkIiI 1" imrcliiisc llif stock of llic lirid^i' company, ivilli

I lie MiniKV of I 111- city, ami coiitiiuic llic corporate existence ol tlie
bridge company, i^ lli.d llie question it raiseil conid not be a<ljn<li-
cated in this action. In oilier worils, whatever miKlil be the merits
of such a defense, the court holds that the traction company was
prevented from settinjj it up in lliis artiini. In a proper proceedinK.
it ^,lys, the matters sugKCstei! Iiiic lo rrlie\c llu- traction company
from li.ihilily on its conlrnct conid be inqnired nito and determined,
but III ihiv .u'lion they loiiiil noi bo invoked lo prevent a recovery.
Until jndici.illy delerniined 111 a jiroper iiroceedin^, the corporate
existence oi the bridge company conid mil be denied, so as to pre-
\'i'nl ihe coipoialion from exercising; its iraiichise^ ;ind enforcing
ils i-iinlracls.

".•\CClI)h:NT .XD.U'.STh'.K" NOT PUNI.Sl I .\ m.b: l-OK COX-

Tic.Mi'T \vjii';r|': company wins .suit.

Nosier V. Melrnpoiit.-iii Street R.-iilway Co. ( N. \'.). 6,1 N. V. Supp.
.SOL .\l.ir. .'o, 1900.
While in liie c<niinionwcallii of I'ennsylvania the courts have
llnnidered toriii ihcir condemiuition of accident adjusters, runners,
an<l i.iwyers, wiio, liirough their agency, foment litigations, in lan-
gua^v too vigorous to be misunderstood. Mr. Justice McAdam says.
at a trial term of the supreme court, in New Vork county, that the
methods employed by these persons have become so common in
New York, particularly in negligence cases, that they are tolerated
coniplaisantly, and scarcely made the subject of comment. More-
over, it is held in this case that should an "accident adjuster" be
guilty of such misconduct, as in preparing false typewritten state-
ments of facts for witnesses to swear to, that, if the suit of which
he has been the instigator and the procurer of evidence to maintain
were won, it could be said that by his misconduct the rights of the
defendant were defeated, impaired, and prejudiced, and hence that
lie was guilty of contempt, within section 14 of the New York Code
of Civil Procedure, nevertheless no such right to punish him ex-
ists under the Code provision where the defendant succeeds at the
trial.

WHKRl-: CIIILUREN APPEAR IN ROAD NEAR SCHOOL
HOUSE.

Oster V. Schuylkill Traction Co. (Pa.), 4.S .Xtl. Kcp. 1006. .Apr.
g, 1900.
This was an action for injury to a child. The niotornian testi-
fied that wdien he was "lifty or si.xty yards away, maybe more
than that," he saw children in the road on both sides of the track,
and only a few feet from it. He knew the school house was
there, and seeing the children in the road, the supreme court of
Pennsylvania holds, was notice to him that it was recess, or, at
least, that the school was not in session. These circumstances, it
adds, put on him the duty of at once getting his car under special
control. Whether he did all that was reasonably proper for that
purpose, it holds, was necessarily a question for the jury. The
cases of this kind, where it is for the court to direct the verdict,
the supreme court goes on to explain, are confined to those in
which the uncontested evidence leads to the conclusion that the
child ran in front of the car so quickly and under such circum-
stances that the driver or motorman had no reasonable ground to
apprehend such action, and no time after it to avoid the collision.
In such cases the direction by the court is based on the entire
absence of any sufficient evidence of the company's negligence.
Judgment in this case, for the plaintitT. affirmed.

TAXPAYERS RIGHT TO CONTEST DISGUISED FRAN-
CHISE GRANT.

State V. Judge of Division .-\. Civil District Court (I.a.t. J7. So.
Rep. 580. Mar. 19. 1900.
If it be true, says the supreme court of Louisiana, that imder the
guise of an ordinance to rearrange the street railway tracks on a
certain street, the better to subserve the public safety and con-
venience, an attempt is made to donate valuable additional fran-
chises to one of the companies maintaining a track on part ol said
street, and that what is thus sought to be done is in excess of the
municipal powers of the municipal council, any citizen and tax-

payer has a slandiiig in court lo contest that pari of the onjinance
in which is included the alleKcd disguised franchise grant.

Whether il has a new grant, and, if so, whether the same !<> valid,
the court holds, arc matters o( defense more particularly lo be
urged by the street railway company asserting the same, and
accordingly the bringing of the suil against il alone suffices.

Furthermore, a pelilion, duly verified by oath, containing aver-
ments of the unaulhorizerl grant of a public franchise, and the
ultra vires, or unauthorized, character of the ordinance under which
the franchise is claimed, and alleging interest as taxpayer, and
injury lo Ihe rights and holdings of the petitioner, Ihe court holds,
presents a sufficiently good prima facie case to warrant a prelim-
inary injunction restraining the street railway company, its officers
and agents, in the premises until the further orders of Ihe court.

CAKE REQUIRED IN OPERATING SWEEPER TO
REMOVE SNOW.

Conner v. Metropolitan Street Railway Co. (N. Y.), 63 S. Y.
Supp. 509. Mar. 6, 1900.
In operating a sweeper, as for example during a snow storm lo
clear its track of snow, a street railway company, the appellalc
division, second department, of the supreme court of New York
says, is to be held, of course, to the rule of reasonable care, in
view of the dangers to be reasonably anticipated. But a liability
based upon so unusual a circumstance as that of a piece of snow or
ice going in an opposite direction from that designed, and without
any apparent cause connected with the machinery itself or ils mode
of operation, it pronounces alinost tantamount to holding the
company to be an insurer of the safety of others who may be using
the street at the same time. Hence. In the absence of proof that
the snow or Ice which the plaintiff alleged hit his horse, while he
was driving on the adjoining track, and which he said came from
the direction of the sweeper, did in fact come from the sweeper,
and in the absence of proof that this was the result of negligence,
and could have been averted by care in the speed or in the opera-
tions of the sweeper In some other definite respect, the court holds
that the plaintiff failed to sustain the burden of proof, and that the
company's motion for the direction of a verdict in its favor should
have been granted.

PRESU.MPTIONS FROM COLLISION OF CARS OF DIF-
FERENT CO.MPANIES.

Loudoun V. Eighth .\venue Railroad Co. and Third Avenue Rail-
road Co. (N. Y.). 56 N. E. Rep. 988. Mar. 27. 1900.

This action was brought to recover damages for injuries sus-
tained by a passenger on a horse car that was struck by a cable
car. the cars being owned by different companies, and both compa-
nies being sued. That the horse car was first on the crossing, the
court of appeals of New Vork holds, did not conclusively show
that it had the right of way. But. in the absence of any evidence
showing the relative position or speed of the two as they ap-
proached the intersection, it holds that It did constitute evidence
from which the jury might have inferred that the horse car was
entitled to precedence. The cogency 01 the evidence, it remarks,
would also depend on the part of the horse car that was struck by
the cable car, .\nd here it appeared that the horses and a great
portion oi-thc car it.self had passed the crossing before the collision
occurred. Vet the court docs not say that on this proof the cable
car company was negligent, as matter of law, but only that it was
a question of fact for the jury. In other words, the court holds that,
notwithstanding the details of the collision were meager, they re-
quired submission to the jury of the issue of negligence as to each
company, and that a nonsuit as to either would have been improper.
-\t the same time. It holds that there was error in Instnictions
which substantially took away from the jury the issue of the compa-
nies' negligence, in that they stated that the accident raised a pre-
sumption of negligence, and that there was no testimony to over-
come the presumption, thus substantially stating that the party su-
ing had successfully borne the burden of proof resting on her to
establish her case.

The court says that It agrees with the cable car company that the
<loctrine of res Ipsa loquitur— the matter speaks for itself— did not
apply to it. and that an instruction that the occurrence of the col-
lision raised a presumption of negligence upon its part calling for

514

STREET RAILWAY REVIEW.

[Vol. X, No. g.

an explanation was erroneous. The cable car company, not being
the carrier of the passenger suing, it holds, was bound only to the
exercise of the ordinary care in the management of its cars. If one
company had been in control and management of both the cars, a
presumption of negligence on its part would have properly arisen.
But here, the court goes on to explain, were two actors, and the
collision might have been due entirely to the fault of one party,
and not at all the fault of the other.

As to the horse car company, on whose car the party suing was a
passenger, the court holds that a different rule obtained. While it
was not a guarantor of the safety or security of its passenger, the
court holds that it was bound to exercise a very high degree of care
to accomplish that result. It adds that it is easy to imagine many in-
juries that might occur to passengers, from which no presumption
of negligence would arise. But the danger of collision with other
vehicles moving on the streets is always present, and the employe
managing and controlling the car must be on the alert to avoid
that danger. The danger is greater at the intersection of other rail-
roads, and care must be used proportionate to the danger. And,
the court holds, the horse car company could not insist upon or
assert its right of way at the crossing as against the car of the
other company, if there were reasonable grounds to apprehend that
thereby it would endanger the safety of its passengers. Moreover,
the management and control of the transportation of the passenger
are wholly confided to the employes' operating the car; and the
former cannot be expected to be on the watch either as to its man-
agement or that of other vehicles, or, if a collision takes place, be
able to account for its occurrence. Therefore, when such a collision
occurs, the court holds, there arises a presumption of negligence
on the part of the carrier, which calls upon it for explanation.

But. though the occurrence of the accident called for an explana-
tion by the horse car company, which was the carrier of the pas-
senger, the court thinks that the trial judge erred in charging, as a
matter of law. that no explanation had been furnished, and it recalls
attention to the fact that the cable car struck the rear end of the
horse car. How far this circumstance tended to show that the
horse car had properly and carefully proceeded over the crossing
and that this collision was due not to its fault, but to that of the
other company, it adds was a question of fact for the jury, not of
law for the court.

Again, the court holds that the question was not whether the col-
lision could be attributed to the companies' negligence, but whether,
as matter of fact, it was attributable to their negligence.

INJURY TO CONDUCTOR CAUSED BY STONE BEING
PILED ALONG TRACK.

North Chicago Street Railroad Co. v. Dudgeon (111.), 56 N- E-
Rep. 796. Feb. 19, 1900. Rehearing denied Apr. 5. 1900.

■Where a company is exercising some chartered privilege or
power which could not be exercised independently of its charter,
there is an exception, the supreme court of Illinois holds, to the
general rule that to cases of independent contractors the doctrine
does not apply, which makes the superior answerable for whatever
has been done. Wherefore, it holds a street railway company liable
for injuries to a conductor caused by negligence in placing piles of
stones along the sides of the track in repairing its roadbed and re-
laving its tracks, notwithstanding that it employed independent
contractors to do the work, free from all control and supervision
on its part. Nor does it consider it any defense that the authority
and permit given to the company extended only to the relaying of
the rails, and that neither the charter under which it was operating,
nor the permit, covered the paving of the street or the removal of
the stones therefrom.

Besides, it should not be forgotten, the supreme court says, that
the law requires that the master shall provide a reasonably safe
place for the servant to work, and, failing so to do, is answerable
for resulting injuries, unless the dangers are such as are reasonably
incident to his employment, or of which the servant has equal
knowledge with the master, or where the danger is imminent. To
thi.s, the court adds that it cannot hold the danger resulting from
such piling of stones along the side of the track to be an assumed
risk. It also makes a point of the fact that the duties of a conduc-
tor being principally on the car, attending to the collection of fares,
his knowledge of the condition of the track, or the street adjoining
the same, might easily be very much less than that of an ordinary

passenger, who would have nothing else to occupy his mind e.xcept
observation as the car proceeded.

WHERE A HORSE IS LEFT ALONE AND UNHITCHED
AT NIGHT NEAR TRACK.

HofTman v. Syracuse Rapid Transit Railway Co. (N. Y.), 63 N.
Y. Supp, 442. Mar. 21, 1900.

A horse was left alone, untied, on a dark, stormy night, in a
narrow space between a track and the street gutter, when cars were
liable to come past at any moment, and at a place in the city where
a 15-miles-an-hour ordinance applied, and where the driver was
bound to assume a car might come down the track, out of the dark,
at a rapid speed, with its headlight staring the horse in the face,
and so close to him that the side of the car would almost touch
his body. Under such a condition of facts, the appellate division,
fourth department, of the supreme court of New York, says that it
cannot agree that it should be found, even by a jury, that the
driver of the horse was free from contributory negligence; and it
holds that it was error not to grant a nonsuit.

Nor could it be claimed, the court holds, that it was the duty
of the motorman, if he saw the horse, when some distance away,
to slow down his car, and get it under such control that he could
avoid a collision by stopping the car within a few feet, if the horse
chanced suddenly to go upon the track. He had a right, the court
maintains, to assume, until the contrary appeared, that the horse
was gentle, and not afraid of street cars, and would remain stand-
ing when the car approached and passed him; otherwise, he would
not have been left alone, unhitched, so near the tracks. He was
only called upon to slow down, and get his car under control so as
to be stopped quickly, when he was apprised by some action of
the horse that he was likely to change his position of safety, and
go upon the track, a place of danger.

SOME THINGS THOSE OPERATING STREET CARS BY
ELECTRICITY MUST KNOW AND DO.

Owensboro City Railroad Co. v. Hill (Ky.), 56 S. W. Rep. 21.
Mar. 17, 1900.

Those in charge of street cars operated by electricity along the
public streets of a city, the court of appeals of Kentucky main-
tains, must know that they are operating dangerous machinery;
that men, women, and children have the right to cross and be upon
the streets, and that they will do so; that those in charge of the
cars must keep a lookout, and take reasonable measures and care
to avoid injury to those that may be upon the streets. It is the
duty of a street car company which propels its cars by electricity
to keep them under such reasonable control as will enable thera
to avoid injury to those who use the street. It would be gross
negligence for one in charge of an electric car on the streets of a
city to fail to give warning of its approach at street crossings.

This statement the court follows by the further one that if the
jury believed the testimony to be true which tended to show that
the car in question was running at an unusual rate of speed, and
gave no warning of its approach to the crossing, then it was bound
to reach the conclusion that the company was guilty of negli-
gence. It also thinks that the jury was properly told that, if the
servant of the company discovered, or could have discovered, this
other party's danger, and failed to use reasonable efforts to avoid
injuring her, her negligence, if any, would not prevent a recovery
of damages. Railroad companies, it adds, owe that duty to tres-
passers. Street car companies owe it to everybody who may be
found upon their tracks in cities.

This decision, it should perhaps be noted, is "Not to be officially
reported."

London is not unanimous in approving the underground roads
and one man is on record that he "better prefers traveling in God's
own air than in a drain pipe."

It is announced that the officials of the United Traction Co., of
-Mbany, N. Y., and the Schenectady Railway Co., of Schenectady,
have reached an agreement whereby the latter company will be
permitted to enter Albany over the local system if it builds an in-
terurban line.

Sicrr. 15. iviXJ. I

STREET RAILWAY REVIEW.

;i5

LAYING PIPE IN ENGLAND.

ELMIRA & SENECA LAKE RY.

( )Mi lCii(,'lihli cunlciiiijorarics dcscriln- an aimisiiin ilispiiti- bc-
iw<Tii llic lowii of Dudley (Kng.) and ilie British IClcctric Trac-
lion C(J. over the laying of some uMckigroiind feeder ealiles for
the Dudley & Scdgcley Tramway. The company wislied to use
east iron pipes but the town preferred cartlienware conduits. Not-
withstanding the protest.s of tlie town officials, the company laid
half a mile of the pipes. The |)olice were asked to slop the work,
but I lie men refused to desist; then the town provided a force of
laborers, who tilled the trench as fast as the company's men ojiencd
it. The company (hen provided carts and hauled the dirt away, but
the town liad other carts and hauled in ashes and refuse to till tin-
trench. At last by surrounding the trench with carts the com
pany's men succeeded in installing some 50 yards of the pipe by
the end of the second day. The town oflicials announced that ap
plication would be made (or an injunition. liul al last accounts lln-
company was laying its mains.

All this reads as though it might have haii|)nuil nn iln, -,idc ut
the .'Xllanlic, except that there would have been a lij^hl ami al least
i«i> injuiutii>ns before the first day was over.

CINCINNATI, NEWPORT & COVINGTON.

The conilensed statement of the Cincinnati, Newport & Cov-
ington Ry. for July, 1900, sent us by the president. Mr. J. C. h'rnsl,
shows gross earnings, $72,704; operating expenses, $31, 1,^5; net
earnings, $41,569; tolls, taxes and damages, $12,479; '"-"t profit,
$29,090. This is an increase in gross earnings of $4,000. an increase
in operating expenses ot $6,931. and a decrease in net profit of
$3..M7. its compared with July, 1899.

For the first seven mouths of the year compareil with the corre-
sponding period of iiSgg, the increase in net profit is $22,449. Tlic
ratio of expense to earnings is .53 with tolls and .41 without tolls,
as against .55 and .42 for the corresponding period of 1S99.

« « »

TO PRESERVE WOODEN POLES.

The following method is suggested for preserving wooden trolley
poles from decay due to moisture or boring insects.

First char the pole for from four to six feet on the butt end.
about '/i in. deep from the surface. Then apply the following prep-
aration; I gallon of 25 per cent crude carbolic acid, mixed with 5
gallons of coal tar, putting on one or two coats after the pole is
thoroughly dried; the composition should not be applied while the
pole is green. It is said this mixture will kill all eggs or worms
that may be in the pole and will prevent others from being deposited.

BRIDGES CLOSED UNTIL REPAIRS ARE MADE.

The city of Taconi.i.. Wash., has notified the Taconia Railway
& Power Co. that five bridges over which car tracks are laid are
defective, and that an "element of danger" exists in operating cars
over them. The city demands that the railway company repair the
bridges, and as the company has relused to do so tlie bridges have
been closed to street car trallic. The repairs in ipiestion consist in
placing ne\s' post (eet. caps and stringers, and the estimated cost
for the five bridges is about $i.JOO. The company will lake the
matter into court.

TO PREVENT COUNTERFEITING TRANSFERS.

Some I'lukulelphia tirnis have had tickets printed (or adxerds-
ing purposes which are similar in style and color to the regular
transfer slips used by the Union Traction Co.. and the latter finds
that many of its conductors have been imposed upon by passengers
who tendered the imitation checks. To stop the fraud the company
has had new transfers printed on paper with the watermark "U. T.
C." so that by holding the ticket to the light the conductor can
easily tell whether it is genuine.

The Warren, Rrookfield & Spencer Street Railway Co.. of
Hrookfield. Mass., has had each of its conductors appointed a spe-
cial policeman.

'I'he hne of the ICInnra & Sciicca Lake Railway Co., wliich was
opened for operation on June 19, 1900, extends from liorschcads.
N. Y., to Seneca I,ake, llorseheads is the terminus of the Klmira &
Horseheads Ry., over which the cars of the Elmira & Seneca Falls
company will enter and leave ICIniira. The route is on Main St.,
in Horseheads, until the Chenuing Canal is reached; this canal was
abandoned as a waterway some years ago. and the towpath is now
owned by the railway company as its right of way. The line (lasscs

riC. 1 TVl'E OK HKIIX'.K.

through a well-settled country and the villages of Pine Valley,
Millport, and Croton, and leaves the private right of way on
reaching the town of Montour Falls: thence it proceeds through
the main streets of Montour Falls, and along the Watkins public
road to Watkins, and through Watkins to the northern terminus
at the lake. The road passes through two counties. Chemung and
Schuyler, and directly to the entrances of the world-famous Wat-
kins Glen at Watkins and Havana Glen at Montour. The terminus
at Watkins is on the shore of Seneca Lake adjacent to the depot of
the Northern Central Railroad Co., and connects with the steam-

KIC. 2 -EXTKRIOK OF l-OWEK HOrSE.

boat lines of the Seneca Lake Transportation Co. Seneca Lake is
a fine body of water about forty miles long, and there are a num-
ber of summer resorts and cottages along its shores reached by
the stcaitiboats.

Wlien this route was projected it was with many doubts as to
the ultimate completion of the road, but the officials of the rail-
way company after thoroughly examining the field decided to award
the contract for designing, constructing and equipping the road

51(

STREET RAILWAY REVIEW.

|\<.i., X. No. y.

to till' Aimrican Engineering Co., of i'liiladclphia, which imme-
diately prepared plans and specifications and commenced grading
for the roadbed. The cuts were lo ft. wide at grade line with side
slopes of l,'i lo I and ditches for drainage at the base of the slope;
the fills were made lo ft. at the grade line after being allowed to
settle along the private right of way. It was necessary to change
the course of the Catharine River at four different points and
wherever the river was adjacent lo the fills they were protected
from washing by oak piles driven 5 ft. apart parallel with the river,
with willow matrasses placed between and behind the piling and
backed by stone riprap work.

Wherever the line of road crossed the stream there were erected
plate girder or through span steel bridges, similar to the
one shown in Fig. i, which were furnished by the Berlin Bridge
Co. and the Havana Bridge Co. The bridges were set on founda-
tions of cut stone laid in portland cement, none but dimension
stones being placed in the faces of the walls. The track over all
bridges has inside guard rails of the same section as the running
rails, laid parallel to and 4 in. from them. The bridges have fender
pieces ^ith notches on the underside to receive the ties; the fender
pieces arc held in place by bolts yvith washers on each end. Ex-
posed'T>arts of tics and also the notches were treated with two
coats of red lead to prevent absorption of moisture.

The rails are a 56-lb. T-section rolled by the Carnegie company.
They are laid on ties 6x8 in. x 8 ft., of hewn oak and chestnut,
spaced 18 in.._on centers except at joints, where they are spaced
14 in.; the joints »re suspended. The track is surfaced on a bed
of 12 in, of creek gravel; stone ballast is filled in level with the
tops of the tics, having the natural slope from the ends of the ties.
Thejjfraeklis bonded w-jth No. 0000 Morris protected stranded cop-
per bonds, and cross-bonded every 200 ft. Ground plates are buried
in the stream wherever a crossing is made and connected to the

irolky wire is No. 00 grooved section, hung nn insulators with
the General Electric Go's, special mechanical clip for this pattern
of wire.

The feeder system consists of 13 miles of No. 0000 solid copper
wire, insulated in the towns and bare on the private way. It is
hung on glass insulators supported by cross arms on the side poles.

I'lC. 3~-MONTOrR FAIJ.S.

track circuit by four No. 00 wires: four wires are u.sed to guard
against breakage.

The overhead construction is with side poles except through
the towns and villages, where the span construction is used. Side
poles are 30 ft. in length, 7 in. at the top, with seamless steel
bracket arms supporting clips for suspension wire, having the over-
head wire supported from an eyebolt attached to the top of the pole.
All suspension and puU-ofif wire is stranded galvanized iron. The

kh;. 4 — p;ntk.\ncu to w.mkins c.i.en.

T.iglUning arresters are placed every 1,000 ft. and grounded on to
track circuit.

The telephone signal system was furnished by the Novelty
Electric Co., and consists of a telephone at each of the sidings and
terminals. There are also instruments at the power house and
office so that a ear at any siding can communicate with the power
house or office, and with another car through the office, or the
office can reach any car on the lines by ringing bells which are
placed along the line, bridged in circuit, which notify the car that
is wanted. Each telephone is numbered the same as the siding
at which it is located, and the system is found to work very satis-
factorily.

The road is fenced for its entire length over the private right of
way, nearly 12 miles, with galvanized wire. The fencing is sup-
ported on iron posts every 10 ft. and has wooden end and brace
posts; the grade crossings are protected by cattle guards made
of triangular oak pieces. All farm crossings are put below grade
through special cattle passes.

The power house, which is shown in Fig. 2, is a brick building
nn a stone foundation laid in cement mortar. The roof is carried
i>n steel trusses and covered with slate, with Ved tile trimmings.
The floors of both engine and boiler rooms are of cement.

The engine room equipment comprises one 350-h. p. engine driv-
ing a 32S-kw. generator and one 2S0-h. p. engine driving a 225-kw.
generator; the two generators are W'estinghouse. Both of these
engines. Fig. 6. were made by the Harrisburg Foundry & Machine
Works, of Harrisburg. Pa., and are of the type known as the Har-
risburg four-valve self-oiling simple engine. This type is one of a
complete series inade by the company and has been specially de-
signed to give satisfactory and efficient service imder the following
con<litions: Steady, or if required, varying load; belted or direct
connected to the getierators; exhaust either free to atmosphere, or,
if unavoidable, subjected lo back pressure; steam pressure from

*:>

SkI'T. 15. uitm. I

STREET RAILWAY REVIEW.

517

71) III KK) III.; |{iw piKfil .illcuiLinN; u^il^ mI iimii 75 lu 700 li. ]). ;
CDiiipail Hour space; <|uit't operation; a walir rate of from JS to 28
II). per hour. The four valves are cylindrical in form and perfectly
halanced under all conditions; the two steam valves liave remova-
ble Inishini^s which render repairs positively reliable. There are
two eccentrics, one actuating the Ivvu steam valves and one the two
exhaust valves, the motion beinj; transmitted to wrist plates by in
(leiiendent rocker arms; this design is justified because the ar-
rangement permits a rapid acceleration of the valve gear and se-
cures sharp cut-off and release. The valve gear is made as simple
as possible .-md close adjustment can be secured so that in opera-
tion tlure is no clattering or noisy vibration. The wrist plates
.ind the wrist plate pin arc ni ide of a special steel, the pin being
lined with adjustable sections n\ plmsijlior bronze. Lubrication of
the pins is accomplished by means of compression grease cups on
ihe outside end of each pin thus allowing the operator to force the
lubricant into use without exposing himself in Ihe lea-t to the
meelianism.

The switchboard is of white nuirble ci|uipped with Keystone and
Weston instruments. A detector bell is provided which rings
when a circuit bre.dicr opens and continues sounding until the cir-
cuit is closed. .All wiring from Ihe generators to the switchboard
is carried under the engine room floor.

Adjoining the switchboard is the telephone booth and near it
are a tool room, a dressing room and the oflicc for the engineers.

The steam piping, which was cotuplcted under the direction of
Mr. A. C. Thompson, consists of a main header with a brancli for
each engine turned from it. and a Bundy automatic trap for re
turning hot water drippings to the boilers.

In the boiler room are two 300-I1. p. boilers, an .Vmcrican feed
water heater and two Snow puiups. Coal storage pockets are di-
rectly in front of the boilers, and coal is deposited in the pockets
through a steel-lined chute leading from a railroad siiling parallel

company's property, it. will be useil as a resort for piciiicing in
summer an<l skating in winter.

The car barn is located parallel to the railway near the jiuwer
house. It is 250 X 50 ft., and contains (our tracks with a shop
,iii<l etnployes' rixim in the end nearest the power house; the

l-IO. .s KNTKA.NCK Til HAVANA f.y.S.

liuildiMg and pits are heated with exl|aust steam from ihc power
house, which is pipeil underground from the latter. The building
and special work leading from it are lighte<l with enclosed arc
lights; the pits and rooms arc lighted with incandescent lamps.
The sides of the pits are of brick and arc built 2 ft. outside of and

i-iG b 11 vKKi.siu KG 4-VAi.vi.; knc.im;s in i'owek hoisk.

to the building and soiue 45 ft. above the pockets. Coal is thus
unloaded into the storage pockets without cost for handling. The
stack is 125 ft. high: it is of steel, brick lined, and titled with
lightning rods.

Water for the plant was secured by <lamming a branch of Catha-
rine River and laying a pipe with natural gravity liow to a well in
the boiler room. Analysis of'the water showed it to be lirst-class
for steaming purposes. The water dammed back being on the

parallel to tlie tracks. The tracks arc carried over the pits on
trestles to allow space at the sides for light and ventilation.

The car equipment consists of 12 cars; four are similar to that
shown in Fig. S. Two of these four have smoking compartments,
the other two having both baggage and smoking compartments.
They arc ccpiippcd with four G. E. i.ooo motors. K-ii controllers.
Christcnson automatic air brakes, and Wagenhals arc headlights.
The interior is finished in cherry and mahogany; the seats are

518

STREET RAILWAY REVIEW.

|\\ii.. X, No. y.

of llic walkover pattern, covered with rattan. Thoy are lighted with
lour five-light clusters of handsome design; these cars are fitted
with electric push buttons. Of the other eight cars, si.\ are open
15-bcnch cars and two closed 28-ft. cars; they are equipped with
Westinghouse nii>tors and G. E. K-ir contmllers. and have Syra-

■

>1^^V' '■■

^^1

lie. / TELEPHONK ox pol.K.

cuse changeable headlights. The cars are panned I'nllniaii green
with gold striping and each has the name of one of the towns
on the route as well as the number. .Ml cars have a tool box con-
taining pliers, wrench, and trolley wire pickup for use in case of
cirtcrgency repairs, or picking up broken trolley wire. ■

After the inspection and opening trip those present enjoyed an
elaborate banquet at the Rathbnn House, Elmira, as guests of
the American Engineering Co.

The people along the line of route have shown their apprecia-
tion by their generous patronage, the present ecpiipnient being
taxed to its utmost capacity since the opening of the road. Figs.
3, 4 and 5 shi.w three of the most picturesque attractions along the
route, Montour Falls at the end of Main St.. in the village ot that
name, VVatkins Glen, and Havana Glen.

The ofilcers of the Elmira & Seneca Lake Railway Co. are:
President. Gen. John E. Mulford. Montour F'alls, N. Y.; vice-presi-
dent, John HIair Mac.\fee. Philadelphia; secretary and treasurer.
C. I.. Hathaway. Horseheads; superintendent, C. F. Baldwin, Mon-
tour Falls; assistant superintendent, C. I.. Furbay, Montour F'alls.

The employes of the company are uniformed in cadet gray; con-
ductors' uniforms are trimmed with gold, the niotormen's with
silver and other employes' with black. .\II liave cap badges with
name of occupation and number in enamel.

The fare for the trip from Elmira to Watkins is 35 cents one way;
no reduction is made for the round trip.

We are indebted to .Mr. U. .\. Hegarty, general ~n])erinten(leiU
of the Railways Company General, of Phil.idelphia. for this article
and the photographs from which the illustrations were made.

FORT WORTH-DALLAS ROAD.

We are advised by Col. J. T. Voss, president and manager of
the Glenwood & Polytechnic College Street Railway Co., of Fort
Worth, Tex., that the results of a survey made for an interurl)an
line to connect Fort Worth and Dallas are quite satisfactory. Froin
the terminus of the Glenwood & Polytechnic line to the end
of the Dallas line at Oak Clifif is 26 miles. The route is tolerably
close to the Texas & Pacific R. R. and to the Trinity River.
There are no grades of more than 3 per cent and much of the way
is almost level. The estimated cost, including provision for 24
cars, is $425,000. Orders for machinery and cars will have to be

[•"iK.sT c.\K ovEK rmc el.mika .\. senec.x i..\ke kv.

There are also four side-dump dirt cars and two center-dump
dirt cars for construction purposes, also a hand-pump velocipede
car with collapsing ladders for emergency work, as fixing line, etc.

Fig. 8 shows the first car to reach the terminus in Watkins; it
carried invited guests, including prominent citizens of the towns
along the route and ofificials of the railway, of the Elmira street
railways and of the American Engineering Co.

placed at least four months in advance, but it is hoped thai rails
can be x>btained much sooner.

The Consolidated Traction Co., of Pittsburg, makes a report for
July showing gross earnings from operation of $254,973; operating
expenses of $122,873; surplus of $14,588 after deducting interest
and dividends on preferred stock.

•SkI'T, 15. |i)IIO.

STRI'.RT RAILWAY REVIEW.

519

CONDUIT CONSTRUCTION IN PARIS.

EMPLOYES' ASSOCIATION AT AUGUSTA, GA.

The Fiuiioli 'I'liijiiiMjii-l loustoii Cii. which has senile iiiipoVlaiit
.street railway coiieessiini.s in Paris has recently constructed the
roadbed (or two underKronnd conduit hues; one is from the I'orte
d' Asnieres to the l'',cole Militaire, and tlie other from the I'orle
r F.toilc to the Montpariiasse .Station. A third section will be
hiiill from the Montparnasse Station to the Bastille. With the com-
pletion of this last section there will be 7'/\ miles o( the conduit line
scrvinR the outer boulevards and some So cars will be run.

An interesting feature of the construction work is shown in llu
accompanyiiiK illustration which is taken from I.a Nature. The
skeleton of the conduit consists of cast iron rings to which the slot

CK.MII.K AND I'AK USKD IN CONDI'IT CONSTK UCTION.

r.-iils .He bolted; these rinys are oval in section on the interior,
with the major axis o( I7f:( in. vertical; the minor a.\is is tj-H in.
After a number of the rings arc in place sheet steel shields are
placed inside and cement concrete poured about them. .Manholes
are placed at intervals of about 14 ft. After the steel forming
sheets have been removed a man is introduced to do the necessary
pointing and smoothing of the interior and as the space is quite
confined the ingenious device shown in the illustration is used. A
steel tray is hung, by cords passing through the slot, to a two-
wheeled carriage riding on the slot rails, and the workman having
taken his place on the tray is pushed along as he may direct.

ABOUT CRICKETS.

A newspaper story from .Misliawaka, Iiul, nniler date of .\ugust
iSth reads as follows:

"Flying crickets, a species never seen in this locality before,
struck the city tonight in myriads, filling the air and making life a
burden for humanity. Concerts were discontinued, summer vaude-
ville performances abandoned, and mercantile establishments were
forced to close. Thousands settling upon trolley wires broke the
electric current for street cars."

When we asked Mr. J. ilcM. Smith, general manager of the In-
diana Railway Co. which operates the electric liiu- in Misliawaka
for contirmation on the foregoing, he replied:

"This is simply another evidence of the fertility of the St. Joseph
valley. I know of people who claim to have seen trolley cars
stopped by blue monkeys and pink toads and vaudeville perform-
ances have been discontinued on account of flying high balls; but
the crickets are new to me. I shall place this article in the hands
of the society for the prevention of cruelty to bug? and let them
work on the cheerful liar."

RUNNING A TRAMWAY.

Mr. R. C. Quin, borough electrical and tramway engineer for
Blackpool, Eng., thus classifies the maintenance of an electric
tramway system: i. The maintenance of generating machinery.
i. The maintenance of cables. 3. The maintenance of overhead
lines and poles. 4. The maintenance of track. 5. The maintenance
of cars and motors. 6. The cleansing of cars. 7. The regulation
of traffic. 8. The collection of fares.

The first five of these are within the province of the engineer.

I lie employes of the Augusta CGa.) Railway & Electric Co. on
July jisl organized the Augusta Railway Athletic & Benefit As-
sociation. At the organization meeting 23 were enrolled, which
nunilier was within two weeks increased to 64; membership is lim-
ited to the Caucasian race. The officers arc: President, J. H.
.■\dams; secretary, J. S. Cam|>licll; treasurer, C. (). .Simpson, audi-
tor of the company. The managing board consists of the officers
and J. I,. Lyen and Joseph Trommerhauscr.

On August loth a meeting of the association was held at which
papers were read by Mr. Baglcy, a motorman, and J. .S. Camp-
bell; both discussed the conductor and his duties. Following the
regular business the prize fight bulletins were read. The associa-
tion has a baseball team, which played a series of games for the
benefit of the association on August 20th, 22d and 24th.

EASY MONEY EXPECTED.

The Wall Street Daily News quotes the president of a large
Boston bank a!< follows:

"1 do not sec anything but easy money ahead, and one of the
largest banking interests in New York, for whose judgment I have
the highest respect, is of the same opinion. The New York banks
are bound to further increase their surplus reserve through the re-
demption of the continued 2 per cent bonds. The great factor,
however, making for easy money is the increased bank circulation.
When the Government reduced its tax nn circulation, based on
the new 2 per cent bonds, 'A per cent, and allowed circulation up
to par of the bonds, the conditions making for easy money were at
once evident to everv student of the situation."

RECOGNITION OF BRILL AT PARIS.

Naturatly the attention of all makers and users 01 manufactured
products throughout the world is now directed toward Paris, where
close competition upon merit is taking place, and they will be in-
terested in the following announcements:

The Department of Civil Engineering and Transportation of the
Paris Exposition has awarded the grand prize lor the convertible
open and closed car to the J. G. Brill Co., of Philadelphia, also a
grand prize for the complete system of electric trucks made by the
same company. The J. G. Brill Co. is noted in the United States
and abroad for the excellence of its work, so that the awarding oi
these prizes by the committee of transportation was not unex-
pected. Such awards, however, again attest the appreciation of the
Brill products in foreign fields.

It is interesting to note in this connection that at the Interna-
tional Tramway & Light Railway Exhibition in London, in June
last, the Brill convertible car intended for the Leeds Corporation
Tramways was considered the most remarkable of the entire ex-
hibit and said to be the most complete convertible car ever made.

PECULIAR ACCIDENT.

Charles Sanders, a motorman on the Waukesha Line oi the Mil-
waukee Electric Railway & Light Co.. suffered an odd accident as
a result of wearing celluloid. He reached over he front dashboard
to throw the switch on, when an electric spark from the controller
flashed on his celluloid collar and set it on fire. The inflammable
material of which the collar was made blazed up instantly and San-
ders' hands were badly burned in his attempts to tear the collar
from about his neck. On each side oi his face there is a line of
burned flesh three inches in width and reaching half way round his
throat. The collar had almost been reduced to ashes before he
succeeded in. getting it from off his neck. The injuries are painful
but not considered dangerous. This accident gave rise to a re-
port that the company would forbid the men to wear celluloid col-
lars: Mr. T. E. Mitten, general superintendent, advises that this
report is incorrect, however.

The Wilmington (Del.) & New Castle Electric Ry. last month
began running cars to a new resort known as Riverside Park, two
miles from New Castle.

520

STREET RAILWAY REVIEW.

|\'oi,. K. N'o. g.

beies^

■f]

' r^-

The commonly accepted idea is that the ct'ticicncy of a steam
boiler is seriously affected by an accumulation of scale. Perhaps
the most often quoted estimate is that the presence of 1-16 in. of
scale causes a loss of 13 per cent of the fuel burned, y^ in. 38 per
cent and Ji in. 60 per cent. Recently we have seen published state-
ments tending to show that the loss of efficiency due to scale has
been greatly over-estimated.

Prof. R. C. Carpenter, of Cornell Cniversity. writing in the
American Electrician, says that so far as he is able to determine
by tests a lime scale, even of great thickness, has no appreciable
effect on the efficiency of a boiler. .\ test which he conducted when
the boiler was thickly covered with lime scale showed practically
as good results as when it was perfectly clean. The explanation is
that the heating capacity is affected principally by the rapidity with
which the heated gases will surrender heat, as the water and metal
have capacities for absorbing heat more than a hundred times faster
than the air will surrender heat. Any deposit which curtails
slightly the capacity of absorbing heat on the water side has very
little effect either on total capacity or efficiency. .V thin film of
grease, however, being impermeable to water, keeps the latter from
the metal and generally produces disastrous results.

Mr. Walter M. McFarland, formerly an engineer officer in the
United States Navy, in the course of a lecture at Sibley College,
Cornell University, stated his experience had been that a consid-
erable thickness of clean uniform scale made apparently little dif-
ference in the efficiency of the boiler. On the U. S. S. Vandalia
there were two boilers used for distilling water, and the water
evaporated per pound of coal was no more when the boilers were
clean than after three months when the scale was nearly J4 in.
thick.

On the other hand, there are recent tests showing that scale
does reduce the efficiency. In May and June, 1898, Prof. L. P.
Breckenridge, of the University of Illinois, made tests on a loco-
motive boiler before and after cleaning it of scale and found that
the loss due to the scale was 9.55 per cent. The average thickness of
this scale was 3-64 in.; analyses of samples taken from different
points in the boiler showed from 20 to 67 per cent calcium car-
bonate and from 4 to 40 per cent calcium sulphate.

Also, copies of reports of tests sent us by the Union Boiler Tube
Cleaner Co.. or Pittsburg, show that there is a marked increase in
the efficiency of the boilers after the scale has been removed. In
one case the gain was 16.3 per cent and in another 24.8 per cent;
the thickness of the scale was not stated.

In the eighth edition of "Helios," published by the Heine Safety
Boiler Co., is an illustration of a boiler sheet that has been bagged
by the use of oil in the boiler. The pocket formed was 4 ft. length-
wise of the boiler, 3 ft. girtwise and 9 in. deep. The boiler was
nearly new and of good mild steel, as was shown by the 5-16-in.
sheet stretching into the pocket which at the apex was only V^ in.
thick without any indication of fracture.

The inspector who examined the boiler said concerning it: "I
found the boiler had been cleaned from preceding Sunday, and at
that time a gallon or more of black oil had been thrown into it.
.Monday morning the boiler was fired up and was run through the
day at a pressure of 90 lb. per sq. in. As six o'clock Monday night
the engine was stopped, the drafts were closed, and no more firing
was done until nine o'clock. Upon going to fire up at this time, the
bulge was observed. From six to nine o'clock a pressure of only
40 lb. was carried. Upon examination I found the entire boiler
saturated with this oil."

The action of grease or animal oil in a boiler is to form itself into
drops which are carried about with the circulating water. After
boiling for some time these drops become sticky and adhere to the
metal of the boiler when they come in contact with it. Only a very

thin coating of grease is necessary to keep tlic water away from
the heating surface with llu- residt of bagging plates and leaking
seams.

-A mineral oil such as petroleum does not have this effect.
Petroleum is extensively used to .soften scale, but it is claimed
that all volatile oils will cornule llu- l)oiler. engine and piping, with
which they come in contact.

RECORDING STEAM ENGINE PERFORMANCE.

In our issue for February, 1900, page 72, we published an abstract
of a paper by Prof. William Ripper, head of the technical depart-
ment and professor of engineering at the University College, Shef-
field, Eng., describing a continuous mean pressure indicator for
steam engines invented by him. This indicator consists of an ar-
rangement of valves and gages connected so that the pressure from
the steam end of the cylinder acts on one gage and the pressure
from the exhaust end of the cylinder acts on the other. By two
throttling cocks the range of movement of the pointers on the
gages is reduced to a small amount, without affecting, however, the
accuracy of tlic indication. Thus the difference between the read-
ings of the two gages is the mean effective pressure on the piston
measured on a time basis. The ordinary indicator gives the mean
pressure on a distance basis but Professor Ripper found that a con-
stant correction factor would in most cases bring the mean pres-

I'OWEH nO.\Kll Ol' •■ S.'iXONH.

sure as shown on his recording gage into subsl.-mtial agreement
with the inditfator.

Professor Hi|)per has further developed his method and in the
current number of the Engineering Magazine describes the prac-
tical application ol the instruments in the engine room of the
steamship Saxonia. This ship has quadruple expansion engines
and each cylinder has a pressure instrument attached. For reduc-
ing the several mean pressures to the equivalent mean pressure on
the low pressure cylinder several scales are arranged on what is
called a "power board" with grooves and sliding buttons, each
having two pointer-s, so that when set with one pointer at the mean
effective pressure as indicated by the instrument, the other pointer
marks on a parallel scale the equivalent pressure on the low pres-
sure piston. Thus the distribution of work among the several cyl-
inders of the engine can be noted at a glance. On the same board

SlU'T. 15. 1()(1(1.

STREET RAILWAY REVIEW.

COST OF POWER FOR ELECTRIC RAILWAYS.
Output MeaHured by Wattmeter in Each Case.

Station

Metrtipolitati Kle-
Tatcd, Chicatfii

Month.

May.
June.

May.

June.

Monthly
Output,
Kilowatt-
Hours.

2,054,368
1,901. ,S.';2

1,276,496
1,171,353

Cost of Electrical Output per Kilowatt-
Hour— Cents.

Fuel.

.337
.340

.499
.406

Labor

.131
.145

.212
.221

Supplies,

Oil,
Waste, etc.

.037
.032

.022
.024

Water.

Re-
pairs.

Total

.028
.028

.021
.024

.037
.037

.034
.037

.570
.582

.788
.712

Gals. , ^i^\\
Cylinder ^."^"^^
Oil per '"« "■'

10 000 P"^

k. w. h.

Lb.
Water

per

Lb.
Coal.

2.79
3.43

3.20
3.60

.993
1.09

1.80
1.82

11.3
11.2

6.0.S
6.53

Lb.

Fuel

per

k.w.h

2.36
2.43

.S.16
4.54

521

|Priceof

Fuel
perTon Kindof Fuel
of 2.000

Lb.

S2.86
2.»)

1.93
1.79

{Bituminous

is also mounU'd a slide rule- for (|iiickly cominiliTiK' the indicated
horse power.

Professor Rippei- also states tliat as in all llirottliuH euRines and
in the low pressure cylinders of practically all types of condensing
engines the mean pressure on the driving side of the piston is
found to be directly proportional to the terminal pressure in the
low i>rcssure cylinder, and as the steam used per stroke (neglecting
cylinder condensation) is proportional to the terminal pressure, the
rea<ling of the mean forward pressure gage on the low pressure
cylinder is a very useful approxim.ile indication of the weight of
water used per stroke.

Concerning the limitations of the method it is said that all instru-
ments should be standardized by comparison with an ordinary
steam engine indicator at light, medium and heavy loads. For
mill engines no correction is necessary for the low pressure cylin-
der, but in the high pressure cylinder when there is a good com-
pression the readings are 5 per cent high at .j cut-ofT. varying to
2'/ per cent low at .7 cut-off.

On locomotive engines and compound non-condensing engines,
which types have a large compression, it is necessary to standard-
ize the instrument for light loads.

SOME GENERAL CONDITIONS GOVERNING
POWER STATION DESIGN.

From .1 papoi- h\ Philip Ilawsdii n-ad before the Liirt't Railway and Tratn\v;i
CoiifertMice, London.

Where a lighting station is already in operation it is not desirable
to combine with it a traction plant, but if a new station is to be
built, and is designed by experienced traction engineers for com-
bined traction and lighting, good results may be e-xpected. It
may be of interest to consider what are the differences between
a station designed for lighting and one designed for traction and
power transmission. The average number of hours per annum
during which a lighting station will be running full load will prob-
ably never be equivalent to more than three months' continuous
running per annum, that is to say, taking the Board of Trade
units (kilowatt-hours) generated in one year and seeing how long
tbe plant under consideration would have to run its full capacity
continuously to generate this amount, this time would probably
never exceed three months. Taking a representative traction sta-
tion, the time of continuous running would probably be at least
nine, and in some cases ten and even eleven months. .\ lighting
plant must in three months earn enough money to pay working
e-xpenses and to pay interest and allow' for depreciation and sink-
ing fund for a whole year, whereas a traction plant has nine to
eleven months in which to do the same thing. .\ lighting plant is
on an average practically at a standstill 18 hours a day, while a
traction plant is running 18 to 20 hoprs a day. Economical boilers,
engines, and electrical generating and transmission devices are
therefore far more important in a traction than a lighting plant,
because it is well known that running at very light loads and keep-
ing the fires banked and the boilers, steam pipes, engines, etc., hot.
uses very nearly as much fuel as running at full load. Furthermore,
whereas in a lighting plant there is ample time to overhaul the
plant and execute necessary repairs, the men during the d.ay have
little or nothing to do and can easily do this work, in a traction
plant there is little or no time to do this. The conditions are quite
as, if not more, arduous than on a ship. There at least cverj- few
days or few weeks the whole plant is shut down for several days.

and can be taken to pieces and overhauled. Unexpected and rapid
overloads must be able to be supported by the traction plant,
which is not generally the case in lighting. In a traction station
it will be seen that a far greater figure is cut by the cost of genera-
tion pure and simple than in a lighting station, and that the ques-
tion of interest on capital expenditure and sinking fund is relatively
smaller in the former than in the latter. The following figures,
which are the result of actual experience, may be of interest, and
show the influence of continuous running on the cost of produc-
tion:

Cost in pence per Board of Trade unit.
Lighting. Traction,

d. d. d. d.

Fuel 0.3 to 2.2 0.09 to 0.5

Oil, waste and stores 0.05 to 0.38 0.C05 lo o.z

Wages and salaries 0.28 to 1.60 0.03 to 0.4

Maintenance 0.03410 0.6 0.0025 to 0.06

•

Total 0.68410 4.78 0.127510 1. 16

The difference which exists between a plant working practically
continuously and only intermittently is at once seen in the average
amount of coal consumed per unit generated. The type of engine
used must, however, also be taken into consideration. Thus, tak-
ing the published results of British electric light plants, we find
that the cost of coal per unit generated varies approximately
between 0.3d. and 2.2d. Comparing this with traction plants, we
find the cost of coal varying between o.OQd. and c.jod. per unit gen-
crated. Again, considering the item of wages and salaries in a
lighting station, we have 0.3d. to i.6d.; in the case of traction this
is 0.03d. to o.40d. per unit. Comparing the total cost of produc-
tion of one Board of Trade unit generated in a lighting station and
in a traction station, interest and sinking fund excluded, in the
former the unit varies from i.ood. to 4,ood. as compared with o.25d.
to I.ood. for traction purposes. The cost of power when generated
for traction and power purposes is one-quarter of that when gen-
erated for lighting only. The amount to be added for interest and
sinking fund of course depends on the length of the concession,
on the terms of final purchase, and on the life of the machiner>-
employed. The cost of producing power varies with the amount
to be produced, decreasing as the amount increases. This shows
the advisability of concentrating as much power as possible in one
station, and reducing the number of units. In considering the
various items which go to make a complete power or traction
installation, including the system of feeders, distributors, track
and overhead line, the cost of the power station is but a compara-
tively small item. The saving which can be effected by a properly
designed station is very great, and a little extra capital expendi-
ture is in many cases well justified. The toul cost of running an
electric tramway or railway varies between 2.5od. and S.ood. per
car-mile, according to circumstances; the electrical energ>- at the
power station required varying from 0.49 units to 1.4 units per car-
mile, according to the profile of the line and the weight and
speed of the cars. The cost of power varies between 10 and 30 per
cent of the total working expenses, all charges included, and if it
can be reduced by iid. to id. per unit, or we may say per car-mile,
as one unit at the switchboard is a fair estimate of the average
power requisite at the switchboard per car mile, it is well worth
doing. In the early days, before polj-phase high-tension currents
were known, the situation of the central station was practically
imposed, ver>- little I.Tiliude being possible owing to the maximum

,■>'

STREET RAILWAY REVIEW.

[Vol.. X. No. 0-

distance ol economical transmission being limited. Electricity
works being most required in crowded centers, it was not only
difficult to obtain a site at all, but the cost of the ground was very
great, hence the necessity of crowding the greatest amount of
power into the smallest possible space. The plants being mostly
used for lighting, and only running a few hours each day, highly
economical engines and boilers and labor-saving appliances were
of but little advantage. At present, circumstances have altered;
electricity can economically be transmitted to any distance, and is
utilized — and will be more and more so every day — first for power
purposes, and secondly for lighting purposes. The initial cost of a
plant may be roughly divided into four parts — land and buildings,
plant, including machinery in station, mains, feeders and dis-
tributors, miscellaneous, which includes such things as meters,
instruments, cost of Provisional Order, and such like. .Vccording
to Mr. Eniile Garckc's figures in the "Manual of Electrical Under-
takings," the average cost of existing British plants expressed in
percentage of total capital expenditure is approximately as follows:

Per cent.

Land and buildings 19 to 23

Machinery and plant 35 to 37

Various remaining items 4 to 14

As regards the first item, the above average includes several old
lighting stations, and there is little doubt that if a new plant were
installed the cost of land could be materially reduced. The ques-
tion of system of generation, whether in several large stations
generating continuous current or in one large station generating
either continuous or polyphase current, is of great moment. As
stated previously, in a traction station much greater capital expen-
diture is justified, and coal handling appliances can be installed
which enable one or two men to look after the largest boiler room.
.\utomatic lubricating systems and ash conveyors, etc., enable one
or two men to be sufficient in the largest engine room. It will be
evi<lent that the item wages and salaries will be far greater in sev-
eral than in one station. The waste of coal, etc., also will be far
greater. From a careful study it is nearly certain that for any-
thing above 5,000 kw. capacity, one polyphase station, operating
rotary converter sub-stations is the best. Large units are also
always advisable. It interests me to see that the sizes of units
which I recommended several years ago are generally being adopt-
ed. For reference it may perhaps be advisable to append this table:

.SIZES OF KSGINKS RKCOMMENDET) FOR t'SE IN I'OWEK .ST.\TION.S.

Maximum power Number of Power of each

required. engines. engine.

LH.P. LH.P.

-'oo .... 2 .... 200

400 .... 3 .... 200

600 .... 3 .... 300

1 .000 .... 3 .... 500

1.500 4 500

2.000 4 .... 750

5,000 .... 6 .... 1. 000

10.000 .... 6 .... 2,000

20,000 .... 6 .... 4,000

40.000 .... 9 .... 5.000

60,000 .... II .... 6,000

90.000 .... 10 .... 10.000

All engine builders who have had experience in tramway work
now make an entirely different kind of engine for traction from
that which they supply for lighting stations. The conditions under
which a tramway engine w'orks are. if anything, more onerous
than those of a rolling mill engine. .A slight variation, either in
number of revolutions per minute or in angular velocity per revo-
lution, is of the greatest importance in a traction station, whereas
it is of small importance in a rolling mill. A uniform speed is
especially important where compound wound generators are run in
parallel direct on to the line. If the momentary difference in
speed between two engines exceeds very narrow limits, the volt-
ages of the machines differ, and cause very heavy currents in the
equalizing bars, and largely increased core losses, hence great
waste. It the difference becomes too great, one of the genera-
tors may even be reversed. Where multiphase machines run in
parallel, constant speed is of even greater importance to keep
the machines in step. In cases where shunt wound generators
with heavy batteries of accumulators run in parallel on the line,
the question of engine regulation is not so important. A traction

station where compound wound dynamos arc used should be so
arranged that if the normal load be suddenly thrown on or off an
engine, the speed shall not vary more than 2 per cent either
way. In some cases a ma.\imum variation of I'/i and i,'/4 per cent
i.i all that is allowed. Where polyphase currents are used, con-
slant speed is of even greater importance, and a guarantee
should be required that under no circumstances shall the angular
velocity during one revolution vary more than i per cent, and in
some cases not more than half of i per cent. With heavy fly-
wheels and governors properly designed for tramway work, it is
([uite practicable to fulfill the above conditions. Or, expressed in
a different way, in polyphase work the engine should not produce
by variation of angular velocity a phase displacement of more
than 5 degrees per half-cycle. From careful comparison of many
existing systems it may be taken that the total cost of power, all
fixed charges included, for one large station as compared with
that for two or more smaller stations together equal in power to
the larger one is from 30 to 75 per cent lower.

< «»

WAINWRIGHT EXPANSION JOINTS.

K.xpansion joints may be divided into two classes. One class
comprises all joints which have bearing or rubbing surfaces which
slide one upon the other; this class includes ordinary slip joints,
all forms of ball and socket joints, finished slip joints with steam
engine stufling-box fit, and balanced joints. In the other class
arc the expansion joints which depend upon the bending of metal
for their action, and in this class are copper bends and various
forms of the Wainwright expansion joint.

The construction of the Wainwright joint is very well shown in
the illustration. There are two heavy end flanges to which are fast-
ened the flanged ends of a corrugated tube of soft copper. Inside
of the corrugated tube is a straight tube of hard copper fastened to
brass rings at its ends, and on this are carried the inside equalizing
rings wliich are of cast iron. Outside the corrugated tube are other
rings, made of cast iron on large joints and brass on the smaller
sizes. The Wainwright joint depends for its action on the bending
of the copper in the corrugations and the equalizing rings ensure

W AI.NU KII.HT K-M'.XXSIO.N JOINT.

that no one corrugation shall d<i more than its share of the bending,
so that when once properly installed the joint will last a long time.
It requires absolutely no attention when once put in position.

Each corrugation will provide for 3-16 in. motion, or 14 in. under
favorable circumstances if occasion require. The regular sizes vary
from 12 to 30 in. in length and are for pipes from ij/ to 16 in. in
diameter; one joint will take care of the expansion in 100 ft. of
steam pipe under ordinary variations of temperature.

Mr. Wm. R. Billings, treasurer of the Taunton Locomotive Man-
ufacturing Co.. Taunton, Mass.. to whom we are indebted for the
data, writes us that the business in these joints has increased very
rapidly since the improvements found in the equalizing rings and
slip tube were applied. The largest joints the company has ever
made of this pattern are of a nominal diameter of 30 in., and were
made from 32-in. seamless drawn copper tubes, for use in the
power station of the Metropolitan Street Railway Co., of New York
City.

S,,,.T. ,5, ,.,o., 1 STREET RAILWAY REVIEW.

SOME ENGLISH POWER RECORDS.

S2.^

The cfTcet o( tlic Saturday half-holiday in increasing traffic is
very marked on the Oldham, Asht.jn & Hyde line; on the others

(he

Wo liavi- ixccivc.l Ironi llio flrilisli I'.Ucliii: I'racliuii Ci
companying diagram showinti the Hoard of Trade units, or kilo-
wall-1iinii-s, KcncraU-d, Ihc car-miirs niii and lln- IdUiwalt-hours per

the fact that (he service is so fully occupied during the week is bc-
lieve<l to make Ihc relative increase on Saturdays small. The effect
of sntiw in inrriasinK the current consumption per car-mile is two-

ftiUkW-FlJ^A-^bJjiMr^

car-mile for each day from Dec. i. iS<». to Mar. .^i. 1900, on three
of the electric railways operated by that company. The total units
generated includes the current used about the power house and the
car-mileage is the paying mileage only. Snow days are indicated
by the oblique shadins. foggy days by the word "Fog" and Satur-
days bv black dots.

. -«- JANUARY -^ FEBRUARY

TOWER HOUSE ni.\GRAMS tROM THREE ENGLISH RAILW.KYS.

fold; the resistance oflfered 10 the cars is greater and the mileage

of snow plows not being counted further increases the current per
paying car. Fog also increases the current consumption probably
because of the cautious operation necessary. The low average for
the Kidderminster line is believed to be due to it having fewer
curves and easier grades than the others.

^24

STREET RAILWAY REVIEW.

[Vol.. X. No. 0-

Electric Traction on Main Railways.

A Portion of the Report Made to the International Tramway Congress at Paris in 1900.

liv N. H. Heft.

Col N H Hi-ft I* well kaown to Anieric.-ld street railwiiv men bv virtue of llu- work he has done as chief of the electrical department of the New York,
New H.ivc'ii'i: H.irtfor.l, R. R.. and as president of the Meriden Electric Railroad Co.. of Meriden, Conn., and no cnie is better .jualitied than lie to prepare a
report on the subiect assij,'netl ti> him. His subject was "Electric Traction;
first portion of the report. Onr readers will of course recopnize the

_. A On Main Railways. Iti On Lik'ht Railways." At this lime wepive only Ihe

. term light railway as synonymous wtlh street or interurban railwa.v.

Experiments with electric traction on main lines of steam rail-
rtsds in the United States were begun in the early part of the year
1895. The managers of steam railroads were forced to take up
these experiments on their systems, owing to the great inroads
made in their passenger receipts, due to competition of the lighl
electric railways, which, in some localities, amounted to 80 per cent.
These light railways brought a new factor into the transportatinii
problem, and one with which the steam railroad managers were
wholly inexperienced.

With their tracks laid in the public streets of cities and extem!-
ing to suburban and even interurban districts over public highways
and private right of way, and, owing to their close proximity to
homes and places of business, with frequent service and cheap
fares, they had demonstrated that such a system of transportation
was much more attractive to the traveling public than the one fur-
nished by the steam railroads, and not only seriously affected the
regular passenger business of the steam railroads, but created a
pleasure traffic wholly their own. This convinced the steam rail-
road managers that they must turn to electric traction in order to
retain their passenger traftic, and compete with the light railways.
A second method of dealing with this new factor has been to pur-
chase the control of certain light railways which were likely to form
part of an extensive parallel line. This has been done by several
steam railroad companies.

Charles P. Clark, president of the New York, New Haven &
Hartford Railroad Co., was fully convinced, as early as 1891, as
shown by his report of that year to the stockholders, that the only
effective way of checking this competition was to equip the lines
affected w^ith electric traction. He advocated equipping a branch
line, to demonstrate what could be done with electric traction on a
standard steam railroad, with a standard steam railroad equipment,
operated under standard steam railroad rules. This makes him the
pioneer in electric traction as applied to steam railroads.

The New Haven system differs from every other important rail-
road property in this country, (a) in the immense volume of its
passenger traffic, (b) in the large percentage of passenger revenue
to total revenue, (c) in the large percentage of local revenue to
total passenger revenue, (d) in the density of population in the ter-
ritory served by its lines and (e) in the small area of that territory
as compared with the mileage of the system. The company carried
nearly 61,000,000 passengers in the year ending June 30, 1898, and
the revenue amounted to over $17,000,000 from its passenger de-
partment, equivalent to over 51 per cent of the revenue from :u!
sources. The system provides regular transportation faci ities for
about 6,000,000 people, and the density of population in Mis.iachu-
setts, Rhode Island and Connecticut, in which nearly all it- mile-
age is located, is 260 inhabitants per square mile — greater than
that of any other state or section in this country. In spite of the
fact that it controls nearly .^.ooo miles of track, the system, from
New York to Boston, can be travelled in five hours.

Within its territory are found the two great cities of New York
and Boston, with rich suburban residential areas tributary to their
business centers, five other important cities with suburbs, and no
less than 65 independent cities and towns of greater or less import-
ance for manufacturing or residential reasons.

Owing to the close proximity of the cities and towns in its terri-
tory, the New Haven system had been seriously affected -by this
competition. The gravity of the situation was such that, in No-
vember, 1894, the management of the New Haven road authorized
the introduction of electric traction on the Nantasket Beach branch,
the first installation of electric traction on a standard steam rail-
road. This was completed May 20. 189.S.

At this time the Pennsylvania Railroad Co. felt the effects of
similar competition, and. in 1895. authorized Pres. George B. Rob-

erts to introduce electric traction on the Bordentown and Mt.
Holly Branch of its Amboy Division. This installation was com-
pleted in July of the same year.

In the same year the Baltimore & Ohio Railroad Co. had com-
pleted its tunnel under the city of Baltimore, and, in order to avoid
the objectionable smoke and gases inseparable from service with
steam locomotives, it decided to introduce electric traction on
its belt and tunnel lines in the city of Baltimore.

In considering the application of electric traction to main lines,
railway managers are confronted with the following questions, to
which your reporter appends answ-ers, based on the experience of
various roads on which electric traction has been introduced:

1. Can electricity be substituted for steam as a motive power on
main lines of steam railroads?

Yes. But the value of electric traction on main line steam rail-
roads is wholly dependent on the style of equipment, manner oper-
ated, location of power station, method of power distribution and
train service, and distribution of population in territory covered.

2. Can a main line so equipped be operated under the same
rules as govern on standard steam roads?

Yes. The New York, New Haven & Hartford is operating by
electric traction 6.95 miles of double track, overhead trolley, from
Nantasket Junction to Pemberton, 11. 51 miles of double track third
rail from Braintrce to Cohasset. 3 miles of double track third rail
from Berlin to New Britain, 18.6 miles of single track third rail
from Hartford to Bristol and 8 miles of single track, overhead trol-
ley, from Stamford to New Canaan.

The Pennsylvania Railr^pad Co. is operating 8 miles of double
track, overhead trolley, from Bordentown to Mt. Holly.

The BaltFrnore & Ohio Railroad Co. is operating 4 miles of double
track, overhead trolley, in the city of Baltimore.

All the lines named above are operated under the same rules as
govern the operation of steam trains on the other portions of the
systems.

a. Schedule speed has been maiiitaine<l during times of heavy
travel and frequent service.

b. Train service has been reliable, and In a certain extent trains
have been able to make up time.

3. Can same weight of train be ojieraled?

Yes. Trains of the same weight have been operated by the three
following methods:

a. By using specially designed locomotives, as is done by the
Baltimore & Ohio, This method has the disadvantages of great
concentration of weight on roadway, and low efficiency when oper-
ating light trains. Where the service is infrequent or largely of
freight, or where it covers a section of main trunk line through
service, such as that on the Baltimore & Ohio R. R., then this
equipment is the most desirable.

1). By equipping standard passenger coaches with motors on one
or both trucks and using these cars as locomotives to haul passen-
ger trains. This style of equipment is used on the Highland,
Hartford and Plymouth Divisions, and New Canaan branch of the
New York, New Haven & Hartford; also on the Bordentown and
Mount Holly branch. Amboy Division of the Pennsylvania. Where
the service is frequent and light, schedule speed moderate, and
station intervals sufficient to allow trains to reach full accelera-
tion, it has been demonstrated that this service can be operated
satisfactorily. The simplicity and low first cost makes this equipment
desirable for this .service.

c. By equipping all or part of the coaches with motors mounted
on motor trucks, and operating them in trains controlled from
the first, or any of the motor cars, as is done on the South Side
Elevated R. R.. of Chicago. Where the conditions of operation re-
quire the maintenance of high schedule speed with frequent stops.

Ski'T. 15, 1900.'

STREET RAILWAY REVIEW.

525

llir |irii|]lriii rc'siilvi's ilsi'K iiiln cmc of .•icccl<Talioii ami lirakiiiK-
These conllililJll^ air Inuiid iiiii-ily 'Ml llu- clrvalcil railways «( our
large cities.

4. Can existiiiK train selieilules be niaintairieil?

Yes. The service operated by electric motors on the Nanta^Uet
Beach Branch of the New York, New Haven & Hartford during
the summer of 1897, was the fastest ever operated over this branch,
ond one that could not have been operated with steam locomotives,
as was frequently demonstrated during that year. This service is
shown by the following olVicial sehedule.

Sleniii, 1894 .
I'Jectrio, 1897.

6.95 mile-

Sl;i-

10
16

Si'hcduli'
lime.

J5 to ,i5 miiuilo

Avt-rai^e

I'l." In I I lll.|i.ll.
19.x 111. p. h.

5. Can stations be added without loss of schedule spee<l? Yes.

fi. Can a train of .1 given weight be accelerated more rapidly?

Ves. Owing to the steady torque of electric motors, at least 15
per cent of the weight on drivers is available for starting effort.

Tlu" tests of the Baltimore & Ohio electric locomotives, which
weigh 96 tons each, have shown a draw bar pull of 60,000 lb. on a
dry rail, corresponding to a traction coelVicieiit of over ,?o per cent.
Tests on a steam freight locomotive with 146.000 lb. on drivers show
a maximum draw bar pull of 30,000 lb., corresponding to a traction
cocllicient of 20 per cent or two thirds of that developeil by the
electric locomotives.

A standard combination coach on the I'lymouth Division of the
New York, New Haven & Hartford, equip|)ed with four motor.s of
17s h. p. each, aggregating 700 h. p. and weighing complete 50 tons,
developed u.ooo lb. with an over load on the motors of only 25 per
cent. Allowing a starting elTort of 300 lb. per ton weight of train,
,<inch a car could accelerate to a speed of 30 miles per hour in 10 sec-
onds, or allowing 90 lb. per ton weight of train, could accelerate a
train of 130 tons to a speed of .30 miles per hour in .?o seconds.

A train of individual coaches each completely etpiipped w'ith mo-
tors on all axles, operated from one control, would give the maxi-
mum acceleration possible, i. e.. that of a single unit with all its
weight on the drivers.

7. Can an effective system of brakes be applied?

Yes. The Pennsylvania Railroad Co. uses the full Westinghouse
air brake equipment; the Baltimore & Ohio Railroad Co. uses the
Westinghouse; the New York, New Haven & Hartford Railroad
Co. uses the Westinghouse and the Chri>iten>eii brake with satisfac-
tory results.

8. How will the electric air compressor compare in reliability
and economy with the steam air compressor?

The Westinghouse. General Electric Company and Christensen
air compressor have all proved reliable and fully as economical.
The compressor, when using motors under car bodies, is placed on
the platform of the o])en. in the baggage compartment of the com-
bination and suspended under the closed coach, thereby allowing
the motor car to be operated either as a single car or as a locomo-
tive for drawing trains.

9. Can trains be provided with equally satisfactory train signals?
Yes. Whistles of the same power are blown from the air-brakin.g

reservoirs, and have proved satisfactory. Locomotive bells or
heavy gon.gs are placed on cars and run cither by foot or hand-
jiower.

10. Can motor cars be e(|uipped with pilots and headlights, com-
plying with the statutory rules and regulations governing railroads?

Yes. The pilots can be attached to truck or coach body. Both
electric and oil headlights are used, and are satisfactory. The New-
York, New' Haven & Hartford uses oil in place of electric lights,
owing to the loss of current when passing over grade crossings,
where the third rail conductor is cut out.

11. Can trains bo operated over third rail during snow and ice
storms?

Yes. The operation of the third rail section of the Highland Di-
vision of the New York, New Haven & Hartford during the last
two winters has proved that passenger coaches equipped as electric
locomotives, with nose plows and brushes, can handle snow as efli-
cienlly as steam locomotives with" plows. The third rail is kept
clear of snow by steel brushes mounted on the trucks ahead of the
contact shoes. Ice. which gathers on the third rail during sleet
storms, has proved more dirticult to handle. Experience on this
same division has shown that the use of a zero oil sprinkled on the

iliird r.iil iroiii the trains, prevents the ice from freezing to the rail,
so that it can be removed by the stiff steel brushes.

ij. How will cost of operation be affected by more frequent .serv-
ice of lighter trains?

The service on the Highland Division of the New York, New
Haven & Hartford is frequent, with light trains, while the service
on the Berlin Branch is not so frequent and with heavier trains. A
fair answer to this (|uestion will be a comparison of the train miles
run on each itranch and the cost per train miles.

Daily train miles, Berlin Branch — fi6.

Daily train miles. Highland Division = 7,^7.

Cost per train mile, Berlin Branch =: 30.O cents.

Cost per train mile. Highland Division =: 12.5 cents.

13. How will cost of operation be affected by the form of power
transmission? a. By overhead or underground trolley? b. By
simple or sectional third rail? c. By direct or alternating current?
d. By static or rotary transformers? c. By direct or alternating
current motors?

The local conditions govern the form of power transmission.

a. The overhead trolley form has prrjved to cost more to instal*
.ind maintain than the sinii>le third rail, and to he less economica-
to operate. The first cost of the underground trolley and the diffi-
culties encountered in draining make its use pr'diibitive on main
railways.

1). .\s the simple third rail, charged throughout its length, has
been the only form in use on main lines, no data as to the econo-
my of the sectional or safety third rail can be obtained.

c. On main railways, where the distribution of power docs not
exceed a distance of ten to fifteen miles, the direct current has
proved economical. In lines where power must be transmitted over
a greater distance than 10 to 15 miles, the alternating current should
be used.

d. When alternating current motors can be designed to give a
satisfactory starting torque, then alternating currents may be trans-
mitted from the central stations through static transformers direct
to the motors. .\t present transmission with alternating currents
re(|uires the u.se of rotary convertgrs for conversion to direct cur-
rent when delivered to the working conductors;

e. When the development of the alternating current motor shall
enable it to compete with the direct current, then there will cer-
tainly be a large saving for transmissifui over long distances, and
the equipping of main trunk lines will follow.

14. How will cost of motive power per train mile with motor
cars compare with steam locomotives?

.■\ comparison of the figures obtained from the operation 01 the
several power stations, and from the performance sheets of steam
locomotives of the New York. New Haven & Hartford shows the
cost of motive power per train mile to be as follows: Steam loco-
motives equals $0.19 to $0.24. Highland Division equals $0.0604.
.Vantasket Beach Branch equals $0.1441. New Canaan Branch
e(|uals $0.0783. Berlin Branch equals $0.1406.

The cost of electric motive power, shown above, includes the
operation and maintenance of power stations, the maintenance of
motors and other e(|uipinent on the cars, oil, grease and waste used
on the cars, and the wages of the motornien who operate the cars.
The cost of steam motive power includes fuel, oil and waste, main-
tenance of locomotives and the wages paid the men who operate
the locomotives.

15. How will cost of operation per train mile with motor cars
c<iinparc with steam locomotives?

The total cost of operation per train mile with electric motor cars
(excluding interest and depreciation), on the New York. New Ha-
ven & Hartford is as follows: Berlin Branch equals $0.3032. High-
land Division equals $0.1255. Nantasket Beach Branch equals
$0.2925. New Canaan Branch equals $0.1754. Figures for operation
with steam cannot be obtained.

16. How will cost of train labor compare?

Cost of train labor per train mile as shown from operation with
electric traction on lines of the New York. New Haven & Hartford
is as follows: Berlin Branch equals .18. Highland Division equals
.027. Nantasket Beach Branch equals .0829. New Canaan Branch
equals .063. With steam, per train mile, about .12.

17. Can trains be shifted at stations and yards as quickly?

Yes. When operated by third rail, motor cars can be run around
train without turntable or other delay. When operated by overhead

5J()

STREET RAILWAY REVIEW.

[\'oi.. X. No. 9.

irolli-y a slight delay is caused by the nccossary shifting of the trol-
Uy.

18. Can trains be run over Imgs and ihnnigli yards at same
speed ?

Yes, when operated with third rail system. With overhead trolley
syslciii, provided the trolley is looked after and kei)t on the wire
when passing through overhead frogs.

iS. Can coaches be economically heated, and how would cost
compare? .

No. E.xperience has shown in the New England States, during
the average winter weather, that a coach 60 ft. in length will require
from 6 to 12 kilowatts, and figured at the rate of one cent per kilo-
watt-hour, costs from 6 to 12 cents per hour. With the temperature
at zero, the cost would be 18 cents per hour. From the best data
received, the cost of heating the same coach with steam from loco-
motive in ordinary weather would be 2 cents per hour; zero
weather, 3 cents per hour.

19. Can coaches be satisfactorily liglued, and how would cost
compare with oil or gas?

Yes. The New York, New Haven & Hartford places 30 lamps
of 16 candle power in a 6o-ft. coach. These lamps would consume
1,500 watt-hours. At one cent per kilowatt hour the cost would
be lyi cent per hour, and, taking into consideration the cost of
necessary attention, with oil or gas, would be fully as economical
and more desirable.

20. Will the use of electric traction increase or decrease wear on
tracks per train-mile run.

With electric locomotives or motor cars of equal weight, the wear
on service rails would be less, due partly to the rotary application
of the power, and partly to the fact that with the electric motors
no dead weight need be carried outside of weight on driving wheels
necessary for traction.

21. How will passenger receipts be atTecled by more frequent
service of lighter trains?

The receipts will be increased, as shown by a comparison of the
number of passengers carried by the New York, New Haven &
Hartford on the Nantasket Beach, Highland, Berlin and New
Canaan Branches, with steam trains, and electric trains with more
frequent service.

Steam. Electric.

Nantasket Beach 304,292 702,419

Highland Division 387,695 1,060,617

Berlin Branch 267,936 241,207

New Canaan Branch 98,302 184.728

22. What kind of coach will be most satisfactory to the traveling
public?

The local conditions govern as to the most desirable coach.

For summer travel the open car is most desirable, provi<led
speed does not exceed 20 miles per hour.

For spring, fall and winter travel the closed coach with cross
scats, center aisle, toilet room and water coolers.

On lines traversing the sea shore the open coach is most desir-
able. The ideal coach is one that can be changed at will from an
open to a closed coach. To meet the views of President Clark, who
has long been a believer in the use of coaches of less weight for
suburban and branch lines, and of such a design as would make the
same available for both summer and winter service, the New Y'ork,
New Haven & Hartford has designed such a coach for service on
its Providence, Warren & Bristol Branch, now being equipped for
electric traction.

23. Maximum speed at which to run open cars?

Not to exceed a train schedule of 14 to 15 miles, including stops,
with a maximum speed of 20 miles per hour between stations.

24. Will electric traction on main lines between towns and cities,
with frequent service, higher speed, and equal fare, be more attract-
ive than the light railways which parallel the steam lines, cover the
same terminals, take up and leave passengers at their own doors,
but consume more time?

Yes. Experience on two main steam railroads shows that after
the substitution of electric traction, they have not only regained the
lost travel, but have made monthly gains during the last two years;
showing that the passenger will travel by the shortest route, even
when other conditions are not equal.

25. What is the maximum distance that power can be trans-
mitted economically by direct current?

Ten to T5jniles under ordinary conditions on main lines.

26. What is the maximum voltage allowable in the working
,-c inductor when using direct current?

I'-xperience with third rail systems has demonstrated that 700
volts can be maintained on the working conductor without giving
trouble. With voltage exceeding 700, arcs and short circuits are
hard to prevent. Owing to ditTiculties of motor insulation and
commutation with voltages much higher than 700, the same limit
may be taken for all forms of working conductors.

27. Can freight trains be operated?

Yes. The Baltimore & Ohio Railroad operates all passenger and
freight trains passing east and west through the city of Baltimore
over the main trunk line, and your reporter is advised that the
service operated is satisfactory from every standpoint.

The Erie Railroad Co. leased its branch line between Buffalo and
Lockport to the Buffalo & Niagara Falls Electric Railway Co.,
which has been operating a freight service with special electric loco-
motives. The management reports that this service is operated, in
connection with passenger, mail and express, most satisfactorily.

There are several other railways operating a freight service with
equal success.

Trains of 15 to 20 cars, each loaded with 30,000 pounds of freight,
arc operated on the Buffalo & Lockport line.

28. What should be the location and equipment of motor car
house?

The motor car houses should be located at the most central point,
preferably close to the power station; this will allow the use of
either steam or electricity for power required in the maintenance
of motors and cars. The design should provide for the repair shop
being placed under house tracks, provided with power hoists, so
arranged that motor cars can be run over them. Power jacks
should be provided to lift coach body from trucks, to permit cable
and brakes to be quickly disconnected and allow the dropping of
the trucks into the repair room below. The motors and trucks
being interchangeable, this arrangement allows the replacing of
motors or trucks with a minimum loss of time. The repair shop
should be provided with tools for making repairs only, it having
been found to be in the line of economy to purchase repair parts
from the manufacturers.

29. Are motors satisfactory?

Experience in the use of heavy railway motors is limited to the
past five years, and there are but few distinct types. The first mo-
tors followed the light railway practice by the adoption of four
poles instead of two. These motors were so wound as to produce
two salient and two consequent poles. The motor frame completely
enclosed the armature, and no provision was made for ventilation.
The bearings were insufficient in size, the journal brasses or linings
were badly designed, and the methods of lubrication were crude.
The air gap, or distance between the armature and the pole faces,
was so small that a slight wear on the armature-bearing brasses was
sufficient to allow the former to drop down and come in contact
with the lower pole face, which immediately disabled the motor by
burning out the armature. The experience of the railway manage-
ments, operating these motors, quickly developed the above defects,
and their demands upon the manufacturers resulted in the design
of a motor with increased power, with four salient poles, a much
larger air gap, greatly improved journal boxes, and a method of
lubrication which is satisfactory. In the method of ventilation, and
the general design of the gear cases, there is room for radical im-
provement. These motors are geared to the axles by a single pair
of gears, but in the heaviest type of electric locomotives the arma-
tures are mounted directly upon the axle.

The experience gained in the operation of heavy electric railway
motors show's that the work that they are called upon to perform is
even more severe than that required of steam locomotives. They
are required to attain an equal if not greater schedule speed. The
number of miles run per day is from 200 to 400, which is much more
than is required of any steam locomotive in regular service. With
such conditions existing, it is evident that the strictest care must
be exercised in the design of the mechanical details of motors and
in their maintenance.

30. Are motor trucks satisfactory?

In the design of a motor truck, special attention should be paid to
strength of frame, size and composition of wheels, dimensions of
axles, springs, brakes and the motor suspension. A motor truck
carrying two heavy motors in some cases weighs 25,000 lb.

The wheels should be standard, with steel tires. It should not be

Ski'i . 15, I'joii I

STREET RAILWAY REVIEW.

5->7

((HKolli'ii tliat. as tlicse trucks arc lu ilu llic work ui slcani locuiiio-
livc, (he axk's should be of proportional striMigtli. ICxpcricncc on
tlic New York, New Haven & Hartford with ligl't axles, considered
10 be of ample dimensions for the required service, demonstrated to
the management that the motor axles must be increased in size.
The standard axle adopted by this company for motor trucks is H
in. in diameter at gear wheel hub, and 6'/j in. at motor bearing and
wheel fit with journals s'/i x 9 in. These axles are oil teiiipcriJ and
have a i.'/j-in. hole through the center.

The brakes should be arranged without a brake beam, fur con
veniencc in inspecting motors.

The form of motor suspension is n( great importance. Tlu- ordi
nary method used on heavy roads is to hang the rear end of llu
motors in journals on the axles, while the front end is suppfirted
by springs attached to the bolster of the truck. This method ha-
serious disadvantages. The truck springs, having to support half
the weight of the motors, as well as the coach body, are necessarily
made larger and heavier than usual. The uneven strain on these
springs, in addition to their being unnecessarily heavy for the coach
body, produces a rigidity, causing the coach to ride with discom
fort when partly loaded. The motor suspension now used by the
New York, New Haven & Hartford difTers from the above in that
the motors are supported entirely by the axles, r.o part of their
weight being carried by the truck frame or the .springs supi)orting
llie coach body. This is accomplished by the use of two equalizing
suspension bars which extend from one axle to the other beneath,
and on each side of, the motors. These bars are supported at their
ends by links, which are held by lugs cast on the motor frames,
directly under the motor axle bearings.

With the present railway motors, it has been demonstrated that
either heavy or light trains can be operated over the satne tracks,
and can perform any service re.|uired of the steam locomotive.
These motors can be mounted on trucks, with cither one or two
motors on each truck. The coach then becomes the locomotive.
Its whole weight is available for traction, and, in addition, it has a
seating capacity equal to any coach operated with the steam loco-
motive. A coach such as is used on the Highland Division of the
New York, New Haven & Hartford, having a seating capacity of
70 passengers, equipped with two motors on one truck placed under
one end, and using a standard passenger truck on the other end.
can be used as a single car during the hours when travel is light,
with trail coaches added as required during the hours of heavy
travel. Two coaches in addition to motor car are used on this line,
making a train weighing 161,000 lb. and operating a train schedule
of 30 miles per hour, including stops. The seating capacity of such
a train is 174 passengers. With two motors on each truck placed
under such a coach, we have a locomotive with 100,000 pounds on
drivers, and a total weight, including passengers, of 110.500 pounds
available for traction, when carrying 70 passengers.

A comparison with a standard steam locomotive designed for
suburban service is of interest. It shows the total weight to be
166,000 lb., with 7j,ooo lb. on drivers, leaving 94.000 lb. as dead
weight, and not providing any passenger seating capacity.

The results obtained with electric traction on main line railroads
demonstrate that the present application of this power is no longer
experimental; that it will rapidly supersede steam on lines where
travel is heavy and congested, and where, ior economy in operation
and increased passenger receipts, a frequent service is necessary.

This mysterious and silent power will undoubtedly continue to
grow in popularity, taking an advanced position among t+ie known
motive powers of the world.

NEW TYPE OF LIGHTNING ARRESTER.

NEW TRAMWAYS FOR LONDON.

The London County Council proposes to promote a bill at the
next session of Parliament to authorize the building of 28'^ miles
of electric tramways. All of the proposed lines which will be
connected with the present system of the Council are to be operated
electrically; on the other lines which connect with the road leased
to North Metropolitan Tramways Co. horses will be used.

The rail bre;iking machine designed by Mr. George W. Baum-
hoff. general manager of the St. Louis Transit Co.. is now being
used in tearing up the Broadway cable line. This machine was
illustrated in the "Review" for January last, page 39.

The accompanying illustration shows the several parts uf a new
type of lightning arrester which is known as the Wood's arrester
and is made by the Central Union lirass Co., of St. l^ouis, for
which ill* Central Klcclric Co., Chicago, is general sel! iig agviiL
The arrangement of the parts when assembled will be readily un-
derstood from the description. The shell is of seamless drawnbraai
tubing and at the bottom of this shell is placed the porcelain piece
shown in the center of the cut. The socket with two set screws, on
till- right of the cut, is then placeil through the porcelain plate and
'in top of this the composition rod. On top of the rod is placol
:i porcelain cup with corrugated edge; next i- the small porcelain
InUton seen in the upper corner of the illustration. The cap with a

WOOD'S I.K'.HTNING ARKESTER.

corrugated cup inside is screwed down on the shell holding all the
parts firmly in position.

There are no coils, hence the arrester is non-inductive. There
are no moving parts and it is claimed for the arrester that it re-
quires no attention after being installed. It can be made for pro-
tecting telephone lines by merely changing the resistance of the
composition rod.

In order to coinpare the action of the Wood's arrester with other
types, a portion of the casing was cut away and a section of mica
put in its place. The Wood's arrester was then put on the line
with several others of different types, the experiment being con-
ducted in a high altitude where static discharges are more frequent
tlian in other places. The result was that the Wood's arrester was
found to be taking care of heavy discharges while the others indi-
cated no action, thus showing its lower resistance.

SALE OF WEST END. PITTSBURG.

Mr. M. K. McMullin. one of the directors of the Consolidated
Traction Co.. of Pittsburg, and intimately associated with Messrs.
Given, Jones, Widener. Elkins and Magee in the organization of the
Union Traction Co., of Pittsburg, on .\ugust 17th acquired the
franchises and property of the West End Traction Co. It is under-
stood that par was paid for the $2,500,000 of preferred stock and 80
per cent of the face value for the S2.500.000 common stock. The
West End Traction Co. was chartered in 1897 as a consolidation of
the Pittsburg & West End Passenger Ry.. the Pittsburg. Crafton
& Mansfield Street Ry.. the Pittsburg. Neville Island & Coraopolis
Ry.. the West End. Mt. Washington & Banksville Ry.. and the
Carnegie, Heidelberg & Bridgeville Street Ry. It has 45'4 miles
of track. This proi>erty will be turned over to the Southern Trac-
tion Co.. a new corporation now being formed in which Senators
C. L. Magee and William Flinn. T. H. Given. J. D. Calley. ex-
Judge James H. Reed and Joshua Rhodes are interested. It is
stated that the Southern Traction will ultimately merge all the lines
south of the Monongahela River.

President Divine, of the Chattanooga (Tenn.) Rapid Transit Co.
has made the necessary arrangements for building a "power house
to replace the one destroyed by fire, and hopes to have the electric
system in operation in time for the reunion at Chiclcamauga Park,
in October.

528

STREET RAILWAY REVIEW.

[Vol.. X, No. 9.

SOME INTERESTING EUROPEAN VIEWS.

The accompanying illustrations arc reproduced ironi ilic lyoo
edition of "Electric Tramways," which is issued by the .MIgemcinc
Elektricitaets Gesellscliaft (General Electric Co.), of Berlin.

Figs. I and 2. respectively, are views of the BurHlhor (castle Rate)
ill I.nehcck and the Weisser Thurm fwliitc tower) in N'uernhur!;.

FIG. 1 DVKGTHOK, I.UKBECK.

and the effect of the old and the new when thus contrasted is
very striking. Figs. 3 and 4 are two views of a draw-bridge at
Duisburg occupied by the electric railway, and show the niethocl
of supporting the trolley wires. .\s will be noted in Fi.";. 4. when
the arch to wliicli the wires are fastened is lifted, llu- wires are

FIG. 2- WEISSEK THVKM; .NIERNBURC.

:illi)wed to depend from the two supports in a broad sag; this
method has great simplicity to recommend it. and while it looks
dangerous, the wire does not hang low enough to strike a pedes-
trian or a horse.

Fig. 5 shows the two entrances ti> the Sunt l^gu tunnel in Genoa,
which is one of the most remarkable pieces of strictly street railway
construction ever built. The topography about Genoa is very un-
favorable to railway construction; until i8go there was but one
line in the city, but with the development of electric traction it
became practicable to build other lines. Three companies have,
concessions, the Societa di Ferrovie Elettriche e Funicolari has the
lines in the center of the city, the Societa dei Tramways Orientali
the eastern lines, and the Unionc Italiana Tramways Elettrici the
we-tern lines. All the rcKids were built by the .Mlgeineine Elck-

FIG. o DVISBIKG HKII>GE CLOSED.

FIG. 4 ULUSm H(. HKIDGE OPEN.

SHI'T. 15, ll)(K). J

STREET RAILWAY REVIEW.

52V

tricitaets Gcscllschafl, aiid tlicy aiu now ii|ji-raliil uinli 1 a \Miifiiriii
fixed system. Tlic total lni);lli uf track is (»j iiiik's ami si'vcral uf
llic routes are loiiK. one beiiif,' iS miles; in many places there are
steep grades atnl sharp cmves. ,'\ cable auxiliary is useil on some
lines.

In certain cases it was necessary to huihl special tunnels running
under heavy buildings, and to reconstruct streets and s<iuares. The
(imnel illustrated in Kig. 5 was built to surmount a rise of nearly
40 It. In plan this tunnel is a loop with reverse curves at the en-
trances; the radius varies from 65 to H-, ft.

"Electric Tramways" is the most elaborate publication of il^
kind that wc have ever seen. 'I lu- bo.iU contains 400 |)ages, 10 x I.?
ill., and is most profusely illuslrateil with half-tone engravings,
maps, profiles and plans. The text is printed in three languages,
Gorman, French and English, arranged in parallel columns.

After a few pages devoted to illustrations of the company's works,
there are fifty liages discussing electric tramways in general: next

PREMIUMS FOR NOT HAVING ACCIDENTS.

l-IC. a ENTK.WCE TO Tl NNKI., l.ENO.V.

follow brief descriptions of all the lines using the company's sys-
tem. From the concluding table we learn that the number of
completed lines is 38, with an aggregate of 485 miles of track,
and that the number in course of construction is 27 with an
aggregate length of track of 309 miles. At the beginning of the
year there were over 30 other projected lines under consideration.

NEW TEXAS INTERURBAN LINE.

The Denison & Sherman Railway Co. which is to build a 10-mile
electric line between these two towns has let the contract for con-
struction to the Electrical Installation Co., of Chicago. Mr. Fred.
H. Fitch will have charge of the construction work.

.\ 30-ininute service is contemplated, the fare one way being 15
cents. The power house, car barn, etc. will be located midway on
the line. It is the intention of the company to establish a park to
contain about 75 acres at some point between the two towns. This
park will be improved on an elaborate scale, making it a resort for
the people of Denison and Sherman, and also one that can he used
for large gatherings from all over North Texas. .\ fine pavilion
will be erected which can be used for a dance hall, public speaking
or large gatherings of any kind. .\n artificial lake of good dimen-
sions will also be constructed sd that boating can bo enioved.

On .May 1, i</K), llie Washington Water I'ower Co.. which oper
ales the electric light, power and street railway plaiil~ 01 Spokane,
Wash., put in effect a syslein of rewards for freedom from acci-
dents and obe<lience to rules. The plan is descrilied as follows, the
l)reniiums for .May I to Dec. 31, 1900, being payable on the first
pay day of January, lyoi.

".\n account of the hours worked by each inotonnan and con-
ductor will be kepi monthly by the superintendent. A premium of
one-half cent per hour, over and above the regular pay of his grade,
will be allowed each molorman and conductor for freedom from
accidents and obedience to the company's rules. An account will
also be kept of all accidents and infractions of rules, and fines will
be iin|)osed by the superintendent, against the premiums hereinbe-
fore meiitioneil, for such accidents and infraction of rules, .^t the
end of the year, such premiums as carmen have earned, less such
lines as have been imposed, as before mentioned, will be paid in
c.ish to the carmen earning such premiums.

"In addition to this, all fines that have been imposed during the
period, will be distributed among those receiving premiums, pro
rata, in the projiortion that the premiums earned bear to the total
amount of fines.

"It should be distinctly understood, among the carmen, that the
fines imposed do not return to the company's treasury but arc dis-
tributed among the premium earners, pro rata to the amount of
premiums. The fines mentioned herein are not taxed against the
regular pay of the grade but against the premium of 'A cent per
hour. .\ny man discharged or leaving the company's Yfip'oy. will
lose all interest in the i)remiums and all pro rata interest in the
fines, and the amount thus release<l will be added to the amount to
be dislribute<l among the men.

"The following examples will tend to explain the practical wi rk ■
ing of the plan: Supi)osing that iluring the year, a total of J50.'>"o
hours arc worked by carmen, then a sum equal to >4 cent per hour
or $1,250 would be set aside and become divisible .-.mong the carmen.
Supposing that, in the same period, a man worked 3,500 hours and
had had no accidents and broken no rules, he would then have a
premium of $17.50 due him. in addition to his proportion of the
fines that had been imposed during the same period, .■\ssuming
that the total fines, for the same period, amounted to $250. then
his premium would he increased in the proportion that S250 (total
fines) bears to $1,000 (unfined premiums) or '4; therefore, his
total premium and share of fines would be $17.50 plus $4.37 or
$21.87.

"Supposing that, during the year, a man had been fined $10. his
premiums then, proceeding as above, would be $17.50 minus $10
or $7.50, and his share in the fines would be '4 of $7.50 or Si. 89.
making a total of $9.37.

"The foregoing plan is the result of much consideration, it being
the desire of the company to so arrange that each carman may have
an opportunity to earn a premium above his regular pay. for es-
pecially meritorious services. During the present year the plan
will, necessarily be more or less of an experiment and will be sub-
ject to such changes, after Jan. i. 1901. as the experience of 1900
may suggest."

Mr. D. L. Huntington, general manager of the Washington
I'ower Co.. who furnished us with the foregoing facts, states that
while the period the system has been in operation is too short to
justify any final conclusions as to its success he believes that the
etTect has been to lessen the number of accidents.

FINED FOR NOT MAKING REPAIRS.

The Rangoon (India) Tramway Co. was recently prosecuted by
the city for failing to keep its line in good condition and repair, and
the magistrate found that the company had neglected the most
ordinary precautions and had failed to store a sufficient stock of
rails for maintenance and repair. He imposed a fine 01 100 rupees.
The company has paid no dividends for 10 years and as the fran-
chises have only 3'i years to run it is scarcely probable that it can
afford to put its lines in the good condition demanded by the city.

The state tax commission of Wisconsin arranged for a hearing
September 4th to discuss the methods of taxing street railways.

^3l»

STREET RAILWAY REVIEW.

[Viii.. X, No. y.

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PI,.\N OF EXHIBIT H.M.I., A.MEKR-.\N STKKUT KAIl.WAV CON VKNTION.

::»

Ski'T. is, lyoo.'

STREET RAILWAY REVIEW.

531

THE ANNUAL CONVENTIONS.

Secretary I'liiinglun .iiinumicts the subjects on which papers will
be read at the comiiiB convention of the American Street Railway
Association in Kansas City, October l6lh-iytlj, as foljtjws:

"Double Truck Cars; llow to liiiuip Them to Obtain Maximum
Kll'icicncy Under Varying Conchtions." By N. II. Heft, president
Meriden Electric Railroad Co., Meriden, Conn.

"Comparisons of the Various Systems of Electrical Distribution
for Street Railways." By C. K. Bancroft, electrical enRineer Massa-
chusetts Electric Companies, Boston, Mass.

"Consolidations of Street Railways and Their EITecl Upon the
Public." By Daniel B. Holmes, counsel Metropolitan Street Rail-
way Co., Kansas City, Mo.

"The Storeroom and Storeroom Accounts." By N. S. Hill, jr.,
general manager Charleston Consolidated Railway, Gas & Electric
Co., Charleston, S. C.

"Painlin(;, Repainting and Maintenance of Car Bodies." By F.
T. C. Brydgcs, superintemkiil of car shops, Chicago Union Trac-
tion Co., Chicago, 111.

Friday, October 19th, has been set apart as a day for examina-
tion of the exhibits. No session of the Association will be held, so
that all may have plenty of time to view the exhibits. It is earn-
estly requested that managers have their heads of departments pres-
ent on that day.

The annual banquet will be held at the Coates House. Friday
evening, when the otVicers elect will be installed.

The headquarters of the .Association will be at the .Midland Hotel.

The following hotels are first class and not far from convention
hall, the Coates and Baltimore being the nearer. October being
always a busy month with Kansas City hotels, reservations for
rooms should be made at once:

Midland — .Xmerican. $,VOO to $6.00 per day; luiropean. $1.00 to
$5.00 per day.

New Coates — .American. $.i.(X) per day and up; European, $1.00
per day and up.

Savoy — .American, $2.50 to $6.00 per day; European, $1.50 to $3.50
per day.

Baltimore — American, $3.00 to $5.00 ])er day ;Europcan, $1.50 to
$3.00 per day.

The passenger associations have made the usual reduced rate of
a fare and one-third for the round trip.

.\CCOUNT.\NT'S .\SSOCI.^TION.
The program of the Street Railway .Accountants' .Association
aside from the routine business of the meeting includes the follow-
ing papers and reports:

"What Does the General Manager Want to Know from the
Accounting Department?" By C. D. Wyman, Boston, Mass.. lately
general manager of the New Orleans City Railroad Co.

Report of the Standing Committee on a Standard System of Street
Railway Accounting. By the chairman. C. N. Tiudy, auditor Chi-
cago City Railway Co., Chicago, 111.

"The Routine of a Street Railway. Electric and Gas Lighting
Company." By C. O. Simpson, auditor .Vugusta Railway & Elec-
tric Co., .Augusta, Ga.

Report of Committee: "Is a Standard Unit of Comparison
Practicable?" By the chairman. H. C. Mackay, comptroller Mil-
waukee Electric Railway & Light Co.. Milwaukee, Wis.

"Department .Accounts." By H. L. Wilson, auditor Boston Ele-
vated Railway Co., Boston Mass.

"Material and Supply Accounts." By W. il. Barnaby, account-
ant Brooklyn Rapid Transit Co., Brooklyn, N. Y.

The plan of the convention provides for three half-day sessions
allowing the whole of the fourth day for the e.xamination of ex-
hibits, and in the case of this association this includes the exhibi-
tion of blanks and forms. Secretary Brockway announces that there
have been important additions made to the collection of blanks
which will undoubtedly continue the interest aroused at the conven-
tion in Chicago. This exhibit gives one an understanding of the
part taken by blanks and forms in the construction and operation of
railway properties, a knowledge of which is so important to the
successful financial, operating or accounting officer.

Formal notice is given that a change is proposed in .Article VII
of the By-Laws. This article provides that the annual meeting
of the association shall be held at the same time and place as that
of the .American Street Railway .Association, and the proposed

change will undoubtedly lje made the subject of earnest discussion.
The headquarter-, of the Accountants Association will be at the
.Midland Hotel.

Exiiiuirs.

The display of exhibits will be fine, the hall being admirably
adapted for that purpose. The diagram of the convention hall is
shown on page 530 and the following list gives the assignments of
space that have already been made.

Applications for space should be made to the chairman of the
committee on exhibits, W. A. Satterlcc, general superintendent
.Metropolitan Street Railway Co., Kansas City, .Mo.
No. of . Ko. of

Space. Name of ICxhibilor and P. O. Address. Sq. Ft.

1 Street Railway Review, Chicago aoo

2 Western Electrician, Chicago 100

3 GriRin Wheel Works, Chicago 400

4 Ohio Brass Co., .Mansfield, 0 400

5 Adams & Westlake Co., Chicago aoo

6 Curtain Supply Co., Chicago 300

7 Westinghouse Electric & Manufacturing Co., Pittsburg. ..1,500

8 Pantasote Co., New York 100

9 Garl Electric Co., .Akron, 0 200

10 Bierbaum & Merrick Motal Co., Buffalo 100

11 Standard Underground Cable Co., Chicago 100

i2 Diamond State Steel Co., Wilmington, Del 100

13 .American Brake Shoe Co., Chicago 100

14 Weber Rail Joint Co., Chicago 100

15 Continuous Rail-Joint Co., Newark, N.J 50

i() .Atlas Railway .Supply Co., Chicago 200

17 Chisholm & .Moore .Manufacturing Co., Cleveland 400

18 Harold P. Brown, New York 400

19 < jold Street Car Heating Co., New York 300

.io A. Leschen Sons Rope Co., St. Louis 100

21 Standard Paint Co., New York 100

22 .American Railway Supply Co., New York 100

23 National Lead Co., St. Louis 100

24 McGill, Porter & Berg, Chicago 300

J5 & 26 Hipwood-Barrett Car Fender Co., New York 6ao

27 Manville Covering Co., Chicago aoo

28 .American Car & F'oundry Co., St. Louis 500

29 General Electric Co., Schenectady, N. Y 1,500

30 Christensen Engineering Co.. Milwaukee 8co

31 Cutler Hammer Manufacturing Co., Milwaukee 150

i2 Consolidated Car Heating Co., .Albany 200

.1.^ Garton-Danicis Co.. Keokuk, la aoo

34 Electrical Review Publishing Co., New York 100

35 Street Railway Journal, New York aoo

36 John T. McRoy, Chicago 160

37 Joseph Dixon Crucible Co., Jersey City, N. J aoo

39 Trojan Button Fastener Co., Troy, N. Y lao

40 Frank Ridlon Co., Boston lao

41 Chas. N. Wood. Boston 120

.SI, 52 & 53 Dearborn Drug & Chemical Works, Chicago... 120

,S4 Spiral Journal Bearing Co., St. Louis 40

,s.s, 56 & 57 Partridge Carbon Works, Sandusky, 0 120

,i8 International Specialty Co.. Detroit 40

59 Pomeroy & Fisher, New York 80

61 Winne & KcUog. Chicago 40

62 Chicago Mica Co., Valparaiso, Ind 120

63 B. R. Electric Co., Kansas City 120

64 Scott Spring Co.. Philadelphia lao

65 New Haven Car Register Co., New Haven 160

66 International Register Co.. Chicago aoo

67 Pittsburg Reduction Co.. Pittsburg 160

68 & 69 Peckham Truck Co.. Kingston. N. Y 1,000

70 Taylor Electric Truck Co.. Troy, N. Y 500

77 & 78 Ohmer Car Register Co., Dayton, O aoo

79 Paige Iron Works, Chicago 100

80 Compressed .Air Co.. New York 500

81 Wheel-Tniing Brake Shoe Co.. Detroit lOO

82 Wm. Wharton. Jr.. & Co.. Philadelphia 300

83 Merritt Electric .Air Brake Co., New York 200

84 Creaghead Engineering Co.. Cincinnati 200

85 Magann. G. P.. -Air Brake Co.. Detroit 100

86 Lorain Steel Co.. Lorain. 0 1,000

87 McCardle. J. R, & Co.. Trenton, N. J 120

532

STREET RAILWAY REVIEW.

[Vol.. X, No. 9-

Convention Hall is at the corner of 13th and Central Sts., reached
by cither the Broadway or Wyandotte electric lines. It is well
lighted and ventilated and there will be no trouble to secure cur-
rent for power purposes, but all electrical connections for power
and extra lights must be made at the expense of the exhibitor. The
floor is hard cement which will necessitate the laying of wooden
floors or at least wooden foundations where the exhibits are of
such a nature as to require fastening down, as permission can not
be obtained for making holes in the cement. If it is desired to
show an exhibit on tracks, the rails will have to be laid on stringers.
The local committee has made arrangements with W. A. Kelly, car-
penter and builder, 947 New York Life Building, Kansas City, Mo.,
for doing all carpenter work required at reasonable prices. He
will also supply all lumber and remove it after the convention.
His representative will be in constant attendance at the hall after
Sunday morning, October 14th.

All articles intended for the exhibition must be delivered at the
building by the agent or owner and at his expense. An agreement
has been made with the Kansas City Transfer Co. to haul and de-
liver all shipments to and from the building at 6 cents per 100 lb.
for pieces weighing less than 2,000 lb., and 10 cents per 100 lb. for
pieces weighing more than 2,000 lb. Goods should be marked with
the owner's name. Convention Hall, Kansas City, Mo., in care of
Kansas City Transfer Co., and if the exhibit space number is also
added, the articles will be delivered on the proper space. Send the
transfer company the bill of lading or a letter of advice at the
same time the shipment is made.

There are several wide doors at the front and side of the conven-
tion building so that trucks, cars and other large exhibits can be
taken inside the hall without difficulty.

The meetings of both the American Street Railway .Association
and the Accountants' Association will be held in the upper gallery,
reached by a stairway at the rear of the hall and all delegates and
others in attendance will pass through the hall on their way to the
meetings.

*—*

CANADIAN ELECTRICAL ASSOCIATION.

A NEW FARE REGISTER.

The loth annual convention of the Canadian Electrical Associa-
tion was held at Kingston, Ont., August 29th to 31st. Headquarters
of the association were at the Hotel Frontenac; exhibit space was
provided at the City Hall, where the business sessions were held.

The papers presented were:

"Use of Dynan\o and Storage Battery in Telegraph OfSces,"
W. J. Camp, Canadian Pacific Railroad Telegraph Co., Montreal.

"Utilizing the Available Central Station Capacity," Prof. R. B.
Owens, McGill University, Montreal.

"Power Factor as Affecting Operations and Investment with
Special Reference to Induction Motors and Enclosed .'\rc Lamps,"
F. H. Leonard, jr., Montreal.

"Conditions Affecting the Wave Form cif Alternators," Prof. L.
A. Herdt, McGill University, Montreal.

"Rotary Converters," A. Gordon Grier and J. C. Hyde, Montreal.

"Railway Subject, Giving Several Curves Showing Up the
Average Power During a Day, and Maximum and Minimum Re-
quirements for Power Called For on the Quebec System," D. E.
Blair, Quebec Railway & Lighting Co., Quebec.

The social features included a search-light excursion among the
Thousand Islands tendered by the mayor and citizens of Kingston,
the annual banquet, various excursions to plants of interest to the
members, and a spectacular concert by the 14th Regiment Band,
with electrical effects and fireworks. The street railway company
extended the courtesies of the road to the association.

NE'W POWER HOUSE AT NEW ORLEANS.

The New Orleans City Railroad Co., of New Orleans, has re-
tained Sargent & Lundy, consulting engineers, of Chicago, to de-
sign a new power house to be located near the company's old one.
While the plans for the building are not yet completed a contract
has been closed with the E. P. .AUis Co., of Milwaukee, for a verti-
cal cross-compound condensing engine with cylinders 32 and 68 x
60 in.; it is to run at 75 r. p. m. with 120 lb. steam pressure and
will be direct connected to a i,S00-kw. generator.

We illustrate herewith a new fare register, recently placed on the
market, which it'is claimed has all the advantages of other registers
and also some of its own. The greatest care has been exercised in
designing the mechanism to secure certainty of action, and the
case to prevent tampering, There are some ingenious interlocking
devices, and a flag and catch to prevent the alarm from ringing
except when both the trip register and the totalizer register. This

.M()N.\HCH I'AKH KEOISTEK.

register is known as the "Monarch" and is made both single and
double, the one we show being of the double type. The cases of
both types are the same size. No seal is used on the case as the
mechanical features are believed to be a sufficient guard. The
"Monarch" registers are made by Neilson & Bentson, of New
York, the senior member of which, Mr. A. E. Neilson has had a
long experience in this business. The Morris Electric Co., of 15
Cortlandt St., New York, controls the registers and is sole selling
agent.

» ■ »

METHOD OF TAXING STREET RAIL'WAYS.

On September 4th the tax commissioners of Wisconsin heard
arguments as to the best plan for taxing street railways. Henry
C. Payne, vice-president of the Milwaukee Electric Railway & Light
Co., was the principal speaker, though I. P. Lord, of the Waupaca
& Chain o' Lakes Electric Ry. ; E. L. Debell, secretary of the
Sheboygan Light, Power & Railway Co.; B. E. Edwards, president
of the Lacrosse City Railway Co., and F. W. Oakley, president of
the Madison Electric Railway Co., were also present and took part
in the discussion.

The speakers all agreed that the present system of a percentage
tax on receipts was preferable to a tax on property and franchise,
and claimed that their companies could not get justice from local
assessors. Mr. Payne pointed out that the tax rate should be lower
for street railways than for steam railroads because the latter have
perpetual franchises; he also believed that the rate should be lower
for smaller companies than for the larger ones.

ADDITIONS TO PROVIDENCE POWER STA-
TION.

The Union Railroad Co., of Providence, R. I., is enlarging its
pow-er house capacity by adding two new Filer & Stowell engines
of 1,600 h. p. each, these being duplicates of one already installed
and which was described in the "Review" for May, 1900, page 278.
The engines are direct coupled to two isoo-kw. alternating current
dynamos, generating at 10,000 volts. New transformer stations
will also be built.

» « »

It is proposed by Mr. Jacob G. Kasjens, an alderman of Peoria,
III., to equip a flat car with fire apparatus; this car would be ser-
viceable wherever steam or electric railway tracks are laid.

Skpt. is, 1900. J

STREET RAILWAY REVIEW.

533

AN ATTRACTIVE ADVERTISEMENT.

SUIT AGAINST SCHUYLKILL VALLEY CO.

riic New Jcrsiy & Hudson River Railway & I'crry Co. has re-
cently issued a very artistic card advertising "the most picturesfiue
trolley ride in America," which we roproduee. The nri^inal was
printed on a card 14 x 18 in.

On the Hudson River line the rcKuIar .schedule provides for cars
at 30-minutc intervals except on Sundays, holidays and Saturday
afternoons, when they are run every 15 minutes. The running time
from Hackensack to 130th St., New York, is 45 ininutcs. On
small pocket cards issued by the company are given, in addition to
its own time table, the time tables of the 9th Ave. and 3d Ave. Ele-
vated express trains and the following summary of good points
of tlie "Hudson River Line": Stone ballasted roadbed. Steel tres-
tles and bridges. No railr()a<l grade crossings. Commodious open

Two stockholders ui the Schuylkill Valley Traction Co., J. W.
and D. h. .Shcpp, on September 61I1 began a suit against the com-
pany and the United Power & Transportation Co., of New Jersey,
which owns a controlling interest in the Traction company slock.
.Messrs. .Shcpp seek to enjoin the Transportation company from
continuing to control the Traction coinpany and ask tor a receiver;
the action is based on a section of the constitution of Pennsylvania
which forbids a trans|>orlation company to engage in business other
than that of a common carrier, the United Power & Transportation
Co. also controlling various lighting plants. The defense is that
the Schuylkill Valley Traction Co. is managed by its own direc-
tors, and that the United Power & Transportation Co. merely owns
slock of the Traction company.

,0OT W 'J8-- i'BItT

,|UHia«' Coiila,

I'.'VNOR.AMK: VlhW ok RIVIRSIDK DRI\ E, new YORK. FROM C.'KR DESCENDINC; THE PALISADES.

TAKE ELECTRIC CARS TO

HACKENSACK & ENGLEWOOD via

"HUDSON RIVER LINE"

p^OR A delighttuUy cool and refreshing
l-"^ ' afternoon and evening outing. The
most picturesque trolley-ride in America.

Ta^ke **l25lh ^t, Cro^^obim" or '"Boule-dard^' cars

to Fort Lee Ferry, foot W. 130ih ^i. Boats 15 ^nd

45 minutes past the hour.

New
Jersey

Hudson
Reiver

Rail\vay
<m

Ferry
Co.

summer cars. Electrically heated winter cars. Special accommo-
dations for smokers. Powerful, speedy motors. Duplicate power
and hand brakes. Arc searchlight headlights. All cars carry bicy-
cles and tandems.

Mr. Frank R. Ford is second vice-president and general manager
of the company, which has its oflice at No. 149 Broadway, New-
York.

THE EFFECTS OF STREET CAR RIDING.

The Hartford (.Conn.), Manchester & Rockville Tramway Co.
on August 7th announced that hereafter all employes who have
been in the service more than five years are to wear a stripe on
the coat sleeve. This decoration carries with it additional pay of
25 cents per day.

A Toledo professor announces that riding on electric cars de-
stroys the nerves, but to offset this a prominent Louisville phy-
sician holds that trolley car riding is a most expeditious cure for
insomnia, due to nervousness. We are inclined to favor the prom-
inent physician's view, as the announcement of the Toledo profes-
sor is accompanied by the statement that he has a machine for
counteracting this nerve-wrecking tendency, which he will sell for
a consideration.

The Cleveland board of equalization has raised the assessment
of the Cleveland City Railway Co. from $336,000 to $660,000.

534

STREET RAILWAY REVIEW.

[Vol.. X. No. 9-

PERSONAL.

MR. P. .\ .B. WIDENER of Philadelphia was in London last
month.

MR. H. S. COOPER has resigned as general manager oi the
Ithaca CN. Y.) Street Ry.

MR. D. F. BURRITT has resigned as general manager of
Ihe Palmer (Mass.) & Monson Street Railway Co.

MR. S. G. DE COURCEY has succeeded Mr. .\. .\. McLeod
as president of the American Railways Co., of Philadelphia.

.\IK. K. 1.. H.\RT has tendered his resignation as general super-
intendent of the Washington (D. C.) Traction & Electric Co.

MR. A. H. WOODWWRD. president of the International Reg-
ister Co., is receiving congratulations on the arrival of a son.

MR. J. A. DAWSON, Montreal, who is. establishing a Canadian
agency for all kinds of street railway supplies, spent several days
in Chicago last week.

MR. D. R. M'L.-\IN has resigned as assistant manager of the
Huntsville (A\a.) Railway, Light & Power Co. to go with the
Westinghouse company.

MR. THOM.A.S NEELY, formerly of Vicksburg. Miss., has ac-
cepted a position with the Meridian (.Miss.) Street Railway & Pow-
er Co., as general superintendent.

MR. WILLIAM D. WEAVER, editor of the Electrical World
and Engineer, of New York, was married in July, at Bremen,
Germany, to Miss Mildred E. Niebuhr.

MR. GILES ALLISON, of New York, eastern representative of
the St. Louis Register Co., stopped over in Chicago and visited
his friends on his way East from St. Louis.

MR. .\. B. D.\LBY, president of the Hipwood-Barrett Fender
Co., New York, has returned from Europe where he has been
introducing his fenders on several prominent tramways.

MR. J. E. WOODBRIDGE, formerly editor of the American
Electrician, has left the field of journalism to enter the railway
engineering department of the General Electric Co., at Schenectady.

MR. HENRY S. NEWTON has resigned as general manager
of the Syracuse (N. Y.), Lakeside & Baldwinsville Railway Co.
to become manager of the Beaver Valley Traction Co.. Beaver
Falls, Pa.

MR. HAROLD P. BROWN, 120 Liberty St., New York, has
returned from a trip of two months' duration abroad, on which
he conducted demonstrations of his plastic bonding system in
London and Paris.

MR. H. W. WOLCOTT, general manager of the Kansas City-
Leavenworth Ry., has returned from Cleveland and announces that
all orders for material have been placed and that work on the
extensions will be pushed as rapidly as possible.

MR. H. H. VREEL.\ND. president oi the Metropolitan Street
Railway Co., of New York, on August 12th entertained a num-
ber of officials and employes of the company at a clambake at the
Torietta Club, and later at his house at Brewsters.

MR. T. J. NICHOLL. vice-president and general manager of
the Rochester (N. Y.) Railway Co. was one of the speakers at the
second annual encampment of the Empire Organization of Vet-
erans and Sons of Veterans held at Margheretta Grove, Sodus
Bay, in August.

MR. A. M. CRANE, formerly general sales agent of the Illinois
Steel Co., and more recently assistant chairman in the .American

Steel & Wire Co., has formed a partnership with Mr. W. A. Green
under the name of A. M. Crane & Co., dealers in pig iron, steel
and railway supplies. An office has been opened in room $73 of
the Rookery, Chicago. Prior to his association with Mr. Crane
in their present business, Mr. Green was treasurer of the .-Xmerican
Steel & Wire Co.

MR. J. C. BR.\CKENRIDGE, general inanager of the Brook-
lyn Rapid Transit Co., was the guest of honor at a dinner given at
Ulnier Park, Brooklyn, on August 31st, by about 50 of his friends
representing the commercial, railroad, political and newspaper life
of the boroughs of Brooklyn and Manhattan.

MESSRS. T. B. GOODYER, general traftic superintendent; H.
M. Savers, chief engineer, and J. A. Lycett, district superintendent
of the British Electric Traction Co., of London, have been making
a tour of the principal cities of the United States, inspecting the
street railway systems and making notes on constructing and oper-
ating methods.

MR. J. D. H.\WKS, president of the Detroit, Ypsilanti & Ann
.•\rbor Ry., in coinpany with several of his business associates, last
month made a trip in carriages from Grand Rapids to Muskegon,
Mich., to inspect the route of the proposed Grand Rapids, Grand
Haven & Muskegon Rapid Ry., an electric railway enterprise in
which they are interested.

MR. L. G. READE, general manager of the Abendroth & Root
Manufacturing Co., New York, reports an improvement in the
company's foreign trade, naming a number of recent shipments,
including a large consignment of boilers for the Spanish market.
The Abendroth & Root company has recently opened a branch
office at No. 2 Jewry St., London.

MR. A. L. PARKER, who has been associated with Mr. John
Winter, in a number of new electric railway projects near Detroit
and in New York State, has been chosen second vice-president
of the Detroit (Mich.), Rochester, Romeo & Lake Orien Ry., and
will hereafter take an active part in the management of that road.
His headquarters will be at Detroit.

MR. L. B. STILWELL has severed his connection with the
Niagara Falls Power Co., to remove to New York City, where he
will take an important position in connection with the electrical
equipment of the Manhattan Elevated Ry. Mr. Stilwell aided in
the installation of electrical machinery at the so,ooo-h. p. station
in Niagara Falls and has assisted in its management since 1897.

MR. CHARLES STEWART SMITH, a member of the New
York Rapid Transit Commission, has been visiting London and
Paris for the purpose of studying the ways in which rapid transit
problems have been worked out in those cities. He states that
what is called fast traveling in Europe would not satisfy the average
American, and while the London and Paris underground roads are
wonderful examples of engineering skill, they are not "rapid tran-
sit" lines, as the term is understood in this country.

MR. C. K. DURBIN resigned as general superintendent of the
Denver City Tramway Co. on September 1st. We chronicle with a
regret that will be shared by many, this announcement of his
retirement from street railway work. The death of his brother
last spring left an important business in Denver, which Mr. Durbin
has had in charge since, and which not only demands his entire
time, but more than warrants his leaving the company. He
tendered his resignation several months ago, but was induced to
remain until now he can no longer afford to do so. Under his
management the physical condition of the road has been brought
up to a highly creditable standard. The board of directors pre-
sented him with the finest watch procurable in Denver, and a
set of very complimentary resolutions.

♦ » »

MR. RUSSELL WILEY, electrician of the Kankakee (111.)
Electric Railway Co.. died .August 13th, after a long illness with
typhoid fever. He was 36 years of age.

Sept. is, 1900. J

STREET RAILWAY REVIEW.

535

MORE MAIL CARS FOR CHICAGO.

The Chic.iKo Uiiimi Traction CH. 1ki>. recently |)Ut in service on
its North Clarlv St. and Milwaukee -Ave. lines five mail cars one of
which is shown in the accompanying eniiravings. In addition to
these one e.vtra mail car is to be built. The cars were originally
used on the Cicero & Proviso line and have been changed to meet

NEW M.\II. C.\K, CHICAGO IiNION TRACTION CO.

the requirements of the postal service, by Mr. V. T. C. Brydges,
superintendent of the shops. Doors were cut in the sides of the
body and the platforms completely enclosed by providing doors for
the left side of each. A sub-sill, 4x5 in., was placed under each
side of the body. The body is 20 ft. long inside and the car 28 ft.
6 in. over all.

The cars are nuntnted on Peckham single trucks with two G. \i.
52 motors and K 10 controllers. Folding fenders are carried on

^^aa

I.S:

mTmi£iA

pral^

HOI

1 ^M

■^iC^T."' 1

f0^

-". J^ .-■ 1

-01

-K.^^ - !~

f \J^--

INTERIOR OF CAR.

each end and headhghts are mounted on top ot the hood. In com-
mon with most all the cars used by the Cliicago Union Traction
Co., these cars have a wooden frame surrounding the wheels to
serve as a guard and the illustration shows a simple addition to

the ordinary frame which has in several instances preventeil pefkoiis
falling under the ear and being injured. This is a piece of iyiin.
rubber hose placed vertically just over the rail; it can be carried
low and while stiff enough to brush an arm or leg from the track
it is sufliciently flexible to do no harm if it comes in contact with
the rail. We understand that the use of rubber hose in tl^i^ manner
was an idea of Mr. Ycrkes.

The interior fittings include the regulation e<iuipmcnl of sack
racks, pigeon holes and sorting and stamping board. The car
is heated by Consolidated Car Heating Co's. electric heaters, and
well lighted with 15 incandescent lamps; the lamps are placed I in
each vestibule, a cluster of 3 at each end inside, 2 in the middle
of the car, and 5 single lamps with downward reflecting shades over
the pigeon holes and sorting board.

On September 1st these cars were put in service replacing the
postal cars previously attached to cable trains on the two streets
mentioned. North Clark and Milwaukee .Ave. The cars of the
"North Clark St. line" will run over Market and Sedgwick Sts.,
I.incoln -Xvc. and Halsted St. to the intersection of Halsted with
North Clark St., beyond which point the latter street is equipped
with the overhead trolley wires.

The down-town terminus of the mail routes will be changed to
the corner of Washington and Clark Sis. for the Clark St. line
and to a point on Lake St. for the Milwaukee Ave. line. This
will obviate the delays now caused by the transfer of mails on the
cable loop. While the new routes will inake longer wagon hauls
to some of the sub-stations, other hauls will be shortened, so that
the average is about the same. Fourteen round trips per day
are scheduled, three being made to Evanston.

The postoffice department hopes to eventually operate all the
postal cars in the city over electric lines. The advantage lies in
the fact that in case of a fire or other obstruction to the street
an electric car can be switched on some parallel line and con-
tinue without loss of time. This was demonstrated one day last
month, when the Wentworth Ave. car encountered a large frame
house encamped on the track. The house was being moved across
the street; some of the apparatus had broken and there was
every prospect that the house would remain to block the thorough-
fare for the rest of the day. The postoffice car was promptly
backed to the switch and continued its trip downtown by a dif-
ferent route, arriving in time to make connections, according to
schedule. .\ cable car in the same predicament must have waited
till the house on the tracks had taken all day to "move on."

Next spring another railway postal route into the southwestern
part of the city will be opened, making six in all. The business
transacted over the street railway mail routes is reckoned prin-
cipally by the sale of stamps at the various stations. From the
two stations on North Clark St. the sale of stamps has averaged
S12.63" per month, and from the two stations on Milwaukee Ave..
$'0,133. Since the North Clark St. route has been extended to
include Edgewater. Rogers Park and Evanston the sales from
the stations on the route will be increased to aggregate about
$15,190 per month, Edgewater. Rogers Park and Evanston selling
a total of $2,553

EAVE TROUGHS FOR STREET CARS.

A number of open cars owned by the Hartford vConn.) Street
Railway Co. have been fitted with eave troughs to prevent rain
water from the roof, from dripping on the passengers or on the
ends of the seats. The troughs are of wood and run the length
of the car on each side, just beneath the edge of the roof. The
accumulated water finds its way to the street through l-in. pipes at
the corner posts.

536

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

SPLICED CARS AT ROCHESTER. N. Y.

The Rochester (N. Y.) Railway Co, has recently enlarged some
of its vestlbulcd cars and mounted them on double instead of sin-
gle trucks. The cars were cut in two and three new side posts
inserted, thus increasing the length of the body over the corner
posts from 18 ft. 8-^^ in. to 27 ft. gl4 in. Body bolsters were placed
•3 ft- 7^i in- between centers and two truss rods added on each
side. One of these extends under the side sills between the bolsters

l-IG. 1 INTKKIOK OK C.\R.

with a single strut in the center; the other is a yi .x 2-in. bar ex-
tending to the ends of the body. Cross tie-rods, -5-^ in. in diameter,
arc placed at each cross sill and three longitudinal tie rods run
from the bolsters to the next outside cross sills.

The greatest difficulty in altering the car was to so locate the side
sills that there would be space between to allow for the swing
of the double trucks in taking curves, and thus avoid raising the
car body so high as to require two steps.

The arrangement adopted was to bolt a block, marked "A" in
Fig. 5 to the foot of each post and then mortise the block into the
side sill; the blocks were properly grooved to fit the outside sur-
faces of the posts. The details of the block and the spacing of

the posts and sills in both the old and rebuilt cars are clearly
shown in Fig. 5. It will be observed that the side sills of the re-
built car are 514 x 7}i in. instead of 3*4 x 4%, as in the old one.

HIC. 2 Sl'I.ICKl) CAK. KOCHKSTER. N. V.

and the distance between them is 5 ft. u in., instead of 5 ft. sH i"-

Peckham maximum traction trucks with 33-in. driving wheels are

used; the motors are Westinghouse 49. In the plan view in Fig. 3

'^.^ yQ&fie Line 30 Radiua Curve

FIG. 3— TKUCK SHOVVINC. LLH-\K.^NCE.

tile truck wheels and axles are shown and the gage lines for a 30-ft.
curve have been drawn in dotted lines and the point reached
by the front edge of the driving wheel indicated.

KIG. 4 — HALF PI..\N*.\NTi EI.EV.\TION.

Ski't. is, 1900.]

STREET RAILWAY REVIEW.

53/

The half tone ciiKiaviiiKS, Higs, i mifl 3 show exterior and in
terior views of the altered car.
Wc are indebted to Mr. T. J. Nicholl, vice-president and general

there is little doubt but the lines referred to will serve as important
connections in the through electric road from Chicago to Green
Bay, to which reference has been frequently made. The company

7V.

Hi* sV —

FIG. 3— SECTIONS OK NHW .\Nn Ol.l) CAHS.

manager of the Rochester Railway Co., and to Mr. Alfred Green,
master mechanic, for the data and illustrations.

McGUIRE FACTORY IN ENGLAND.

Mr. W. A. McGuire, president of the McGuirc Manufacturing
Co., of Chicago, returned from Europe last week, and reports
electric railway matters as exceedingly lively, botli in England and
on the continent. While the McGuirc company has made no efTort
to do European business because of its geographical location, the
number of inquiries for its work has induced it to institute a
branch factory in England. Its present plans are to have the
works running within six months, and it is the intention to make
all such street railway equipment that is manufactured by the
Chicago concern. In the meantime it has established an office at
S Warwick Court, High Holborn, London, W. C, and is actively
in the field for everything that is going. Until the factory is com-
pleted all orders will be filled from America. The McGuirc com-
pany at the present time is exceedingly busy, especially in the
truck and snow sweeper departments. The company sold 62 sweep-
ers last fall and from present indications will exceed that number
the coming season. We wish the company a prosperous career in
Europe. If it repeat its American record, it will add a most
creditable concern to the institutions of England.

AMERICAN ELECTRICAL WORKS' CLAM BAKE.

One of the pleasantest events of the year, and one that is eagerly
looked forward to by several hundred members of the electrical
fraternity, is the annual clam dinner given by Mr. Eugene F.
Phillips, general manager of the American Electrical Works, oi
Providence, R. I. The bake was held this year on September 13th,
at the Pomham Club as usual, and as usual the day was spent in
renewing old acquaintances, in story telling and in doing justice
to the bountiful refreshments provided, both solid and otherwise.
Mr. Phillips was again voted the prince of entertainers.

CHICAGO-MIL\VAUKEE ELECTRIC LINE.

On August 24ih the Wisconsin Traction. Light. Heat & Power
Co. was incorporated by H. C. Payne, John I. Beggs. Chas. F.
Pfister and F. G. Bigelow, all officers of the Milwaukee Electric
Railway & Light Co.

"The object of the new corporation," explains Mr. Beggs, "is
primarily the uniting and fostering of certain small properties in
the Fo.x River valley, and that object for the present at least will
be the sole one. The articles, however, provide for extensions, and

is at present in every way distinct from the Milwaukee Electric
Railway & Light Co., but the ultimate purpose is to bring the

properties all under one head."

LARGE ORDER FOR SPECIAL WORK.

The Falk Co., of Milwaukee, through its second vice-president,
Mr. C. C. Smith, has closed a contract with the Metropolitan
Street Railway Co., of Kansas City, Mo., lor supplying and laying
a number of pieces of special work in that city as follows:

One branch oflf from Union Depot line into the post office with
two special cross-overs.

A three-part Y to connect with crossing now in place at 5th and
Main Sts.

Special layout at 5th and Delaware Sts.. including connecting
curves and switches at both ends.

Double track three part Y at Summit St. and Southwest Boule-
vard, and a similar one at 25th St. and Southwest Boulevard.

Si.x standard cross-overs.

IMPROVED CARBON BRUSH.

The desirable qualities in a carbon brush are that it shall be selt-
lubricating, of low resistance, and not blacken or gum the com-
mutator. For the brush to be self-lubricating it is necessar>- that
a fine grade of carbon be used, and it must be so treated as to
close the pores and enable the brush to take a high polish. Fur-
ther, the special treatment given it should not increase the electrical
resistance of the brush.

The Spcer Carbon Co., oi St. Marys, Pa., has recently put on the
market a brush which it claims is superior to anj-thing of the kind
heretofore produced. The maker guarantees that these brushes will
last many times longer than any other brush made; that they will
take a high polish and constantly lubricate the commutator with-
out gumming; that the electrical resistance is very low; that they
will not crumble and chip, and that they will not cut the commu-
tator. Samples will be supplied on request.

CONDUCTORLESS CARS FOR BOISE CITY.

The Boise City (.Idaho) Rapid Transit Co. has decided it can
give a better service if it does away with conductors and returns
to the fare box system. The rear platforms of its cars will be
entirely shut in by gates and passengers will be required to enter
and leave by the front doors. They n-ill deposit their fares in boxes
within sight of the motorman, who will give change if necessary.

The company promises to apply the saving thus effected toward
running additional cars, giving a more frequent service.

-2^ STREET RAILWAY REVIEW

FOREIGN FACTS.
The Chester (Eng.) tramway system is to bo extended.

The Farnworth (Eng.) tramway has been changed from luirse to
electric traction.

The Newcastle (Eng.) Tramways Committee proposes to extend
its electric lines into BcnwcU.

The city authorities of Munich are planning to build 30 new elec-
tric lines in and about the city.

Berne, Switzerland, is to spend nearly $io,ooo in improving the
municipal street railway system.

The Oldham (.Eng.) Corporation lias applied lor sanction to bor-
row £280,000 for electric tramways.

The Calcutta (India) Tramways Co. during its last fiscal years
earned £68.719 gross and £8,030 net.

.•\ nuinicipal tramway scheme for Bath, Eng., is said to have the
a])proval of every local authority interested.

The tramway committee of the Glasgow Corporation is adver-
tising for bids for building several extensions.

In the District of Birkenhead, Eng.. the work of constructing
electric tramway is being carried on vigorously.

A tramways provisional order has been granted the Urban Elec-
tric Supply Co., of Glosop. Eng., by the town council.

Plans and estimates have been prepared for equipping the lines of
the Morecambe (Eng.) Tramways Co. with electricity.

The Derby (Eng.) City Council is seeking powers to construct a
system of electric tramways at an estimated cost of £200.000.

It is expected that the Compton tramway route at Plymoutli,
Eng., will be electrically equipped and ready for opening by March,

I<)01.

The lighting and trat"tic committee of the -Xcvvport (Eng.) Cor-
poration has resolved In build a new power station for the tram-
ways.

.\ scheme for electric tramways in Bowness. Eng.. lias been sub-
mitted by the British Electric Traction Co. and approved by the
council.

It has been resolved by the Maidstone (Eng.) Corporation to ap-
ply for a provisional order for constructing and working electric
tramways.

Electric traction is about to be applied to the lines of the Com-
pagnie de I'Est Parisien. from Noisy, Fontenay, Raincy. Bondy and
Pantin to Paris.

Concessions for five new electric lines in the Northwest section of
Paris have been granted to the Compagne des Tramways Mecan-
iques des Environs de Paris.

A committee has been appointed by the Bombay (India) munici-
jiality to report on the advisability of the city's purchasing the tram-
way lines of Bombay and equipping them with electricity.

.■\n electric tramway at Lyndhurst in the New Forest, Eng.. has
been proposed. Mr. E. Kite of Lyndhurst, and Mr. C J. Wharton.
Palace Chambers, Westminster, London, are the promoters.

During the month of July, 1900, the value of electrical goods and
apparatus imported into the United Kingdom was £129,022. The
total for the seven months ending July 31. 1900. was £549,275.

[Vol. X, No. 9.

La Capital Tramways Co., of Buenos Ayres, Argentine, has ac-
ijuired the property of the New and the Grand National Tramways
companies and both systems will be converted to electric traction.

Electric traction on the overhead system is fast superseding the
old horse traction lines in Munich. A uniform charge of 10 pfen-
nige is made for a journey of any length where no change of cars is
in\()l\'ed.

The official opening of the Sunderland (Eng.) Corporation Elec-
tric Tramways took place last month. Luncheon was served at the
town hall and several cars laden with visitors made the round trip
over the line.

There are many indications that India within the next few years
will become an important market tor electrical tramway apparatus.
The latest scheme iiroposed is an electric railway from Hyderabad
to Secunderabad.

The tramway lines in Moscow, Russia; are about to be extended
and will reach a total of 84 miles. At the same time the present
horse lines will be equipped electrically, part with the overhead sys-
tem, part with the surface-contact system and part with accumu-
lators.

.■\n agreement has been reached between the city of Birmingham,
Eng., and the Birmingham City Tramways Co., relating to the
erection of the overhead system in Bristol Road. The Tramway
company will procure the necessary materials and proceed at once
to convert the line.

English steam roads are beginning to feel the effects of electric
tramway competition. The chairman of the Great Northern Ry., in
his annual report stated there was a decrease last year in the York-
shire district of more than 200,000 passengers carried due to the
opening of parallel electric lines.

So satisfactory have been the results with electric traction as ap-
plied to the underground roads of London, that a committee con-
sisting of three members has been appointed by both the Metro-
politan and District companies to report upon the question of ap-
plying electricity to what is known as London's "Inner Circle" rail-
ways.

In the House of Commons the following bills have passed third
reading: Wirral Ry., Croydon Tramways, Plymouth, Devonport &
Stonehouse Tramways, Cork Electric Tramways, South Stafford-
shire Tramways, Aston Manor Tramways, Great Grimsby Street
Tramways, Mersey Ry., Rawmarsh L'rban District Council Tram-
ways and Hastings Tramways.

Indian Engineering, published at Calcutta, says the superstition
about the kidnapping of children to bury under the foundations of
railway bridges, which has more than once caused trouble in India,
is now widespread in China and seldom is a new bridge commenced
without the disappearance of several children from the neighbor-
hood.

The Board of Trade has confirmed the following light railway or-
ders: Bexhill & St. Leonards Light Ry., to run from Bexhill to St.
Leonards, in the county of Sussex, Eng.; Cheltenham & District
Light Ry., from Cheltenham to Cleeve Hill, in the County of Glou-
cester, Eng.; Robertsbridge & Pevensey Light Ry., from Roberts-
bridge to Pevensey. in the county of East Sussex, Eng.

In the House of Lords the following bills have passed third read-
ing: Bexhill & Rothertield Ry.. Vale of Rheidol Light Ry.. Air-
dire & Coatbridge Tramways, Brighton Corporation Tramways,
Reading Corporation Tramways, Wellingborough & District Tram-
roads. Nottingham Corporation Tramways, Bournemouth Cor-
poration Tramways, Southeastern Metropolitan Tramways, Aber-
deen Corporation Tramways, Blackpool, St. Anne's & Lytham
Tramways. Bradford Corporation Tramways, Baker St., & Water-
loo Ry. and Croydon Tramways.

SiiPT. IS, lyoo.J

STKl-IET RAILWAY REVIEW.

539

HALF FARES.

Tlu- I.os AiiKilcs ((-'all l<:iihvay (_'i). is lillinw ils lars willi
air l)ral<cs.

All lasliiii syiiilicatr is seeking a fraiu-liisi- fnr a stri-ct railway
ill {'cm ■-icaiia, Texas.

'I'lu- Chicago Union Traolion la^l nionlli i-armil $io.7'i') inor
lliaii m Annnsl. iKgy.

A new interin'han line lictueen Kalamazoo and Baltic Creek
was o])ene(l last nnnnli.

'rile Toleilo (().!. i'liinont ^i Norwalk Ivleclrie Ry. tiejtan reg-
nlar o|nTalii>n Siiiliinlxr I2tll.

'riu- L'harlolle ( N. C.) h'.leilrn- Rail»a>, li^ln i^.' I'ower Co. is
ecinippin^ its cars with air Ijrakes.

Over 000 men are now at work IniililinK llie Columbus (O.),
London & Springfield Traction Co.

riie Alionna M: l.ogan Valley Electric Railway Co. lias increased
llu' wages of ils IraiijnieTi " per cent.

It is announced that the proposed Janesville (Wis.). Beloit &
Rockford F.lectric Ry. will not be built.

Semi-annual dividend No. i. of 2'4 per cent, was paid by the
Bcston Ivlevated Railway Co. .\ugust l.slh.

Three New N'orkers recently made the triii In Uoslon by Irolley
and ])ronininced it a most agreeable excursion.

The Union Traction Co., of .'\nderson. Ind.. has ordered a pri-
vate car for the use of General Manager Henry.

The l'enid)scot Cenlr.il Ry.. of Bangor, .\le.. has completed the
building for its ik w pt)wer station at Kenduskeag.

The employes of the Toronto (Out.) Railway Co. have asked an
increase in wages from i6 2-3 to 20 cents i)er hour.

The Union Traction Co., of Pbiladelphia. has effected large re-
ductions in its fixed charges by refunding its bonds.

The .South Jersey Electric Eight & Traction Co. is reported to
be anxious to build a .^-cent line in Camden, X. J.

The employes of the United Traction Co., of Pittsburg, held
their annual picnic at Calhoun Park on September 4th.

Thirty-live iiersons were injured in a collision between a horse
ear ,ind an electric car at Paris. France, on .August lOth,

.■\t Montgomery, .Ma., the negroes express their disapproval of
the separate seat ordinance by boycotting the street ears.

The Cincinnati .Street Railway Co. has named ils lour new spe-
cial inning cars. Manila. Santiago, Porto Rico and Honolulu.

The Citizens Railway Co., of Fort Scott, Kan., ceased operation of
the roa<l on .\ugust ,^ist. poor business being given as the cause.

The assessment of the Indianapolis (hid.) Street Railway Co. has
been increased from $1,000, ceo by the state tax commission to $3.-

sOO.OOO.

The Consolidated Traction Co., of Pittsburg, has issued an order
that trainmen must not indulge in the use of chewing tobacco when
ow duty.

The public of Santiago de Chile is greatly delighted with the new-
electric railway opened September 2d. in the presence of President
F.rrazuriz.

Kepresenlalives ot a nuinb(r of street railway companies in On-
tario met in Toledo n short time ago and formed an aniusenienl
circuit.

There is a report that llie I.ynn & Boston Street R, R. will
have some o( ils cars lettered in Hebrew. Inn we have 110 ron-
finnation as yet.

The employes of ihe Toledo (O.) Traction Co. in addition to
their band have a Itasehalt team thai judging from the record thus
far is a good one.

.■\ new issue of 4 i)tr cent bonds rif the Hartford (Conn.) Street
Railway Co, was allotted last month. They were all taken by the

stockholders at 103,

The reeeni re|)ort of a street car h<jld-up at Racine, Wis., had iu
origin in the fact that two tramps boarded a car and solicited the
passengers for money.

It is announced that the change from storage batteries to the
overhead trolley system will be made by the Chicago Electric Trac-
tion on September l.Sth.

The Chicago street railways are engaged in fitting their winter
cars with vestibules. The date when the vestibuled cars arc re-
([uired is November ist.

Charles T. Davis, one of the men convicted oi conspiracy to
depreciate Brooklyn Rapid Transit stock, has been admitted to
bail pending an appeal.

Two wire thieves, men 50 and 52 years of age respectively, were
recently caught taking bond wires from the tracks of the Reading

(Pa) S: Womelsdorl Ry.

The North Jersey Street Railway Co.. ol Jersey City, N. J., has
announced that it will build a line over the Bergen Turnpike from
Hoboken to Hackensack.

.\ car of the Omaha & Council Bluffs Railway & Bridge Co. was
belli ui> about midnight, .•Xugust 14th. and his watch and money

taken from the conductor.

The Richmond iN'a.l Passenger Railway & Power Co. and the
Richmond Traction Co. are endeavoring to arrange an agreement
for the interchange of transfers.

It is staled that an agent <>i the shah of Persia is in this country
examining trolley systems preparatory to building an electric rail-
way from Teheran to the Caspian Sea.

Over 1,500 It. of copper wire was taken from the poles of the
Newtown (Pa.) Electric Ry. one morning last month by five men
who were acting in the guise of inspectors.

.■\ugust 14th the 16 year old daughter of a conductor of the St.
I.ouis Transit Co. had her shirt waist torn oflF by a crowd of boys
because she had been riding on her father's car.

The postmaster at Chattanooga will establish a sub-station, to
be conducted in connection with the Chattanooga Electric Ry.
The street cars will be equipped with mail boxes.

The .Vurora & CJeneva Street Railway Co. is negotiating with
;he Chicago & Northwestern Ry. for the building 01 a tunnel under
the eight tracks of the latter company at (jeneva.

The .^6-miles electric line of the Quebec (Can.) Railway. Light &
Power Co. to the Roman Catholic shrine of St. .Anne de Beaupre
was opened .-Vugust lOth. .\bout 60 cars are run daily.

The two injunctions issued .\ugust 19th. restraining the Colum-
bus (C). London & Springfield Traction Co. from building its
terminal loop ia Columbus were dissolved August aSth.

540

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

TIk- joinl committees on jiuiiciary and railroads, of the Milwau-
kee council, have reported adversely on a proposed ordinance re-
quiring the street railway company to use girder rails.

Wire thieves recently carried off 500 lb. of copper from the Xew
York & North Shore road in Flushing, L. I., causing a delay of two
hours in the tfallic between Jamaica and I'^ar Rockaway.

.•\ car of the United Traction Co.. of Pittsburg, was destroyed
by fire while enroutc to the barns, after having completed its
last run. The cause is believed to have been defective wiring.

One Darlington Davis, of Evansburg. Pa., is now in jail at Xor-
ristown. Pa., in default of $100 bail. He is charged with tampering
with the brakes on a car of the Schuylkill Valley Traction Co.

Broken wires caused the underframing on two electric cars of the
New York. New Haven & Hartford to take fire one day last month.
Two or three passengers were injured by jumping from the car.

Last month work on the Seattle & Tacoma Electric Ry. was
resumed, the company laying 1.500 ft. of track to enable materials
to be transported for building the trestle work over the tide flats.

The Boston Elevated Ry. early in September put on a new line
of cars and arranged the route so that the fare to Brighton, Med-
ford, Charlcstown. M.dden and Somerville is now 5 cents instead'
of 8 cents.

A citizen of Racine. Wis., has petitioned the attorney-general
to institute quo warranto proceedings to annul the street railway
franchise granted by the Kenosha common council to P. F. Haynes
and G. L. Clause.

The Metropolitan West Side Elevated Railway Co., of Chicago,
declared its second dividend, of 2 per cent, payable August 31st.
The first dividend was a^/j per cent paid Feb. 28, 1900, for the fiscal
year ending that day.

Patrons of the Central London Ry., the recently completed un-
derground line, find that a ride in the "tuppenny tube" is very
agreeable on a hot day, the temperature being about ,^0 degree^
below that of the street.

Olcott Beach Park, a new pleasure resort of the International
Traction Co., of ButTalo, was opened on August 29th, the new
12-mile line between Lockport and Lake Ontario being formally
dedicated at the same time.

The .Atlanta (Ga.) Rapid Transit Co. has leased three miles of
track from the Seaboard .Air Line and is building the necessary
tracks in .^tla^ta so as to make connection and give an interurban
line from .Atlanta to Decatur.

An inclined elevator has been built as an experiment at the
Third Ave. and 5gth St. station of the Manhattan Elevated Ry.,
New York City. It is operated by electricity and has a capacity
of 3,000 passengers per hour.

The Metropolitan Band, composed of employes of the Met-
rcJpolitan Elevated road, Chicago, gave its second annual excursion
and dance on September 2d; two special trains carried the party
to one of the summer gardens.

The Brooklyn Rapid Transit Co. is seeking to redeem the prop-
erty of the old Brighton Beach R. R.. which was sold for ta.xes
in 1895. The property is now part of the Brooklyn Union Ele-
vated road controlled by the Transit company.

The San Francisco (Cal.) & San Mateo Electric Ry. with 28.3
miles of track reports gross earnings for the last fiscal year of $224,-
425 as against $204,440 for the preceding year. The figures for ex-
penses of operation are $189,715 and $187,448.

-A petition has been filed asking to have a receiver appointed for
the Columbia (Pa.), Ironville & Mt. Joy Street Railway Co., a

corporation chartered five years ago to build a road through the
cities indicated in title. This line was never built.

Preliminary arrangements have been conchuled with llie .\'orth
Jersey Street Ry. and the Jersey City, Hoboken & Paterson Street
Ry. for a pouch mail service between Jersey City and the Hudson
Coiuuy ti'wiis reached by the lines of these companies.

The court has dissolved the injunction which has heretofore pre-
vented the Harrisburg (Pa.) & MechanicsGurg Electric Railway
Co. from building a trolley line down the Cumberland Valley. It
is announced the extension will be completed at once.

The city of Grand Rapids, Mich., has sued the Grand Rapids
Railway Co. to recover some $3,000, alleged to be due for main-
taining patrolmen at certain street crossings. The time covered
by these amounts is from Sept. 25, 1899, to .Aug. i, igoo.

Miscreants at Richmond, Ind., on September 2d smeared soap
on the street railway tracks of the Earlham division and as a result
there were two collisions, the men being unable to stop their cars.
One motorman and two passengers were slightly injured.

The boycott of the Montgomery, Ala., street cars by the negroes
has proved to be a very good thing for the company. The greater
use of the cars by the white people has increased the receipts of
the belt line 20 per cent over the highest earnings heretofore.

.A 7-year-old Chicago boy tried the old experiment of tying a
cord around his waist and dropping the other end in the cable
slot to get quick action. The end caught, but fortunately the
cord was cut through by rubbing on the slot rails after the boy
had been dragged 50 It. He was bruised and cut, but not fatally
injured.

Reports as to the traffic on the Central London Ry., the under-
ground electric line from Shepherd's Bush to the Bank, recently
opened, are very gratifying to the management. On the opening
day 83.000 passengers w'ere carried; the number rose to 91,600 on
the second day, to 93.000 on the fourth, and has been steadily
increasing.

The strike and boycott against the East St. Louis (111.) Elec-
tric Street R. R. have been formally raised, all the striking em-
ployes having secured employment elsewhere. None of the old
men is seeking employment of the railway company, but it was
believed that the matter being ended practically it would be well
to end it theoreticallv.

Engineers are at work preparing plans for a 12-mile extension
for the Detroit, Plymouth and Northville electric line, reaching
from Wayne to the city limits of Detroit. Secretary Russel reports
that the financial arrangements from the extension have all been
completed and that some work will be done yet this fall, although
no effort will be made to place the extension in operation until
early spring. Ashwell & Co., Detroit, will have charge of the
engineering.

The Iidand Traction Co., of Souderton, Pa., is meeting with
serious opposition to its proposed e.<tension from Lonsdale to
Chestnut Hill. The points of objection are that the turnpike which
it will occupy is too narrow; that it will endanger the lives of chil-
dren going to Sunday school and annoy church congregations; that
it will depreciate the value of farm lands; that compensation is not
offered for land taken, and that cheap fares will bring tramps and
thieves to the neighborhood.

The Detroit city council has passed an ordinance requiring all
street cars operated within the city to be equipped with air or
electric brakes. The companies have until next spring to comply
with the ordinance. General Manager du Pont will give the matter
his personal attention as soon as the busy summer season is over.
His plan is to equip cars of the same type with the various new
and old brakes and give all a trial under the same circumstances
and conditions. There will be about 700 cars to be equipped.

)

Sept. is. I'Xin,

STREET RAILWAY REVIEW.

541

RAIL AND TIE QUOTATIONS.

The expfCtcd slump in llic iron ;iii(l stei'l markfls li;is not yrt
occurred, prices rciiiaininn as llu-y liavi- 1k-cii for llu' past two or
three nioiulis. Il is still (-(jiilidently predicliil, however, liy those
who claim to know, that ijrescnl rpiotatioiis cannot liold and there
will be a big drop as soon as the scramble for orders begins.
Heavy Trails arc $.?S to $,37; girder sections, $40 to $44.

Cedar and yellow pine tics can be purchased at same prices as
niven nn page 47H of our last issue.

MR. YERKES IN LONDON.

Dispatches from Lomldu uiicUr dale of September iitli say that
Mr. Charles T, "ierkes has organized a syndicate which is about
to acquire control of the Metropolitan District Ry., and has pur-
chased the franchise of the Charing Cross, Eaton & Hanipstcad
coiii|);niy which is to build a tunnel road 4J4 miles long. The busi-
ness associates of Mr. Yerkes in Chicago slate that they have no
knowledge of his reported plans.

NATIONAL ELECTRIC HEATERS.

The accompanying il lustration shows the type of plate for
electric car heaters which is made by the National Electrical Manu-
facturing Co. The plate is of sheet iron, corrugated and then
heavily coateil with white enamel which insures perfect insulation
and at the same time prevents deterioration. The heating resist-
ance is also imbedded in enamel and thus protected against cor-

rosion, or against a break that would ground the heater. The
wires are so placed as to be free from mechanical strains and as the
heater cools slowly when current is shut ofT. the wires are sub-
jected to an annealing process each time. The form of heater plate
is such as to give a large radiating surface for a small space. The
company also makes a regulating switch which carries 25 amperes
at 650 volts and can be arranged for three degrees of heat: a lock
prevents the degree being changed until the inain switch is opened.
Both these devices are placed on the market by the Morris Electric
Company of New York.

KODAKS IN YELLOWSTONE PARK.

The widespread use of small cameras, of one sort and another
by travelers, has led to a great development of amateur photog-
raphy. Yellowstone Park is by far the most prolific spot in this
country for the gratilication of this calling or amusement, par-
ticularly for those interested in prize contests. To photograph the
soaring geyser; the eagles on their nests; the numberless cascades
and waterfalls; the beautiful springs, or the Golden Gate and the
Grand Canyon, is to obtain a noted collection ot pictures.

But the park is also the only place where wild animals, as they
live in nature, can now be easily caught with the camera. The
elk. deer, antelope, bears, coyotes, buffalo, etc., that, while wild,
have not the timidity of hunted game, make it comparatively easy
to photograph them there. The bears especially are easily found.

"Wonderland, igoo," a finely illustrated book published by the
Northern Pacific Railway, has a chapter on Y'ellowstone Park
and the animals there, and will be sent by Charles S. Fee, General
Passenger Agent, St. Paul, Minn., upon receipt of six cents.

For rates, etc.. address F. H. Fogarty. General .\gent. 20S South
Clark St., Chicago.

NOTICE CONCERNING TRUCK PATENTS.

'I'lie I'eckhain Truck Co. advise-, u-. that the reciiit decision
on street railway truck patents rendered by Judge Shipnian in j
suit for infringement brought again-.! the Third Avenue Uailroad
Co.. of .New York City, does n<it at all alTecl the validity ot the
Iiatents granted to .Mr. J'ecldiam (or certain combinations of ellip-
tical and helical springs used in the I'eckhain trucks. Elsewhere
in this issue Is a notice to the trade prepared by the Pcckham
company, and to which it particularly directs the attention of all
who are interested in this subject.

NEW YORK MEETING.

The 18th annual meeting of the Street F<ailway .Association of the
Stale of New York will be held at the froquois Hotel, Buflfalo, on
Tuesday and Wednesday. September i8th and igih. The papers
incIudethefoUowing: "Rotary Transformers." "Power Distribution
in Buffalo," "Use of Storage Batteries on Small Roads," "Electri-
cally Welded Joints in Actual Operation." "Practical Experience in
the Operation of Combined Public Franchises by One Company.
and the .Xclvantages to the Public and the Corporation."

The entertainments include excursions over several divisions of
the International Traction Co's. system and over the Great Gorge
Route, visits to the parks, the annual dinner at the Iroquois Hotel
and a luncheon at the Dufferin Cafe.

The present officers of the association are: President, G. Tracy
Rogers; vice-presidents. Charles Cleminshaw and John Boyle: sec-
retary and treasurer, Henry A. Robinson.

WINS SUIT ON TROLLEY HARPS.

The Star Brass Works. Kalamazoo. Mich., announces the de-
cision of the United States Circuit Court which has modified a for-
mer order and now permits the Star company to sell trolley harps.
The suit was brought by the General Electric Co., and the court
order in favor of the Star company was issued .August i6th.

THE DALLAS STRIKE.

The press reports from Dallas. Tex., might lead one to think
that there really was a street railway strike at that place. The facts
as reported by our correspondent in Dallas are: "Only a small
number of men went out on a strike, and their places were filled at
once. The cars were not delayed at all. and have since been oper-
ated as usual without any appreciable difference in traffic."

NOISELESS CAR WHEELS.

The Chicago City Railway Co. and the Chicago & Milwaukee
Electric Railway Co. are each making a trial of noiseless car wheels
which are the invention of Mr. I. Hogeland, 1 113 Monadnock
Block. Chicago. The wheels now in service on the Chicago & Mil-
waukee line are 33 in. in diameter while those under the Chicago
City car are 30 in. in diameter, otherwise they are similar. The
centers are of cast iron of the spoke type: the tires are oi chilled
cast iron and between the two sections is placed a layer of paper,
the paper in a wheel weighing about 2'^ lb. The edge of the cen-
ter and the inside surface of the tire are stepped and beveled so that
the two pieces can be drawn tightly together. The fastenings consist
of 12 "s-in. machine bolts placed parallel to the axis which are set
up with a 30-in. wrench and the ends riveted over.

Besides the claim for noiseless running it is also stated that the
Hogeland wheel is much cheaper in the long run. the cost of re-
newing (a new tire and the paper) being from $1.50 to $2.00 less
than the cost of a new cast iron wheel of the ordinary type.

.■\ .safety water column of simple design is made by the Pittsburg
Gage & Supply Co.. Pittsburg. The device consists of a seamless
copper tloat placed in the water column to which the gage glass is
attached, and rises and falls as the water level varies. Should this
level become either too low or too high for safety the float opens a
valve which admits steam to a small whistle mounted on top of the
column, thus sounding the alarm.

54:

STREET RAILWAY REVIEW.

[Vol. X, No. 9.

NEW PUBLICATIONS.

LKWIS INSTITUTK Sclinol 01 EnginciTing.— This is an illiis-
tralid pamphlet of 50 pngts. describing the ei|uipment of the Lewis
Institute. Chicago, with particttlar reference to the school of engi-
neering.

l.'.M.BUM DES El.ECTRlCIENS. Price 5 francs: foreign
snbscriptions. 5.50 francs. — The editors of L"Elettricila announce
they have issued a very handsome album containing 200 phototype
portraits of men lo whom the science and art of electricity owe
their present development. The book is printed on fine art paper.
ijuarto in size, but aside from its artistic merits should be valu-
able for reference. L'Elettricita is a weekly paper of 10 years'
standing published at Milan. Italy, via Cusani 11.

.XRTHUR KOPPKL'S .M.BUM EOR 1900.— This interesting
publication is a book of 50 pages giving descriptions and illustra-
tions of a few of the field railways and light railways installed
by .Arthur Koppel. of Berlin. .Among the countries represented
by illustrations are Norw-ay. Sweden. Denmark. Great Britain. Bel-
gium, Hollanil. France. Germany. Russia. .Austria. Italy. Egypt.

KOl'PEI. TKA.MWAV IN I'ESC.M*.*.

Togo. Transvaal States. Persia. India. China. Japan. .Australia.
and nearly all the states of Central and South .America. The album
has all announcements and descriptions printed in six languages.
and to this thorough method of advertising the firm doubtless owes
a great part of the large foreign trade that it enjoys. The ac-
companying illustration shows a Koppel railway in Pcscara, Italy.

DUNCAN'S M.ANU.Al. 01 Tramw^ays. Oiunibuses & Electric
Railways. 23d annual edition. Published by T. J. Whiting & Sons,
Limited. 7.A South PI.. London, E. C. Price. 3s. 6d. — The 1900
edition of Duncan's .Manual contains over 450 pages, being con-
siderably larger than any previous issue. .As heretofore the pub-
lication includes the tramway and omnibus companies of the
United Kingdom, and the foreign and colonial companies that are
registered in England: wherever it has been possible to do so an
analysis of the revenue accounts is given. Some 15 new com-
panies have been added and 5 foreign roads are this year omitted
by reason of their being no longer controlled by English coin|)anics.
Following the statements of accounts are extracts from tlie Tram-
ways .Act and samples of the by-laws adopted by English com-
panies. The last 86 pages contain a directory, alphabetically ar-
ranged, of the directors, officials, engineers and auditors of the
enterprises mentioned, and also of firms and individuals closely
connected with the tramway industry. The publishers have won
an enviable reputation for accuracy by their i)revious editions of
the manual, and the same high standard is preserved in the present
book.

MUNICIP.AL I.MPROVEMENTS. By W. F. Goodhue. Civil
Engineer. Third Edition: 207 pages. Published by John Wiley &
Sons. New York. The sub-title of this book shows that it is a

manual of the methods, utility, and cost 01 pulilic improvements for
the municipal oMicer, and the preface further explains that it ii
particularly intended as an aid to those members of town and city
councils whose education and training have not made them famil-
iar with the details of the municipal improvements tci be uti-
dertaken during their terms of oltice. The first edition was pub-
lished in 1892, and the present edition has been considerably en-
larged, seven chapters having been added in the last revision. It
does, in fact, constitute a valuable handbook for one seeking prac-
tical information concerning the building of sew-crs, streets, water-
works, cemeteries, public halls and other improvements which a
municipality is called upon to make or superintend. The author
has added three chapters of \yhal he calls "notes by the way." in
which are given his ideas on elevated tralTic versus subways, on
civil service appointments, and on municipal ownership. He be-
lieves that the two-story street is more advantageous than :i Mih-
way and far less costly; that civil service examinations in many
instances are absurdly impractical, and that municipal ownership is
a failure because it removes all real incentive to progress and effort.
Commenting on the dearth of business ability in municipal man-
agement, he says: "What can we promise in the way of an able
management of a .gas plant or a street railway when our cities
and towns are mulcted annually of lar.gc sums of money because
of defective sidewalks, badly kept street surfaces, and weak
bridges?"

THE CAR-HOUR UNIT.

.At the Chicago convention of the Street Railway .Accountants'
-Association. Mr. H. C. Mackay. comptroller of the Milwaukee
Electric Railway & Light Co.. presented a paper in wdrich he argued
in favor of the car-hour instead of the car-mile as a unit for coin-
paring the results of street railway operation. The discussion was
very animated and indicated that there was considerable opposition
to the proposed plan. Since then, the car-hour as a basis for com-
paring different lines has been adopted by the Milwaukee company
and also by the Twin City Rapid Transit Co., of Minneapolis.

The Milwaukee Electric Railway and Light Company.

Report «f PaHseiiger Karniiif^s.

F..r,

Ticl<ets Collected,
25forS1.0D,
6 for 25c.

COMPARISON MADE WITH
SAME DAY OF THE WEEK.

CAR HOURS.

EARNINGS.

1900

1899

Car ]

1900

3 our.

1899

1900

1899

Increase

or
Decrease.

Wells St. -Farwell Av

Fond du Lac Av. — National Av

Walnut St.— National Av

Sixth Av. Third St

(ireenfield Av.— Third St

Oakland Av.— Russell Av

Holton St. -Mitchell St

Muskepo Av.— Eiffhlh St

Clj'bourn St.— Grand Av

Twelfth St.— Grand Av

Private Cars

„„.„ Comparison made
^'=*''- with Current Date.

MILEAGE

EARNINGS.

Day.

Month

to
rate.

Year

to
Date.

Car
Hoi r

Month

Date.

Year

to
Date.

190U

I89Q

Increase or Deciease.

The accompanying reproduction shows a portion of the daily
earnings sheet of the Milwaukee company, some of the names of
divisions being omitted; the original is S^i x 14 in., and has a
similar ruling for the Milwaukee Light, Heat & Traction Co.,
which operates the interurban lines of the Milwaukee system.
Some figures of actual operation are as follows;

Speed Earnings Earnings

Line. M.P.H. per Car-Mile, per Car-Hour.

8.3
16.2

$ -33 i-,3 $2.76

.-'857 4.63

,? 10,7 ,2679 2,^6

On the Twill City road it was found that lines showing the great-
est earnings on a car-mile basis were inferior to others on the car-
hour basis, the speed making the difference.

Skit. is. h;<«i I

STREET RAILWAY REVIEW.

54.-?

CHAS. J, MAYER,

President.

^^^\ER& ENGLt/iVQ

A. H, ENGLUND,

Sce'y Ir Trcu.

CABLE ADDRESS:

"MAYLUND" Philadelphia,
A. B, C, Code, 4th Ed,

iO SOUTH TENTH STREET,

RHILADELRHIA, PA.

NBW YORK OFFICE:
85 LIBERTY STREET.

Electric Railway Material and Supplies of Every Description.

We are exclusive Territorial Representatives of the following leading Manufacturers of Railway Materials:

R. D. Niittall Co., AUojliciiy, Pa.

(leafs. I'liiioiis. nc;triiiu's. TrtplU-ys. Ktc,

Van Wagoner iSt Williams Hardware Co., Cleveland, ().

DropiH'd I''iirt.'('(l Copiior Cniiiiuuilur St't'iiu'iils.

The Protected Rail Bond Co., Philadelphia.

"HniU'CliTr' Flexible Rail Hutids.

American Electric Heatinff Corporation. Doston, Mass.

Kk'ctric C;ir Hriilrrs of Evi-r.v Dusitrii.

Chisholm & Moore Manfff. Co., Cleveland, O.

Moori'V ClKiiii Uiiisis.

New York & Ohio Co., Warren, O.

"i';icl<:ir(r* Inc;iii<K.sceiil Liiinns.-

The International Ke^ister Co.. ChicaKo, III.

Siitirlranil Df'ulil,* Far*' KcifisuT.*,

W. T. C. Macallen Co.. IJoHton, Ma»s.

Stan(l:ir(1 Ovt'rhi.ad liiMulaliiiif Matfrial.

Bradford Helting Co., Cincinnati, <».

"Moiiarcir* Iiii,u1ai)iitf [*aint.

Sterling Varnish Co.. Pittnburjf, I'a.

Sirrlinir N»*w l*r,K;c»H ln,.ulaiinir Varnish.

Garten Daniels Electric Co.,

Garluii Liiflitniiiif Arrvnivrn

D. & W. Fuse Co.,

EncloM.'d Nun-Archinir Kunei

Keokuk. la.
Providence, K. I.

iiiKK'scem L;iini)s. ■ ] EncloM.'d Nun-j

Special At'cnts: AMiiKiCAN Ei.KCTKlCAr, Wohks, Providence; R. I

We carry the largest stock in this country of Strictly Electric Railway Material.

Wc arc now occupying our entire building, five floors and basement.

Special Attention Given to Export Business.

Send for Catalogues.

TRADE NOTES.

THE JACKSON & SHARP CO., of Wilmiiigloii, Ucl., has
recently conipletccl an order for loo trolley ears for Paris, France.

THE HUNTER ILLUMINATED SIGN CO. has just closed
a contract with the Washington (D. C.) Traction & Electric Co.
for the equipment of all its cars with signs.

THE TRIUMPH ELECTRIC CO.. of Cincinnati, reports a
large business, and says that the trade for the past year is over 50
per cent more than for the previous year.

THE BETHLEHEM STEEL CO. advises us that its ofiice .it
St. Louis has been discontinued, and that the business in that
territory will henceforth be liamlled by the Chicago office.

J. G. WHITE & CO., LTD., have been incorporated in London
with capital of £100,000. to build railroads, tramways and tele-
graphs and to represent the firm of J. G. White & Co., of New
York.

THE IMPERIAL ELECTRIC LIGHT, HEAT & POWER
CO., of St. Louis, after a thorough trial of a year, has placed
duplicate order for the Siegrist automatic oiling system tor some

new units it is now installing.

THE MORRIS ELECTRIC CO., 15 Cortlandt St., New Y'ork,
has recently secured a large order for 8.000 iron poles to be used
by the General Electric Co. in India. Mr. Morris also reports
the shipment of five cars to Mexico.

THE MICA INSULATOR CO., Schenectady, N. Y.. was
awarded a gold medal for its unique exhibit of mica and micanite
at the Paris Exposition. The award was made not only on the
inerits of the exhibit, but in consideration of the Mica Insulator Co.
being the original inventor and patentee of "Micanite."

THE ROCKEORU RAILWAY CO., Rockford, III., has com-
menced installing the Weber joint on its lines, and will probably
use this joint on its entire system. The sale was made by Mr. F.
.\. Poor, of the Chicago office.

THE STEWART HARTSHORN CO., o( East .Newark, N. J.,
has been awarded a medal of merit lor its exhibit ol self-acting
curtain and shade rollers in the United States Department of
Varied Industries at the Paris Exposition.

THE EDW.\RD P. ALLIS CO., Milwaukee, Wis., has estab-
lished a branch office at no Mill St., Spokane, Wash., discontinuing
the office at Butte, Mont. Mr. H. V. Croll has been placed in
charge of the office at Spokane.

THE ELECTRIC STORAGE B.\TTERY CO.. of Philadel-
phia, has issued Circular No. 59, of its regular series. The pamphlet
describes and illustrates the installation of "Chloride .Accumulators"
in the nulls of the R. & H. Simon Co.. silk manufacturer, Union
Hill, N. J.

THE MICHIGAN MANUFACTURING CO., Y'psilanti, Mich.,
reports an exceptionally lively trade, both at home and abroad, in
track drills. Four of these drills were recently shipped to the
City of Mexico, this being the second order received from the same
parties this year.

THE CR.ANE CO.. of Chicago, has sent us a veo' handsome
metal sign printed in colors, showing the company's l8-in. No. II-
E iron gate valve with outside screw and yoke and by-pass. This
type of valve is used extensively in the equipment of power plants,
which has become such an important part of the Crane Go's, busi-

.\. L. IDE & SONS, of Springfield. 111., have recently issued
"Supplement No. 42." which is an 8-page pamphlet illustrating and
describing their four-ported engines, which show a steam distri-

544

STREET RAILWAY REVIEW.

|Vor.. X, No. t).

DENOTES THE WORLDS STANDARD

P&B ELECTRICAL COMPOUNDS

The Standard for General Insulation. (Juick Dryer, Penetrating', Elastic, Tenaciou.s.

P&B Armature and Field Coil Varnish

Made of Hig^hest Ingredients. Elastic, Moisture Proof, Unaffected by Oil or Great Heat.

P&B INSULATING TAPE

No Rubber— Will not Vulcaaiize with Heat, or become Defective with Exposure and Use.

ALL THE. ABOVE ARE AGID AND ALKALI PROOF.

— — Write UK uboiit tlifiii.

THE STANDARD PAINT COMPANY

NEW YORK

81-83 JOHN ST.

CHICAGO

189 FIFTH AVE.

HAMBURG

GRIMM 33

PARIS

50B0ULHAU55MAnH

LONDON

39VICT0RIA5.W.

bution and economy closely approaching the Corliss type, and
also embody the simplicity of the well-known "Ideal" engines
which this firm has developed.

THE DICKE TOOL CO., of Downers Grove, 111., has been
awarded a bronze medal on tools at the Paris Exposition. This is
the highest prize awarded on tools. Mr. Dickc was in personal
attendance at the Paris Exposition and the exhibit created con-
siderable interest among foreign manufacturers. Thomas G. Grier
is the Chicago representative of the company.

THE DETROIT STEEL & SPRING CO., of Detroit, Mich.,
advises us that the fire at its works on the evening of August igth
was confined entirely to the foundry department, where steel cast-
ings tor railway and other work are made. The rolling mills, spring
shops, and other departments were in no wise affected. The loss
was fully covered by insurance, and the foundry was again in
operation in less than two weeks."

AS AN INSTANCE of direct returns from advertising, the Burt
Manufacturing Co., of Akron, O., reports that it is crowded with
orders as the result of an illustrated notice of its "Burt" exhaust
head, which it has only recently commenced to advertise. "Any
article of merit," claims Mr. Warden, manager of the company,
"can be pushed successfully through judicious advertising in the
trade journals, as we have demonstrated to our own satisfaction, at
least."

THE GARTON-DANIELS CO., of Keokuk, la., has lately re-
ceived a number of large and gratifying orders for lightning arrest-
ers, among others being one for 200 poles arresters from the
Union Traction Co., of Philadelphia. The Garton-Daniels Co. ex-
pects to exhibit at the coming street railway convention in Kansas
City, a perfected form of the "Automotoneer," a device for auto-
matically regulating the speed at which the controller can be turned
when starting a car.

STONE & WEBSTER, the well known electrical engineers,
were completely burned out in the early morning of August 24th.
Their offices occupied three floors at No. 4 Post Office Sq., Bos-
ton, and only the contents of the fire proof vaults escaped destruc-
tion. At 10 o'clock of the same morning the auditing and engi-
neering departments were doing business in new offices at 95
Federal St., and it is more than possible that considerable activity
was indulged in that morning.

THE CHICAGO MICA CO., whose main office is at its fac-
tory. Valparaiso, Ind., attributes the increase in sales of its prod-
ucts in the Central and Western States, to the fact that consumers
of insulating materials appreciate being able to deal direct with
the makers. The thorough equipment and organization of the
Chicago Mica Co's. factory and its excellent location, 40 miles
from Chicago on three trunk lines, enable shipments and deliveries
to be made promptly and cheaply.

FISHER & SAXTON, 123 G St., N. E., Washington, D. C,
have published their first catalog descriptive of the "Dromedary"
mixer which has been introduced with great success for mixing
concrete and mortar without the use of mixing platforms, wheel
barrows, planks or other common accessories to the process. The
catalog contains some 30 pages liberally illustrated with half-tone
reproductions of the "dromedary" and a number of diagrams. It is
printed on the finest paper and in the clearest type.

FOWLER & ROBERT, of No. 149 Broadway, New York, on
August i6th incorporated their firm as the Fowler & Robert
Manufacturing* Co., to manufacture and deal in general railway
supplies. The ofificers of the new company are J. W. Fowler,
president; L. E. Robert, vice-president; G. W. Linch, treasurer,
and F. Vieweg, secretary. Mr. Linch and Mr. Vieweg are both
experienced street railway men. The former has been promi-
nently connected with the Christopher & Tenth St. Ry. and the

Oct. is, 1900.]

STREET RAILWAY REVIEW.

545

THE CONVENTION CITY

Where Will Be Held October i6th 19th, the 19th Annual Meeting of the American Street Railway Asso-
ciation and the 4th Convention of the Street Railway Accountants' Association of America-
History of Missouri Story of the Phenomenal Rise of Kansas City.

Tlic coming uf Christianity tu the Mississi])])! Valley marked
the beginning of its history. DcSoto, with his coterie ot adven-
turers and priests, discovered the river in 1542. He found the
country an unbroken wilderness, a barbarous solitude, and claiiued
it in the name of the king of Spain. That was the end of legend
and the beginning of eventful modern limes in the Western
forests.

"When the Mississijipi was first seen by white man." writes Mark
Twain, "less than a quarter of a century had elapsed since Francis
I's defeat at Pavia; the death of Raphael; the death of Bayard,
sans peur et sans rcproche; the placarding of the Ninety-five
Propositions which began the Reformation. When DcSoto took
his glini|ise cjf the river Ignatius Loyola was an obscure name; the
order of the Jesuits was not yet a year old; Michael Angclo's

guished oflice. They propitiated him with gifts of beads and furs.
His march from Tampa Bay to the Mississippi under the verdant
arches of the forest was that of a con(|Ueror. But he found no
gold. Everywhere through the trackless wilderness, over the bar-
ren sites of present cities, the lonely company of white men
searched for caves of treasure, miraculotjs mines that should pour
forth gold at the Spaniards' approach. Their quest was as erratic,
as hopeless as that former one of Ponce dc Leon searching for the
waters of immortal youth in the Eden of Florida. A year or two
of famine and disheartening failure, and DeSoto perished on the
eastern border of what is now Missouri. The few followers that
survived him kept his death secret from the Indians, fearing mas-
sacre should the savages learn that the protection of the Sun's Son
was removed from them. DeSoto was buried at midnight in the

INCLI.NE I XIOX HEI'OT AND M.VNLFACTURIXG HISTRICT.

paint was not yet dry on the Last Judgment in the Sistine Chapel;
Mary Queen of Scots was not yet born; Calvin, Benvenuto Cellini
and the Emperor Charles V were at the top of their fame; the
Spanish Inquisition was roasting and racking and burning. When
DeSoto stood on the banks of the Mississippi it was still two years
before Luther's death; 11 years before the burning of Servetus; 30
years before the St. Bartholomew slaughter; Rabelais was not
yet published; Don Quixote was not yet written; Shakespeare was
not yet born; a hundred years should elapse before Englishmen
should hear the name of Oliver Cromwell. Unquestionably the
discovery of the Mississippi is a datable fact which considerably
mellows and modifies the shiny newness of our country and gives
her a most respectable outside aspect of rustiness and antiquity."
The story of DeSoto's expedition is an unparalleled romance,
and of all the expeditions to the new world it was the most dis-
astrous. With nine ships. 700 men. 350 horses and the crudest of
mechanical means DcSoto came to unearth a fabulous treasure in
some unknown quarter of the continent, to wrest from the granite
mountains, the river valleys and the primeval forests a quantity of
gold and silver for the decoration of the Spanish court. DeSoto
came with considerable pomp. He was believed by Indians to be
the Son of the Sun. which they worshiped, and his shining rapier
and resplendent dress were accepted as the livery of his distin-

Mississippi, an event remarkable as the first Christian ceremony
solemnized in the western forests, and prolific of numberless dismal
illustrations in the history readers of American school boys.

The early historj- of Missouri is inseparable from that of the
entire Mississippi Valley. DeSoto had turned the eyes of the world
upon this region. Within 130 years Marquette. Joliet and LaSalle
completed DeSoto's work. Marquette, a French priest, named the
Mississippi the Conception, in honor of the Virgin. The Missouri
River, of which he was the discoverer, he called "Pekitanoui,"
meaning Muddy Water. The pious French soon established Cath-
olic altars far to the northward, and pierced the wilderness of Mis-
souri "to explain hell to the savages." Next came LaSalle, whose
explorations gave Europeans their first accurate geographical
knowledge of the Mississippi and its vast basin. LaSalle's first ex-
pedition was a victor>-. .\t the delta of the river he buried a silver
plate, engraved with the arras of France, claiming the entire river
valley for the French king, and naming it Louisiana in his honor.
Through LaSalle, Louis XIV found a means of extending his do-
main, and sent out expeditions to colonize the wilderness. In a few
years a miniature France mined, planted, fought and worshiped in
the American forests. The Catholic missions became parishes.
Forts guarded the frontier. Frenchmen became addicted to to-
bacco, and the Missouris and Illinois learned the use of firearms.

546

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

WORKHOUSE.

Crozat, who held the first Louisiana charter under the Frencli
king, ruled the colony by the same laws that governed Paris, and
these were the first laws of civilized society that ever existed be-
tween the Gulf of Mexico and the Falls of St. Anthony. Later, the
Mississippi Company was appointed to succeed Crozat, and under
the new regime liberal inducements to French miners and mechan-
ics were advertised. The tide of immigration swelled. Famous Fort
Chartres 65 miles below the mouth of the Missouri was built in
1720, and was for a long time the strongest fortress on the conti-
nent. The Mississippi Company started the cultivation of wheat in
Illinois, and that of tobacco, indigo, rice and silk throughout
"Louisiana." The lead mines of Missouri were opened in the hope
of finding silver, an experiment which nearly wrecked the company
financially, and put the king in a bad temper. It cost him 50,000,-
000 livres yearly to support his colonial subjects while they wasted
time in what amounted to an unavailing rainbow chase. But the
French had a gambler's passion for risking all they had gained in
the New World on the chance that the next venture would prove a
lucky one. They believed that silver must abound in the unex-
plored West. Mining settlements sprang up and perished along the
Missouri River, leaving no record. Ste. Genevieve, the oldest
permanent settlement in Missouri, was founded. In 1719 Phillip
Francis Renault, a director in the Mississippi Company, and a
famous mining expert left France with 200 artificers and miners to
solve the silver problem in Louisiana. In his passage he put in at
the island of St. Domingo, where he purchased from the slave mar-
ket 500 negro slaves for working his projected mines. Arrived in
Louisiana he established his headquarters at St. Phillips, near Fort
Chartres, and from here he sent out mining and exploring parties
into various parts of Louisiana. The extensive lead mines on the
St. Francis River, and those north of Potosi were discovered and
the energies of the Mississippi Company were directed toward their
development. The mines failed to yield silver. They were valuable,
however, for the lead and copper they contained, and Renault con-
tinued their operation until 17.^1. He shipped great quantities of

these minerals from Ste. Genevieve, via New Orleans to France,
and established a permanent industry west of the Mississippi. To
him were made the first grants of lands in what later became the
state of Missouri, and to him is attributable the introduction of
negro slavery in Missouri. Thus, in the search for silver were
sown the seeds of a national disgrace, which, more than a century
later, ripened into the War of the Rebellion.

The colonial treasury was chronically empty. Next to mining,
tlic fur trade was principally depended upon, and a grant of the
exclusive privileges of trade in the north and northwestern part of
the territory was made the firm of Maxent, Laclede & Co. Pierre
Laclede Ligueste, or Laclede as he was generally known, though
but a junior partner in the firmj was placed in command of an ex-
pedition which left New Orleans Aug. 3, 1762. The company spent
the winter at Fort Chartres, and in February or March resumed
their journey. On reaching the west bank of the Mississippi La-
clede founded St. Louis by establishing his principal trading post
on the site of the present city. He gave it the name St. Louis in
honor of the French king, unaware that since his departure from
New Orleans the entire valley had been ceded by France to Spain.
The white flag of France was floated, a clearing made and a num-
ber of log cabins erected for the storage of merchandise. Other
posts were established far to the West, near where Kansas City
now stands. Guns and clothing were usually the articles exchanged
for furs. The Indians showed a great preference for leather shoes,
which they attached to strings of beads and wore as ornaments.
The fur trade became the most important of colonial resources, and
after 40 years amounted to $200,000 per annum.

Disastrous mining ventures had exhausted the colonial treasury.
A famine had brought death and devastation in the South. The
disheartened colonists demanded the revocation of the Mississippi
Company's charter, a demand with which the king willingly com-
plied. In 1762 France could no longer support her prodigal colo-
nies. The king had lost his power in Canada; his English enemies
possessed Havana, and their ships in the harbor prohibited egress
from the colonies by the sea. .An incursion of the English into
Louisiana was threatened, which would dispossess France of this
territory forever. Hoping to save something from the wreck of his
investment the French king ceded all Louisiana to Spain, which was
then an ally of France. By this ruse the English incursion was
forestalled, and forty years later France bargained for her colon-
ies, which were retroceded by the treaty of 1800.

The colonies prospered during the 40 years that Spain ruled Lou-
isiana. A happy commonwealth existed. Every head of a family
was entitled to a house lot in his village, and to all the land he cared
to cultivate, and in return it was required of him to keep a part of
the highway in repair. An old historian writes disparagingly of
these people, but admits that they were probably the happiest folk
in the world. They had no politics to corrupt them, but were sim-
ply and loyally French. There was social intercourse but no so-
ciety. Dancing and card games diverted everyone. The friendliest
relations with the Indians were maintained, and from them the
pioneers borrowed many customs, and learned their skill in the
ways of hunters and woodsmen. No house was finer than its fel-
lows, no man received more deference than he paid his neighbors.
Slaves and cattle comprised wealth. There were no tailors, no shoe-
makers, no bakers, and no shops. Hogs, oxen and horses wan-

DELAWARE ST. NORTH FROM Tth.

THE JUNCTION.

MAIN AND 9th ST.

Oct. 15, iQfM.

STREET RAILWAY REVIEW.

547

III. lONCOURSK.

dcrcd at liberty tlirciiigli tlie village streets. Hospitality ami hon-
esty were the cardinal virtues of citizenship. "His magnanimous
Majesty" attempted to establish schools, but not a single pupi! was
presented for the Latin class. The colonists cared not a fig for
education. There were classes of manners, however, where the
children were taught "politeness and self-denial." All were Cath-
olics. The festivals of the church were observed devotedly, and
anyone who joined in these celebrations with a gloomy countenance
was su.spected for a fraud and a hypocrite.

Money was as yet too scarce to be useful as a medium of ex-
change, though .Spanish milled dollars circulated in the payment of
certain debts. Peltry at a fixed rate was legal tender. The salaries
which the priests, soldiers and officers received from the government
were paid in foreign goods. The colonial "chef lieu" was removed
from New Orleans to St. Louis, and Missouri's place a.s the com-
mercial center of the colonies was established. Spain exacted little
of her colonies in Louisiana. A duty of six per cent on all exports
and imports was levied, aggregating $120,000 annually. This, and a
tax on salaries, legacies and liquor licenses, amounting to less than
$10,000, comprised Spain's only revenue from Louisiana.

While the pioneers of the Mississippi Valley were peaceably en-
gaged in agriculture and the saying of masses, the "Sons of Lib-
erty" in the eastern colonies were bitterly resisting British oppres-
sion. England had prohibited manufactures in ."Vmerica. American
farmer.s were compelled to send their products to England, and to
purchase their goods in English markets. The odious Stamp Act
of 1765 required that stamps bought of the English government
should be put on all legal documents, newspapers and publications
in English colonies in America. Exorbitant taxes were levied in
order to defray the expenses of England's war with France, and the
colonists were denied representation in the aflfairs of government.
The Americans revolted. Every English colony in America was
ripe for revolution, and in Philadelphia, Sept. 5. 1774, the First Con-
tinental Congress assembled to declare that the acts of the British
parliament should no longer be obeyed. Paul Revere's lanterns in
the church tower burned as beacons to National liberty. Lexington
and Bunker Hill were fought, and Washington assumed command.
The Declaration of Independence was adopted July 4, 1776. There
followed the terrific struggle of the Revolution, the sorrowful win-
ter at Valley Forge, and finally a splendid victory. Through
Franklin, France was induced to acknowledge the independence of
the United States, and to lend assistance. Thus a great Republic
sprang into life in .America. The pioneers of the Mississippi Valley,
while they had no share in the revolution, rejoiced in the triumph of
the United States. Tt promised them protection from the British.
whose determination to expel Spain's colonists from the Alississlppi
Valley was well known. In 17S0 the British governor at Michili-
mackinac sent a considerable force down the river to attack St.
Louis. It was planned in London that when St. Louis should be In
the possession of the English, troops should proceed down the
river, and with the assistance of the English forces already stationed
in southern Louisiana, capture New Orleans. The attack on St.
Louis was defeated by General George Rogers Clark in command
of the Virginians, who stationed a force at Kaskaskia sufficient to
repulse the invaders. In lower Louisiana. Governor Galvez antici-
pating the British attack, successfully forestalled it by raising a

great force and cajUuring Natchez and Baton Rouge, which were
England's only important strongholds on the Mississippi. Thus a
common cause, their hostility to England, linked the Americans and
the French in the Mississippi Valley. Spain oflfercd most liberal
inducements to emigrants from the United States who should settle
within the borders of Louisiana. Lands were freely granted to all
comers. A farm of 800 acres could be obtained for $41. Often the
tracts granted included valuable lead mines, and taxation was, prac-
tically, unheard of. Ko discrimination was made against Protest-
ants. Emigrants poured into Louisiana from the United States,
entirely changing the character and condition of the colonists. In
180.? threc-hflhs of the population of Louisiana were English-Amer-
icans, and the majority of these were the owners of negro slaves.

With the beginning of the 19th century Spanish rule in the Mis-
sissip[:i Valley was practically at an end. Napoleon, to whom Lou-
isiana was rclroceded in 1800. purposed to establish his power in
America; the province of Louisiana was to be extended, the people
of the Ohio Valley bfought into subjection, and moreover, from
this territory troops and supplies for the Haytian campaign should
be procured. Two years were spent in the preparation of the ex-
pedition to Hayti. and in wrangling with Spain over disputed
boundaries of the province retroccded. a contest in which the
L^nited States was involved for the protection of its harbor
rights. In 180,? France was exhausted from her protracted wars;
the plans for the occupation of Hayti were exploded, the presence
of the English fleet prevented the approach of French vessels to the
.American coast. Napoleon was checkmated. An opportunity to
part w^ith his untenable province at a profit was welcomed, and
Louisiana was sold, through negotiations concluded April 30. :8o3.
to the United States, for 80.000.000 francs, with the stipulation
"that the inhabitants shall be incorporated in the Union of the
United States, and admitted as soon as possible."

Napoleon appears as a prophet in this transaction. When he

BAND STAND IX FAIRMOUNT PARK.

548

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

THE COl'NTKY LLLU,

signed the documents of the Louisiana Purchase he reniarlccd to
the American envoy: "This accession of territory strengthens for-
ever the power of the United States. I have given England her
greatest rival."

On March 9, 1804, the French flag in the public square at St.
Louis was hauled down, and that of the United States unfurled in
its place, while the assembled citizens of Missouri greeted it with
patriotic cheers. The day was one of public rejoicing. American
troops crossed the river, and the ceremony of Spain's evacuation
was formally enacted. Captain Amos Stoddard of the United
States Army received Louisiana from Don Carlos Delassus on be-
half of France and transferred it, as he had been commissioned by
Napoleon to do, to the government of the United States.

Louisiana was now erected into a territory, and accorded the
privileges of self-government under the administration of a gov-
ernor general. Trial by jury was introduced. French and English
schools were established, and the French pioneers, who had cared
not a fig for education, led the settlers from the States in petition-
ing for seminaries where Latin, Greek, mathematics, mechanics,
philosophy and the principles of the Constitution of the United
States should be taught. Wandering tutors divided their time be-
tween teaching and molding candles out of deer's tallow. Hebrew
was "taught" in 12 lessons. Latin in 10. More pains were spent
in the acquirement of skill in waltzing, fencing and piano playing.
Turveydrop, if he had lived in Louisiana, might have been a happy
man.

An act was passed "confirming all claims made by virtue of in-
complete French or Spanish grants prior to the United States' ac-
cession of Louisiana." There was need of such legislation, for
when Kentucky and Tennessee came pouring over the borders to
seek homesteads in Missouri the condition of the country became
like that of a pack of cards shuffled unskillfully. Each man haz-
arded an ambitious guess as to the largest possible limits to his
acres; no one cared to live within hearing of the barking of his
neighbor's dog. Claims encroached on claims that had the right of
precedence, and little heed was paid the tenth commandment. The
new settlers not only coveted; they usurped. Conflicting claims
resulted in duels, and duels ended in feuds enduring for several gen-
erations. Every man went armed with dirk and gun. There was the
droll paradox of judges "full of wise saws and modern instances,"
dispensing justice from the bench and tightly grasping cocked pis-
tols in their hands for the preservation of their lives. Duels were
considered sport among gentlemen. Murders were frequent among
the lower classes. A story is told of two army officers, brave and
adventurous men. both, who had lived for years such friends as
Damon and Pythias, and one day disagreed about a mining claim.
There was no quarrel. They were at dinner among friends when
the dispute occurred, and one of them said:

"I have the highest opinion of your honor, sir, but you mistake.
The property you claim is mine. Let us settle this little matter in
an amicable way," Whereupon both rose in their places on oppo-
site sides of the table; seconds were quickly chosen from among
the interested guests; pistols were leveled, aimed, and at the signal
fired. Damon fell dead, his blood mingling with the wine spilt in
his fall upon the table cloth. Pythias, when the corpse had been
removed, sorrowfully related anecdotes of his friend's good qualities
during the remainder of the meal.

Towns were no longer formed merely to afford protection in
numbers against the dangers of frontier life; they became the result
of localized industry. A miner, perhaps, would be the first to settle
on the site of a future city. In good time the miller followed, and

after him the blacksmith. Next would come the publican. When
these four were engaged in a merry game of trade the storekeeper
was attracted. There would soon be a school, then a church, and
at last a post office. When numbers were thus attained and the
community was self-supporting, a suitable extent of the surround-
ing territory would be laid out and erected into a county. The
town was on longer attached to the judical circuit; it was launched
proudly into a separate political life, with judges and other county
representatives of its own. The territory of Missouri comprised
five counties in 1812, and 15 in 1820, in which latter year the popula-
tion numbered 66,000. Ten thousand of these were negro slaves.

St. Louis, as the early capital, made rapid progress. This was a
village of 180 houses when Louisiana was purchased by the United
States. Four years later, in July, 1808, the first newspaper ever
published in Missouri was established, and accomplished more than
any other institution in advancing the political and commercial in-
terests of the people. St. Louis was incorporated into a town in
1809, and in ten years, so rapidly did it progress, the streets were
"lined with brick houses that would not have disgraced Philadel-
phia." In the homes of the rich there were valuable private libra-
ries, notably those of Colonel Chouteau and Frederick Bates.
Bishop Dubourg established a private gallery in which there were
original paintings by Raphael, Rubens, Guido and Paul Veronese,
strangers indeed in the wild country of the pioneers.

Rough roads were built connecting the counties and principal
towns of Missouri, but these were comparatively little used. Until
the coming of the "iron horse" many years later, the Mississippi
River continued to be the chief artery of commerce. The dry goods
with which Missouri was supplied were purchased in Philadelphia
and wagoned across the Alleghany mountains to the Ohio River,
and were then loaded on barges and brought down the Ohio and up
the Mississippi to St. Louis. Groceries were purchased in New
Orleans and brought to St. Louis on barges or rafts. A history
published in Missouri in 1819 makes the following statement:

"Steamboats have lately engrossed the business of transportation
and should they continue to multiply at the rate now indicated they
will in a few years throw keel boats and barges out of the ques-
tion."

Cutlery, castings, paper, and the implements used by farmers,
carpenters, blacksmiths and miners were brought from Pittsburg.
Peltry was no longer legal tender. Money was scarce, however,
and the Spanish dollars still in circulation were cut up into halves,
quarters and eights. These latter were called "bits," and this is the
origin of the term as applied to small change in the west at present.
The Bank of St. Louis went into operation in 1816. Others were
soon established. They opened the flood-gates of trade, and land,
live stock, slaves, personal property and everything salable found
ready purchasers. Everyone spent his money as quickly as possi-
ble, "for a penny saved burnt a hole in the pocket." Credit was
never denied. Debts accumulated against a day of wrath, and the
day came in 1819. The tide of immigration was checked, owing to
the stringency of the eastern money market. Local institutions,
when the downpour of capita! abated, could not meet the demands
of the United States Bank for specie; many were forced into bank-
ruptcy. Bank notes became worthless. Missourians were "prop-
erty poor," and in the midst of broad acres the owners of abundant
crops and comfortable homesteads "had not a penny to buy a bless-
ing." These were hard times, indeed. The government rescued
Missouri from the panic by instituting "a system of relief, which,
by extending the time of payment and authorizing purchasers to
secure a portion of their lands by relinquishing the remainder to
the government, in the course of eight years extinguished a laige

F.\IKM01INT P.ARK.

Oct. 15, 1900.]

STREET RAILWAY REVIEW.

S49

portion of these debts ami eventually absorbed tlie whole without
injury to the citizen and with little loss to the government."

Tlic slavery system still existed in Missouri unchallenged. In
1818 Missouri applied for admission to the Union, and the slavery
issue was opened by the House of Representatives amending the
enabling act so as to prohibit the further introduction of slavery
into the new state; the Senate rejected this amendment and as
neither house would yield the territory was not admitted. In the
following year Maine applied for admission and after a warm con-
troversy in Congress the Missouri Compromise was effected by
which both Maine and Missouri were to be admitted as states with-
out restriction (i. e., Maine free and Missouri slave), but slavery to
be forever prohibited in the other territories north of latitude 36°
,30", the southern boundary of Missouri. Maine was duly admitted
in 1820, but Missouri in framing her constitution inserted a provi-
sion declaring it to be the duty of the legislature to pass laws pre-
venting free negroes or mulattoes coming to or settling in the state,
and by reason of this clause she was again refused admission to the
Union. Finally, in 1821 Missouri was admitted as a state on ac-
cepting the fundamental condition imposed by Congress that the
obnoxious provision of constitution should never be enforced.

During the following 40 years, in which the clouds of secession
and civil war were gathering, Missouri remained essentially faithful
to the Union, though her interests and sympathies were identified
with those of rebellious "Cotton States." Her slaves were valued
at $35,000,000. Abolition meant the loss of this great property, and
a far greater loss resulting to the industries, agriculture and com-
merce of the state. There were many "rabid" abolitionists in Mis-
souri, and most of them were unwise in the course they pursued to
advance their cause. One, a rich man in St. Louis, invited a num-
ber of his neighbor's slaves to dine with him. A sumptuous ban-
quet was served, and the ladies of his family received the negroes
as honored guests. This radical action was considered an insult to
St. Louis society, and the press throughout Missouri figuratively
"mobbed" this hospitable abolitionist. Some papers published
lengthy editorials denouncing the outrage; others caricatured the
host and his family, and the scandal spread like wildfire over the
whole of America. That dinner was perhaps the most expensive
entertainment ever given in Missouri.

Such incidents became of daily occurrence. Reasonable argu-
ments were unheard, and it was safer for a man to smoke his pipe
in a gunpowder mill than to speak against slavery in Missouri.
Preachers who preached against it were tarred and feathered. A
system of running slaves over the borders into free territory re-

TROOST PARK.

West, and occupied by Federal troops under General Lyon. The
possession of Missouri was bitterly contested. An army of seces-
sionists believing they were fighting for the cause of justice joined
the Confederate forces at Memphis.

The official report of John B. Gray, adjutant general of the Mis-
souri State Militia, to Hamilton R. Gamble, governor, rendered at
St. Louis, Dec. 31, 1863, contains the following:

"The shock of the contest which was precipitated upon our state,
and which was so nobly met by the loyalists of Missouri, has passed
away, and the triumphant arms of the defenders of the Republic
have forced the enemies of liberty from our borders, and they are
now seeking battlefields far remote from that state which the trait-
ors desired should experience all of its horrors and devastations.

"The accomplishment of this glorious result is due probably more
to the efforts put forth by the loyal people of Missouri than to any
other cause; for, without their bravery and patriotism, and without
their willingness to submit to any and all sacrifices rather than
prove false to the trust which was imposed upon them by the found-
ers of our republic and the state, the war in Missouri might now be
at its height, instead of so near its conclusion."

The defense of Missouri is a history in itself. The battles of Spring-
field and Bloody Hill were fought, Missourians against Missour-
ians, but the battles in Missouri, terrible as they were, did not de-

I..\Kt;-VIE\VS IN THF, PASEO I'ERliOLA.

suited in constant hostilities, and nuirdcrs and lynchings frequently
occurred.

When war was declared, Missouri decided for the Union. In his
message to the General -Assembly Governor Stewart announced:

"Missouri will hold to the Union so long as it is worth an effort
to preserve it. If South Carolina and other cotton states persist
in secession Missouri will desire to see them go in peace with the
hope that a short experience at separate government and an hon-
orable adjustment of the federal compact will induce them to return
to their former position. I would here record my unalterable devo-
tion to the Union so long as it shall be made the protector of equal
rights."

St. Louis was made the headquarters of the Department of the

cidc the fortunes of the Rebellion. In Missouri war was rather a
long story of half rations, long marches, bad quarters and endless
maneuvers for the ad^-antageous position.

.\t the end 01 the war Missouri was poorer in slaves and richer
in heroes. The subsequent historj- of the state is the story of pros-
perity and progress. Since the coming of the railways the swift ad-
vance in all commercial and educational institutions is evidenced in
a score of cities. The empire state of the West is unexcelled in its
natural resources: nowhere is business better, nowhere are people
more hospitable. The prophesy of Napoleon, that the accession of
the territory of Louisiana should strengthen forever the power of
the L'nited States, to make them England's greatest rival, has been
fulfilled, and the credit belongs to Missouri.

550

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

KANSAS CITY.

Nothing succeeds like success. Kansas City illustrates the prin-
ciple, and proves the energies of success in this direction. Lo-
cated just where the West rushes into the East, just where the
mountains rise from the prairies to mark the spot, and just where
the rivers come pouring into each other as if unanimous in their
choice for the site, Kansas City is the elect of Nature as the
first city of the Plains.

Half a century ago the site of Kansas City was marked by
a fiatboat landing and the Santa Fe trail. While the French colo-
nists under Spanish rule
still occupied the Missis-
sippi Valley, Laclede and
his scouts penetrated to the
western borders of Mis-
souri and it is probable es-
tablished their trading
posts in the then desolate

v*.

u^u

wilderness where Kansas
City is now roaring and
ringing in the performance
of her business. Perhaps
they stalked great game
where rows upon rows of homes were later built; they may have
sat round camp fires with red aborigines and traded guns and
whiskey for priceless furs in the very place where men trade better
things for gold in Kansas City marts today. The fur trade
throughout this region in the early days amounted to $200,000 an-
nually; from it the territorial government derived its most impor-
tant revenue. Lewis and Clarke, engaged in the profitable busi-
ness of fur-trading, visited this place on one of their expeditions
into Kansas, and the following old record, dated June 26, 1804, re-
lates their experience.

"We encamped at the upper point of the mouth of the River
Kansas. On the banks of the Kansas reside the Indians of the
same name, their encampment consisting of two villages, one at
about 20 the other 40 leagues from its mouth, and amounting to
about 300 men."

Another entry is made in September, 1806, "About a mile below
the Kansas River we landed to view the situation of a high hill
which has many advantages for a trading house or fort, and while
on shore we gathered great quantities of Papawa, and shot an elk.
The low grounds are delightful, and the whole country exhibits a
rich appearance." A writer in the Magazine of Western History.
April, 1889, states that the hill which Lewis and Clarke admired
as an advantageous site for a trading house or fort, is the high
bluff north of Fifth and BlulT Sts., in Kansas City. Elk are not shot
there now.

A branch of the great American Fur Co. established a post at
St. Louis in 1819, and two years later a depot for supplies and
storage was erected opposite Randolph Bluffs, three miles from
Kansas City. The trappers built log cabins at the mouth of the
Kansas River, and thus the first permanent settlement of Kansas
City was made. Locally the Kansas River is also known as the
Kaw.

In 1830 a few rail fences marked the site of the coming Kansas
City. Squatters, Indians and half-breeds lived in rough shacks
which they managed to stick on the side of precipitous bluffs, and
did nothing for a living. There were two or three cabins in the
wooden ravines, occupied by old French trappers who spent their
time hunting deer, trading whiskey with the Indians for pelts, and
raising families of half-breed children.

John C. McCoy laid out the town in 1833, and called it Westport.
Westport was lour miles south of the Missouri River. Steamboats

landed at the place where the city now stands, and this place was
called Westport Landing. The owner of the landing died, five
years later, and a company was organized, which purchased West-
port Landing for $4,220, and there laid out the town of Kansas. The
land was plaited, in 1846, and 150 lots were sold, bringing on an
average $55 each. Less than a year later, 600 people lived in the
town of Kansas.

The story of the growth of Kansas City is a story of adventure.
Forty years ago the town was the advance-guard of a westward-
roving people, that was all. There was but one thing about it sig-
nificant of the wonderful development that was to come. That
one thing was its location at the junction of two great rivers. Up
and down these rivers fussy little steamboats of ungainly shape
and noisy importance came and went, bringing a great deal of
freight to the town of Kansas. The town of Kansas then became
the great receiving and distributing point of southwestern com-
merce. All the goods which the East poured into the Southwest
were handled in Kansas City. Rapidly as the resources of the
whole country are developed, just so rapid is the increase of a great
American trade which follows the course of the sun to the West,
and when Kansas City became at last the nucleus of all these streams
of commerce her future was determined.

The way in which the gentle Indian has been made to do his
part in building up the white man's cities, to his own deprivation
and despair is not without a moral. Kansas City allowed the In-
dians to do much toward her advancement. Across the western
border of Missouri lay the Indian Territory, — for as yet the Ter-
ritory of Kansas did not exist, — and the people of Kansas City
had for near neighbors the tribes of the Shawnees, the Delawares,
the Wyandottes and Pottowattomies. These guileless Indians re-
ceived from the United States government several hundreds of
thousands of dollars in gold and silver, annually, in payment for
lands farther East from which they had removed at the demand
of the white strangers. An Indian with gold and silver is defense-
less. He knows that money is the magic by which the white man
conjures into this world all the joys of the happy hunting grounds,
and he envies him. But when possessed of money himself, the
Indian fails to conjure anything except trouble; he doesn't know
the combination. So when the Shawnees, the Delawares, the Wy-
andottes and Pottowattomies received their gold from the United
States they were at a dead loss what to do with it. The white
men came to their assistance and showed them how to exchange
their money in the growing town of Kansas for firewater and East-
ern blankets, and the Indians expressed themselves as much obliged.
In this way a lively local trade was inaugurated.

Crops were good around Kansas City. Farmers had plenty for
themselves, and became rich supplying the Santa Fe trade with
cattle, hogs and grain. Their prosperity had its direct effect on
the merchants, and Kansas City lost some of its wild west aspect
and took on an air of pride.

In the earlier years of its history the Santa Fe trade, which began
about 1838, amounted to from $50,000 to $100,000 in merchandise
conveyed each year across the plains to Mexico. Outward bound
caravan trains consisting of two or three wagons each were loaded
with whiskey, provisions (including fancy groceries), cotton, do-
mestics, prints, notions and Indian goods. Returning, they loaded
with gold dust and sometimes with silver ore, with buffalo robes,

-M. Ji hT. 1>. KY. BRIDGE.

Oct. 15, ii/ju. ]

sti<i:i:t railway review.

551

(IRANI) OI'KKA IIOUSK.

AriMTOKlLM.

dried buffalo meat, rough wool and Mexican dollars sewed up in
rawhide sacks. In 1843 hostilities with Mexico checked trade lor
a year. The northern ports of entry into Mexico were closed, and
though this temporarily threatened disastrous consequences to Kan-
sas City, the embargo was removed a year later, and trade resumed.
Business increased, and in 1850, six hundred wagons left Kansas
City, loaded with merchandise for Mexico. In 1855 the business
transacted amounted to $5,000,000, and in i860 there were shipped
from Kansas City 16,439,134 lb. of freight, in 3,033 wagons, giving
employment to 7,084 men, over 6,000 mules, and nearly 28,000
yoke of oxen. Kansas City now became a bustling market place.
Six steainboats thumping and bumping against her wharf at once
yielded up their motley freight to a throng of busy stevedores; near-
by a great area was filled with horses and caravans, making ready
for their expedition. Burly drivers of all complexions swore fiercely
in a half dozen diflcrent languages with weird effect. The mules,
tiie horses and the oxen would not be reconciled. Dogs napped or
fought everywhere regardless of the peril of stampeding hoofs and
the sudden movement of heavy wheels. Ox whips cracked and the
sound was like curses. The scene was exciting. It was chaos before
the formation of the present orderly and expeditious shipping sys-
tem in Kansas City.

Two events which gave the town a friendly lift in her struggle to
attain great numbers and importance were the discovery of gold
in California in 1849, and the opening of the Kansas and Ne-
braska territories in 1854. Kansas City was directly on the over-
land route to the gold fields and afforded hospitality to endless
trains of emigrants, dusty and weary from travel, sometimes also
half starved and sick. These stopped long enough there to make
good their courage for the rest of the way, and when they left
the town was richer by their good will and a little of their money.
Other gold seekers bound for California came up the Missouri
River in boats, and these purchased in Kansas City the entire
outfit of horses, wagons and provisions necessary for crossing the
desert.

The opening of Kansas and Nebraska attracted a different class
of emigrants, who passed through Kansas City on their way to
new homes on the western prairies. The growing town had not
only the Santa Fe trade and the Indian trade to supply, but
also the little communities which soon became thickly scattered
through Kansas and Nebraska. These dependents poured riches
into Kansas City. Two banks had been in operation since 1849,
and money was abundant until 1854 when Kansas City suffered
in company with St. Louis and all the rest of Missouri the miseries
of the great financial panic which preceded the more terrible
troubles of the Civil War.

Kansas City was on the soil of a slave state. Her progress was
held in check and her destiny uncertain during the bitter conflict
which threatened the severance of the state from the Union, and
resulted in civil war. But even in these turbulent times Kansas

City was doing her best to forge successfully ahead. In 1857 four
miles of road were graded and macadamized; in 1858 the telegraph
strung Kansas City on its humming wire, and the lightning brought
her the news of violent times in the East. The Western Journal
of Commerce, Kansas City's first daily newspaper, was established
in 1858, and in i860 the Chamber of Commerce was organized. In
i860 bonds were voted for a steam railway to connect with the
Hannibal & St. Joseph R. R. at Cameron. This road, which was
called the Kansas City, Galveston & Lake Superior R. R., was
partially constructed in 1861; but the war interrupted and the road
was not completed until 1867. Following this pioneer railway with
the long name came the Pacific of Missouri, later known as the
Missouri Pacific; the Kansas City, St. Joseph & Council Bluffs
R. R. and the lines now known as the Hannibal & St. Joseph and
the Wabash. In 1869 James F. Joy completed the "Hannibal"
bridge of great fame and importance, and Kansas City leaped ahead
of her competitor, Leavenworth.

Kansas City owes a lion's share of her progress to the activity
and enterprise of her newspapers. The "Journal," established in

AQUADUCT BRIDGE OVER THE KANSAS RIVER.

1858, proved under the management of Col. R. T. Van Horn, a
powerful ally of the city's interests. In 1869 Dr. Morrison Mun-
ford started the publication of the "Index," a journal devoted to
real estate. Two years later he purchased an interest in the "Kan-
sas City Times." a daily which had recently been launched with
great success, and at once assumed active management both in the

(

552

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

editorial and business departments. The "Times" began a career
of hustle marked with unqualified success. It was a Democratic
paper. It was a paper which soon made Kansas City famous. Dr.
Munford was a keen and vigorous writer. He believed in Kansas
City devotedly, and banked his fortune and his future on her suc-
cess. The "Journal," a Republican newspaper, was a worthy com-
petitor for the "Times," and both papers were united in a bold
and energetic policy for the advancement of Kansas City which

mill ^™l

BOARD OF TRADE.

availed to float the town through all seasons of discouragement and
financial depression.

"The rapid increase of Kansas City in population, business and
wealth is one of the marvels of the great West, but it is as natural
as the rank growth of wheat and corn in the deep rich soil of the
surrounding prairies," writes Z. L. White, in an article on Western
Journalism. "And in a city that accomplishes in a decade what
older Eastern cities have only done in half a century, newspapers
well edited and managed necessarily attain in a very short time
circulation, pecuniary prosperity and influence which the journals
of the Eastern cities are many years in securing. Kansas City,
beside being the metropolis of western Missouri and eastern Kan-
sas, is the newspaper center of a broad region of country beyond.
Dr. Morrison Munford and Colonel Van Horn and their news-
papers are almost as much essential parts of Kansas City as her
streets and public buildings."

Certainly the influence of the press of Kansas City, voicing the
ambition of a busy and determined people, has been felt not only
through the contiguous country, but in the far Eastern States and
across the Atlantic as well, for capital from Boston and from dis-
tant Scotland was attracted during the earlier years of the boom,
and has remained satisfactorily and lucratively invested in Kansas
City ever since.

Kansas City has now four great dailies; the "Journal," Republi-
can, and the "Times," Democratic, both morning papers; the "Star"
and the "World," independent, evening papers.

On the map Kansas City is nicely balanced on the line separating
Kansas and Missouri. This leaves the inquiring mind in doubt
whether Missouri stole the best part of the town, or whether the
town's founders elected the location with a just idea of impartiality.
There are in Kansas City, Mo., 200,000 people, and in Kansas City,
Kan., so.ooo. This is because the army of early immigrants
marched from East to West, and coming to the western borders
of Missouri, settled Kansas City within the confines of that state
and were satisfied to go no further. Until a few years ago there
was no Kansas City, Kan, The nearest town on the eastern border
of Kansas was Wyandotte, and not till Kansas City, Mo., had at-
tained importance and prestige did Wyandotte collect her outlying
suburbs and incorporate them with herself as Kansas City No. 2.

The Civil War left strange wreckage in Kansas and Missouri.
As undesirable debris drifts to the shore from a wreck at sea, so
a population of queer people was tossed up in Kansas City in the
years immediately following the Rebellion. These were never Kan-
sas Cityans, they were strays, and had no share in the enterprise

from which the Kansas City of today resulted. Some came with a
purpose of perpetrating all kinds of villainy, and a rapidly growing
city on the borders offered them opportunity. They had their
measure of success. A motley crowd of vagabonds made merry
mischief in Kansas City for several years. Saloons and "dives" of
a murky character where all kinds of bloodthirsty deeds were incu-
bated outnumbered the dwellings of people who had right and busi-
ness there. Then the boom came, and Kansas City shuftled off these
incumbrances, and cleared the deck for a race which has placed
her in the lead of all the cities of the West.

Property values increased commensurately with the increasing
current of immigration. Money was abundant. The poorest found
no lack of business opportunities, and each new comer was ac-
cepted at the highest possible estimation, and given a chance to
prove his abilities. No city in America has oflfered stronger induce-
ments, or rewarded the pluck and energy of her citizens more
abundantly. With the railroads in operation the boom spirit struck
Kansas City like a Dakota cyclone, and no cyclone ever altered
the aspect of a town so suddenly, certainly never with such benefi-
cent efifect. There was nothing undecided about the boom. It
came with its mind made up, and when the gale abated a wonder
was discovered. From the soil of the tough frontier town a great
city had sprung up miraculously, as Cadmus' army was harvested
in a night from a such unpromising seed as dragon's teeth. Regi-
ments of dwellings lined up the streets. Battalions of stores and
office buildings stood at attention throughout the down town dis-
trict. Steep bluffs had been tumbled over to fill up unsightly gorges,
and ranks of level streets were made to cross these spaces. Enough
substantial homes to shelter a populous city had been built; enough
more were projected to house half of London. Acres upon acres of
city lots were platted out; and these were bought and sold repeat-
edly at prices which challenged the courage of the most reckless
speculator.

The boom, of course, could not last forever. Had it continued
at an equal pace till now, Kansas City's city limits would be en-
croaching on Chicago; San Francisco would be a suburb. After a
season of extravagant profits the tide turned; and when the pros-
perous wave ebbed away Kansas City was stranded, indeed. Banks
broke, and business temporarily collapsed. Great fortunes faded
out of sight as pools left by receding breakers sink in the sand.
Kansas City was a sadder and a wiser town, but she had gained dis-
tinction as a great American trade center, and the energy of her
promoters sufficed to build her fortune for a second time. The
value of land settled down to compare about equally with that .jn
Minneapolis, which was uniformly less than in Cleveland or Chi-
cago. The era of speculation was over, and that of sound develop-
ment begun. Kansas City has been visited by several booms, since;
safe booms, and less fantastic. The cable railways accomplished
very much to relieve the strained conditions in Kansas City after

RESIDENCE OF D. I^. LOMBARD.

the collapse. They were first suggested by the promoters of real
property, and were copied after the system in use in San Fran-
cisco. This happened in 1886. In a year 40 miles of cable railways
had replaced the horse car lines. The most remote suburbs became
easily accessible, and the effect was to make Kansas City possible
as a city of homes as well as pre-eminently a city of hustle. Out-
lying property was again readily disposed of; more houses were
built, land bought and sold, and the tax rolls swelled. In 1888 the

Orr. IS, 1900.]

STREET RAILWAY REVIEW.

553

y^<Z

CIT'i' IIAI.I,.

I'liS']' OFI'ICK.

COURT HOUSE.

transfers of city property recorded amounted to very nearly $40,-
000,000. In the same year, according to Bradstrcct, business capital
of the city, exclusive of street railways, amounted to $107,616,500
wholesale capital; $65,267,400 retail capital, while bank clearings
reached the high water mark of $421,771,953. A large share of
this good fortune was attributable to the street railways.

When the boom was at its height several great steam railroad
projects were evolved, and by their successful consummation Kansas
City became next to Chicago the greatest railroad center in the
United States. Fifteen companies are now operating through trains
on 37 different routes out of Kansas City. The names of the com-
panies are: the Wabash; the Missouri Pacific; the Atchison, Topeka
& Santa Fe; the Kansas City Southern; the Chicago, Milwaukee &
St. Paul; the Chicago Great Western; the Kansas City, Fort Scott
& Memphis; the Chicago, Burlington & Quincy; the Missouri,
Kansas & Texas; the Chicago, Rock Island & Pacific; the Kansas
City & Northern Connecting; the St. Louis & San Francisco; the
St. Joseph & Grand Island, the Alton and the Union Pacific. The
finest trains in the world — in reality, hotels on wheels, — are cease-
lessly rumbling in and out of the Union Station, bound for or re-
turning from every city between Boston and San Francisco, Duluth
and New Orleans. The sight of the parading trains, the multitudes
of passengers and mountains of freight in the Kansas City station
is unparalleled except in Denver and Chicago. There are no "prairie
schooners" hitched to rebellious mules, discouraged oxen or mis-
anthropical horses, loading at the wharves in Kansas City nowadays.

The Indian, — his numbers are no longer great nor his blankets
fancy, though he enjoys his firewater with undiminished appetite, —
has witnessed all these changes with profound surprise. Surely the
white man has conjured into this life strange things from the happy
hunting grounds; but the Indian does not know the combination.

When he occasionally appears in Kansas City he is regarded curi-
ously as a relic; and is in danger of being stolen by some tourist
for a souvenir.

It is said that all the inhabitants of the earth could be fed from
the land within a circle of a thousand mile radius around Kansas
City; could not only be fed, but could draw their supplies of iron
for their manufactures, lumber for their building, gold and silver
to jingle in their pockets, and oil to light them to bed from this
magic circle for indefinite time. Last year Kansas City's stock-
yards handled over 6,000,000 head of live stock, valued at $121,706,-
632. Over 2,600,000 swine surrendered their lives to satisfy the
hungry, and the mills of Kansas City turned out over 350,000 bar-
rels of flour. Anyone who sees the freight piled on endless trains
pulling out of Kansas City's depots might easily believe that all the
earth's inhabitants are being fed out of that bountiful circle.

There is a tradition that mud was once abundant in Kansas City.
The oldest inhabitant is said to remember the time when there
was mud; much mud, and yellow. But that was only a necessary
incident in the town's progress.

When still very young, Kansas City set about leveling the high
blufls which interfered with the landscape and made street railways
an impossibility. And in the leveling process a great deal of soft,
sticky earth was spilled over the town. The result in wet weather
led to mistakes. A traveler who happened upon the town just
after a rain storm reported he had found a new Vesuvius that
spit forth mud, and under it a modern Pompeii. But these slanders
have lost their point, for Kansas City is free from mud. As early
as 1885 forty miles of brick, asphalt and cedar block pavements
were laid. In later years vast sums of money have been expended
on the best of pavements, the amount so spent in 1899 being $787,-
000.

The city now covers an area of nearly 27 square miles and has 178
miles of paved streets. In these are stretched 160 miles of street
railways carrying 50,000.000 passengers annually. All roads in Kan-
sas City lead to one or another of half a dozen extensive parks
which are equipped for sports of all sorts and every kind of public
entertainment, combining with natural scenic beauties the attrac-
tions which modern architecture and an abundance of money afford.
The business buildings of Kansas City are capacious and substan-
tial. A new Federal building has been erected at a cost of $3,000.-
000 and will soon be ready for occupancy. City hall, court house,
schools, libraries, art galleries, museums, alms-houses, theaters and
prisons have been built according to the principle that what is
worth building at all is worth building well. The municipal im-
provements authorized by the city government in 1899 cost $1,370.-
345. The total of taxes paid annually to the city and county on
$71,000,000 assessed valuation of property is less than 27 mills on
the dollar, clearly giving Kansas City the advantage in the matter of
taxation over many cities in the United States.

Kansas City would be distinguished as a city of rapid growth
and wonderful prosperity, if in no other way. by her modern and
beautiful homes which typify the success of her industries. Kansas

554

STREET RAIL\\AY RE\IE\V.

[Vol. X, No. 10.

City has become a city ot fashion as the result of having been par-
ticularly a city of enterprise.

Here is located the second live stock market in the world, her
packing industries giving employment to 50,000 people and repre-
senting an investment of $30,000,000. There are also 28 elevators
and warehouses with a total storage capacity of 6,765.000 bushels.
No city west of St. Louis surpasses Kansas City as a lumber mar-
ket. There are 23 lumber yards and nearly 100 firms engaged in the

usually the parades and balls given by the Priests of Pallas and
Karnival Krewe. Horse shows and sporting events of far-reach-
ing interest are also billed each year, and bring the devotees of
sport from East and West.

Kansas City has 4,800 telephones in operation, and has a fire
department unexcelled if not unequalled in the world. Her fire
crew defeated all competitors in the Omaha Exposition in 1898. At
an earlier exhibition in London the crew won great honors, and

?se^- The Kansas City World,i^;?^?„ THE KANSAS CITY STAR.

"WE CAN LICK 'EM." ^;'~ '^ ^ ^ H HE MW
SAYSPENDERCAST:^-:-^:--:' "Li "I""

■ Again

niizTvocBm

'^" ^ rxn '^'^^ ~'^^^^h, ^^^^"^" ""-

B&^

^^^^Jf^ 3^aniai OTity

Dfrtint mil {>rT .poH un^

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— *™taM« lianfd».

wholesale and retail lumber business. From 3,600 to 4,000 cars of
soft wood and 1,000 cars of hard wood are handled annually.

Kansas City has a world-wide reputation for hospitality, and com-
bines with its reputation the most practical facilities in the way of
numerous hotels of the first class. Besides the never-ceasing stream
ot visitors bent on business or diversion there is each year a multi-
tude attracted by the political or other conventions, the musical
festivals, street fairs and festivities in which the chief features are

her men and apparatus were awarded first prize at the Paris Expo-
sition this year. The department employs 175 men and 77 horses
and the finest engines and other equipment for fighting fire.

Kansas City has best of all an accommodating climate which
liberally allows 255 sunny days on an average each year. The rain^
fall is just sufficient to do the duty of a rain-fall, and the wind may
be depended upon to blow from the Southeast eight months out of
twelve.

CONVENTION HALL.

The spacious and costly auditorium in which the meetings of the
Accountants' and the American Street Railway Associations will be
held and where the exhibition of apparatus and supplies will be
given is at the corner of 13th and Central Sts., a location con-
venient to the depots and principal hotels, and reached by either
the Broadway or Wyandotte electric lines.

The building is about 300 ft. long by 200 ft. wide, with walls of
stone and brick, and roof supported entirely from the side walls
on steel girders leaving the interior unobstructed by posts or

Accountants' Association will be held in the upper gallery, reached
by a stairway and inclines from the rear of the hall, so that all dele-
gates and others in attendance will pass through the hall on their
way to the meetings. The lighting, heating and ventilating ar-
rangements are of th; best.

Conventio 1 Hall is in itself a building of which any city may
well be proud, but loyal Kansas Cityans tell with especial pride of
how it was built. There had previously stood on this site a
mammoth convention building that had cost over $100,000. but on

COXVEXTION U.\LL AS KEULILT.

RUINS OF CONVENTION HALL. APRIL, lOiW.

columns. Tiers of galleries rise one above another until the top-
most gallery, known as the roof garden, is reached, the ascent
being made by means of inclines instead of stairways. The floor
is of cement and around the sides under the first balcony are rows
of small stalls or boxes well fitted for exhibition purposes. At
the south end of the building are dressing and toilet rooms, tele-
phone booths, registration rooms, etc. There are several wide
doors at the front and sides so that trucks, cars and other large
exhibits can be taken inside the hall without difficulty. The meet-
ings of both the American Street Railway Association and the

the afternoon of April 4th last, just as preparations were being
commenced to get the place ready for the Democratic National
Convention which was to meet on July 4th following, the structure
burned to the ground. With characteristic spicit and pride a
committee of prominent citizens was appointed before the fire was
out and enough money subscribed to insure the erection of a new
and better building. Teams and men were at work preparing the
new foundations before the ruins had ceased smoking, and the
building was in excellent shape in ample time for the convention
that nominated Mr. Bryan.

Oct. 15, lyoo] STREET RAILWAY REVIEW. 555

The Metropolitan Street Railway System of the Two Kansas Cities,

Early Hlslory 555

Orifanlxatloti of DcpartitientK 550

Track Coiislructioii 556

Pavlnsr 55')

Power Stations Sol

I'*ff<lt'r SyHtfrn 565

Ovcrliiad Work aad Material* 506

Kcpair Shop 507

Kollhiif Stuck 571

Car lIoUHVH 572

Claim Department 572

Parka 573

Employee 574

Financial 574

i'cTHonal and Bioifrapbical 575

The same spirit of progrcssiveness and enterprise that has placed
Kansas City as a coninicTcial and financial center tar ahead of
other cities of equal population, has been manifested in the growth
and development of her transportation system. Working at a
disadvantage as regards the layout of the city's streets, her street
railway promoters have been quick to adopt improved apparatus
and methods brought out in other cities, and not content with
this, have freely given their financial encouragement to those who
were seeking by experiment and research to demonstrate new prin-
ciples in the science of street railroading.

The first horse railway in Kansas City was built in 1870 while
the town was little more than a way-station. The first cable road
was commenced in 1882 just as that system of traction was com-
ing into vogue in San Francisco and Chicago; and it was on the
old horse line from i6th St. to Westport, that Mr. J. C.

scheme and in securing a franchise. But the road was finally built
and it took but a few months to demonstrate the advantages of
cable traction for Kansas City's sleep grades. Before the year
1890 over 75 miles of cable lines had been laid down. Mr. Gill-
ham was ably assisted in his labors by Mr. Clift Wise, now a
prominent engineer of Chicago.

While the work of changing the old animal power lines to cable
was going on, Mr. J. C. Henry on the Westport line was carrying
out his experiments with electricity, which was ultimately to
become as formidable a rival to the cable as the cable had been to
animal traction. Mr. Henry had taken out a number of patents
covering his motor and overhead trolley, and in 1884 he was suc-
cessful in interesting Mr. W. H. Holmes, then president of the
Westport & Kansas City Street Railway Co., in his ideas. Mr.
Holmes donated an old mule car and half a mile of track for

WALTON H. HOLMES,
President.

Henry as early as 1884 carried on his experiments with the over-
head trolley system while the possibilities of electricity in its
application to street railways were still but phantoms in the minds
of 2 few enthusiastic "cranks," so called.

The first horse road extended from the corner of Fourth and
Main Sts., by way of Fourth, Walnut, 12th and Grand Ave., to
i6th St. It was built by the Kansas City & Westport Horse
Railway Co., of which the leading spirit was Mr. Nehemiah
Holmes, father of Messrs. W. H. and C. F. Holmes, now presi-
dent and general manager, respectively, of the Metropolitan com-
pany. The first cable line was commenced in the fall of 1882,
and in June, 1S85, was opened for travel from the Union Depot,
over the viaduct, to Eighth St. and Woodland Ave. This enter-
prise was one of the boldest engineering feats of recent times and
its successful completion was due to the inventive skill and per-
sonal efforts of Mr. Robert Gillham, who early in 1878 conceived
the scheme of a cable railway to connect the Union Depot in the
West Bottoms with the city proper on the cliffs above. The only
means of making the trip at that time was by rickety bob-tail cars
nominally operated by mule power, which was usually reinforced,
however, by the combined efforts of the passengers on the up trips.
The line was barely earning enough to feed the mules. Mr. Gill-
ham spent four years in attempting to interest capital in his

CiiNW.W F. HOLMES,
(ieneral Manat^er.

experimental purposes. The power house was a frame dwelling
near 39th St. and Broadway, and the generator was driven by an
old portable threshing machine engine that had been purchased
from a junk dealer. The 2,000-lb. motor was placed on the front
platiorm without counterweight on the other end, and must hav»
made the little i6-ft. car look as though it was trying to plough a
hole in the ground. Possibly the idea was suggested to the early
stockholders who were furnishing the capital that it was trying to
dig its own grave. The motor armature revolved constantly and
the car was started and stopped by throwing the armature shaft
into or out of gear with the axles. There were about 30 gear
wheels.

These experiments did little more than prove that cars co".ld
be run by electricity from an overhead trolley, but this was a
tremendous step. Mr. Henry continued in his work and was soon
able to demonstrate his ability to construct an electric line that
would prove a success commercially, and in 1887 the Kansas City
Electric Railway Co. was organized, and built a double track line
on Fifth St.. which for a time at least paid satisfactory interest on
the investment

The present Metropolitan Street Railway Co. was chartered in
August. 1886. with $1,250,000 capital stock and in that year pur-
chased all the property of the Corrigan Consohdated Street Rail-

(

556

STREET RAILWAY REVIEW.

[Vol.. X, No. 10.

way Co.. consisting of the Union Depot Horse Ry., the Kansas
City Horse Ry.. the Jackson County Horse Ry. and the Corrigan
Horse Ry.. comprising 20.7 miles of horse and mule lines, several
of which had been in operation since the early 70's. The Metro-
politan company also assumed a $1,000,000 mortgage that had been
issued on the Corrigan property to secure funds for changing tr
mechanical power, and at once took up the work of equipping the
lines lor cable traction and rapidly carried it to completion.

In October, 1886, the property of the Kansas
City & Rosedale Street Railway Co. was pur-
chased. In 1887 the capital stock was in-
creased from $1,250,000 to $2,000,000, and dur-
ing the same year the Filth and I2th St. lines
were changed to cable and extended. In 1888
the Main and 18th St. line was equipped witli
cable and in 1889 the first animal line owned
by the company to be changed to electricity
was fitted with the overhead system. This was
the Stock Yards & .'\rmour(lalc branch which

\V ir Hulmtt Kinu, Cit
C y Holmiv Kknu, Cilj.
^ f Mi,,., K*i,u, Cm

.Im,. L E ),

PRESENT CONDITION.
In a city with the topography of Kansas City and on a system
formed as the Metropolitan Street Ry. has been, by successive
consolidations of horse, cable and electric lines, many of which
were pioneer roads, it is not surprising to find a somewhat varied
collection of apparatus and engineering work, a portion of which
would now be considered almost obsolete. But to the credit of
the early workers it may be said that much of their handiwork is
still doing good service and earning dividends.
It should not be inferred, however, that
the entire system is old. for this is by no
nieaii.s the case. On the contrary, under
the present management, aided by an able
corps of engineers, many strictly up-tn-
datc improvements have been made in
botli construction and operating de-
partments, and today there is hardly a
road in the country tliat is more worthy of
careful study.

, 0»c*so Clv*»«un
r F Ad>m. [
U E- J»m»v K

D D Holmo.

Frank P W.I.It,
Atfwnc,

I FI»<Iit»1 Kt|nir Mtn

) W G B(cl<r>
M.Mr. Mrihin.c

„, K,

M.. Shop

M»r.

DP;PARTMENT ()R(;.\>:iZ.\T!OX OF THE MKTROPOLITAN STREET H.MLW.W CO.

is Still running. The officers of the company in 1888 were: Presi-
dent, C. F. Morse; treasurer, A. W. Armour; secretary and gen-
eral manager, R. J. McCarty; superintendent, E. J. Lawless.

The next important event occurred in May, 1894, when the
Metropolitan company acquired a controlling interest in the stock
of the Kansas City Elevated Railway Co., operating an elevated
electric line, and guaranteed the interest of a mortgage for $2,600,-
000 covering the property. In the same year other smaller inde-
pendent lines were absorbed.

The longest step in the formation of the present system was
taken in May, 1895, when an agreement was reached whereby the
Metropolitan company came into possession of the Kansas City
Cable Ry., the Grand Avenue Cable Ry., the Kansas City & Inde-
pendence Rapid Transit Ry., and the Westside Ry., of Kansas
City, Kan., consisting of 67.5 miles, measured as single track and
operated by cable, electricity, steam dummy and animal power.
The final consolidation took place in 1899, by the acquisition of
the Central Electric Railway Co., which was the successor to the
Brooklyn Avenue Railway Co., and the North East Electric Rail-
way Co. By this act the Metropolitan company secured control of
the last line in independent operation in Kansas City, Mo., Kansas
City, Kan., and the adjacent suburbs.

; TRACK CONSTRUCTION.

The Metropolitan system comprises 164 miles of railway meas-
ured as single track, most of which is laid as double track. Of
this 47.6 miles are operated by cable and 116.4 miles by electricity;
two miles of double electric track are built on an elevated struc-
ture; one-half mile of cable on inclined trestles with an average
grade of 15 per cent, and one-fourth mile of electric road through
a tunnel. There are numerous grades of from 5 to 10 per cent,
the steepest on the cable lines being i8!-2 per cent, and on the
electric lines 8 per cent.

The Metropolitan standard rail sections for electric track are
6 in. and 9 in. center bearing girder rails, weighing respectively 83
and 103 lb. to the yd., and rolled by the Lorain Steel Co., of
Lorain, O. There is some mileage laid with lighter sections and
some with T rails, but in all future work it is the intention to use
center-bearing sections of the weights mentioned. The standard
cable rail is a 4H-in., 60-lb. center-bearing girder.

According to later-day practice a center-bearing rail for electric
roads is obsolete, but the Metropolitan company's experience with
this shape has been so satisfactory that it has determined not to
change to the more modern sections. Mr. E. Butts, the company's
engineer, has made a study extending over several years, of rail

Oct. is, igoo,]

STREET RAILWAY REVIEW.

5S7

shapes ;iiul tliiii' (.ffccts on street traffic and on the cars, ami is
convinced the center-bearing girder combines all the advantages
of a T rail for city streets and is preferable from both the com-
pany's and the city's standpoints. He contends the extra groove
on the outside of the rail between the rail and the paving stone
catches most of the dirt that would otherwise lodge on the head
of the rail, thus giving better electrical contact and making a
much easier riding bearing surface for the car wheels. l'"urther-
morc, in his opinion, the granite blocks at the side give a britcr

WOK'K OI'' ULKCTKH' INSTALL.\TION CO. ON I4tii ST.

purchase to wagon wheels when turning out of the track than
does the outer flange of the usual girder rail.

About 12 miles of electric lines in Kansas City measured as sin-
gle track are built without the use of ties, the rails being embedded
in solid beams of concrete, prepared as explained later in this
article. In this work a trench is dug for each rail 20 in. wide at the
top, 16 in. wide at the bottom and to a depth of 15 in. below the
top surface of the rail. The rails are placed in the trenches in
the position they are to occupy permanently, and wherever there
is a possibility of any yielding or variation of alignment, i-in. tie
rods are inserted at intervals of 6 ft. and fastened with heavy hex-
agonal nuts on both sides of each rail. When working in paved
streets it is not usually necessary to employ tie rods. When the
roadbed has been thus prepared the concrete, mixed to the con-
sistency of a paste, is poured into the trenches and tamped around

With natural cement at 80 cents a barrel and the portland at
$.3.50 the saving is evident, and in Kansas City at least the results
are in every degree as satisfactory as when the higher-priced
material is used exclusively.

The concrete mixture for trench work is compounded as follows,
all proportions being accurately determined by measure; one p.irt
cement (mixed as above), two parts clean sand, five parts fine
broken stone, pieces fr<jm 14 '"■ '" ' '"■ in greatest diameter.
.Measurements arc made by barrel and it is stipulated in all specifi-
cations that a barrel is to mean 3'A cu. ft.

The Metropolitan company is so well pleased with the results of
this ticlcss concrete construction that it has decided to follow this
practice wherever possible in new work, and in rebuilding. The
cost is but $3.50 per ft. exclusive of the cost of the rail, which is
practically the figure the company has paid for roadbed laid with
wooden tics in the usual way. It is also important to note that
there are in Kansas City miles of tieless track, on some of the
heaviest lines, that have been down five years and on which not
one cent has been paid for repairs, and thorough inspection fails
to reveal signs of wear. This means not only a saving in main-
tenance charges but also in all the losses attendant upon opening
streets in business portions of the city to repair tracks.

.•\nother advantage is due perhaps largely to local conditions.
Owing to the many hills, the Metropolitan company is compelled
to use salt in large quantities to keep rails free from ice, and in
a number of instances has had to replace rails laid with the regular
tie construction, where the base of the rail had been almost eaten
away by the action of the salt, while the head was still in good
condition. With the base embedded in concrete there is of course
no corroding action possible from this source.

But probably the strongest claim that can be brought forward
for this concrete construction is the saving in the return circuit
and the absolute prevention of stray currents. Concrete is one of
the best insulating materials known, and the time may come when
this practice of embe<lding rails in concrete without ties may be
the most economical way of removing the slight arguments upon
which water companies and cities now base their claims for dam-
ages from electrolysis.

Where ordinary tie construction has been put in, split hewn
white oak railroad ties. 6 x 8 in. x 8 ft. are standard. These are
spaced 2 ft. c. to c. with 6-in. rail, and 30 in. c. to c. with 9-in. rail.

The cable roads were built at different times by different com-
panies and the cross sections vary widely as to shape of yokes,
pulley supports and rails. One of the sections in the business
portion of the city is given among the engravings accompanying
this article.

Most of the Metropolitan tracks, both electric and cable, are
cast welded at the joints by cither the .American or Falk methods.

v^'-

yS\<:v:r.-.rK-\ xi . ,«,?;*..

Sec one/ C/ciJ

Concf-e/'e K.->. ■ '

/^rJrC/^iJ ioncrere

S£-cr/OA/ /IT YOKCJ

LATER CABLE CONSTRDCTIOX.

and under the rails with care, to insure perfect alignment and
surface. Four days arc allowed for the concrete to properly set
before the track is used.

In preparing concrete the company departs from the notion
usually accepted by civil engineers that portland and natural
cements can not be mixed with good results, and all the concrete
used in the tieless construction is made from a half-and-half mix-
ture of the two grades.

The Falk company as contractor also built a number of the elec-
tric lines complete, and has laid down nearly all of the recent
special work required, the most intricate layout of this nature
being the section of track from Third to 13th Sts.. on Grand Ave.
The cable tracks on this thoroughfare between Eighth and Xinth
Sts. were originally laid on a diagonal line, the ends being about
15 ft. off center to obtain room for making the curves into the
cross streets. It was thought desirable to change this arrangement

558

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

and the Falk company took the contract to move the conduit,
rails, pullies and cables bodily into the center of the street. In
order to do this it was necessary to cut out 12 or 15 ft. of rail
from each track to bring them into the new position, after which
the curves had to be readjusted and rclincd. When this task had
been completed special work was put in place, consisting of a
double track branch off curve at Ninth St.. and a double track

About 10 miles of track and 40 miles of overhead work were con-
structed by the Electrical Installation Co., of Chicago, which has
been doing work for the Metropolitan company since 1896. The
North American Railway Construction Co., Chicago, of which Mr.
A. S. Littlefield is president has also received several contracts for
track and overhead work in Kansas City, and this company laid
the first track built on concrete beams instead of ties.

"j^

'V^'-:

g^SSSS^SiSSSSS

wo'/ff/y ~i Tp/y£^\ ■'

■•ly

CROSS SECTION WITH ASPHALT PAVING.

BRICK PAVING-LONGITUDINAL SECTIONS-ASPHALT PAVING.

CROSS SECTION VPITH BRICK PAVING.

111!

PLAN AND SECTIONS WITH MACADAM PAVING.

TRENCH CONSTRUCTION.

layout at Eighth St., the latter including a double track crossing
a double track with double track curves connecting three of the
corners. The rails and slot rails on cross streets were also
changed and laid on concrete. All this work was completed in 60
days with cable and electric cars passing over the tracks at inter-
vals of two minutes, without a single accident or delay to traffic.

A large portion of the special work put in by the Metropolitan
company in the last five years has been of the Lorain "Guarantee"
construction and most of the cable crossings are of the Lorain
cast steel design. Two very complicated pieces of special work
furnished by the Lorain Steel Co. are located at Grand Ave. and
Eighth and Ninth Sts,

Oct. is, 1900.]

STREET RAILWAY REVIEW.

559

'I'lic clfvaU'd stnuiuri- previously mentioned was biiill in i8W<. It
is of the truss type, the cross members being iron I beams 40 in.
deep X 20 ft. 6 in. long, resting on iron posts. Where the smaller
supporting girders intersect, the members are held together by
pin connections. The iron columns rest on concrete foundations
4 ft. s(|uare.

jaspcritc. In several places all three pavings arc found between
the curbs of the same street. For instance on Grand Ave. near
the company's general offices, the space between the two tracks is
paved with brick, between the rails of each track with jasperite and
the remainder of the street with asphalt. This condition is due to
the fact that nearly all of the cable lines were originally paved

RECONSTRUCTION WORK DONE liY FALK CO. ON CRAND AVE., KANSAS CITY.

Tlie tunnel through which cars pass just before reaching the
elevated structure is 15.1 ft. high at the center line and 21.30 ft.
wide at the widest part. The brick arch lining is 2 ft. 2 in. thick.

PAVING.
As in the other departments, considerable diversity of practice
is found in the inethods of paving, due to the many different man-
agements under which the work has been done, and to the various
changes in motive powers. Three materials predominate, asphalt,
brick and Sioux Falls imitation granite, otherwise known as

between the track rails and slot with jasperite and the space
between the up and down tracks with cedar blocks. As these
blocks were unsatisfactory they were replaced temporarily with
brick, which, however, have never been disturbed, and when the city
wanted to pave the remainder of the street, it decided upon asphalt.

Asphalt is the favorite material with the company and has been
used almost exclusively for the past three years in reconstruction
work and on new extensions. The price paid per sq. yd. laid is
$2.12, with a lo-year guarantee that there will be no expense for
maintenance, which, considering the durability of other materials
and the greater satisfaction given by asphalt from the standpoint
of the general vehicle trafTic. makes this the most desirable paving
the company has discovered.

Trinidad Lake asphalt is used. In preparing the street a bed

?:i lb. Si lb.

liV-lb. SJ-lb.

STANDARD RAIL SECTIONS-LORAIN STEEL CO.

TR.\CK ON BROADWAY. ELECTRIiJ INSTALLAXIOX CO.

of concrete is first laid to a depth of 4 in., or more it the condi-
tions require. On this is placed the asphalt in two strata, the
lower or binder course, J2 in. in depth, consisting of asphaltic
cement mixed with fine clean gravel. After the binder course has
been thoroughly tamped, the asphalt is spread on in a layer ij4 in.
thick, and rolled, dusted and finished with hot irons. Whenever
asphaltic pavement is put down, '"toothing stones" of jasperite are
invariably placed along either side of each rail in alternate headers

560

STREET RAILWAY REVIEW.

[Vol.. X, No. 10.

and stretchers, that is a stone laid lengthwise and the next endwise.
This effectually prevents the formation of wagon wheel ruts at the
sides of the rails.

Brick paving is being laid in some quantities in localities where
there are apt to be changes, as repairs or abandonment of line and
on some of the cable lines that are to be changed to electric trac-
tion in the not distant future. Wherever brick are used they are
placed on a 4-in. foundation of concrete and i in. of sand, tamped
to a smooth surface and grouted with portland cement grout, con-
sisting of one part cement to two parts sand, accurately measured.
The grouting mi.xture is poured over the concrete-sand foundation
and tamped and pressed into all openings and crevices. The cost
of brick paving of this character averages $1.25 per sq. yd. The
durability of brick for street surfaces in Kansas City has been
limited, the life varying according to street traffic density from
three to six years.

On some of the early cable lines, cedar blocks were tried for pav-
ing between the slot and the rails, but these had to be removed
almost immediately, as moisture caused the blocks to expand and
close the slot openings.

A few of the outlying lines are paved with macadam.

POWER ST.'\TIONS.

The Metropolitan system is operated from eight power stations,
of which two are electric, two cable, three combined electric and
cable, and one a cable plant driven by motors taking current
through feeders from the largest electric station.

K.wv River or Centr.\l Ave. Station. This is located just

load rating 50 per cent for three hours. Runs at 80 r. p. m. Was
erected and started in September, 1898. This is direct connected
to a i,soo-h. p. cross compound condensing Allis engine, with
cylinders 28 and 56 in. x 60 in.

One 550-kw. 550-volt direct current General Electric generator,
overload rating 50 per cent for three hours. Runs at 90 r. p. m.
Was erected and started in February, 1900. This is direct con-
nected to a i,ooo-h. p. tandem compound condensing .Mlis engine,
with cylinders 22 and 44 in. x 48 in.

One 1,500-kw. sso-volt direct current General Electric generator,
over-load rating 50 per cent for three hours. Runs at 75 r. p. m.
Was erected and started in August, 1900. This is direct connected
to a 3,ooo-h. p. cross compound condensing Allis engine, with
cylinders 36 and 72 in. x 60 in.

The first unit is equipped with Reynolds-Corliss combined air
and circulating pump, air cylinder being 36 in. x 16 in. stroke and
steam cylinder 14 in. x 18 in. stroke; also a Wheeler condenser
having 3,000 sq. ft. of cooling surface.

The second unit has Blake combined air and circulating pump
with cylinders as follows: Steam, 16 in. x 24 in. stroke; air, 20 in.
x 24 in.; water, 22 in. x 24 in.; also Wheeler condenser having 3,000
sq. ft. cooling surface.

The third unit has Blake combined air and circulating pump
with cylinders as follows: Steam, 14 in, x 16 in. stroke; air, 16
in. X 16 in.; water, 16 in. x 16 in.; also Wheeler condenser having
1.800 sq. ft. surface.

The fourth unit has one vertical Allis independent triple plunger
circulating pump rated at 5,000,000 gal. in 24 hours, and an Allis

CROSS SECTION OF CENTRAL AVE. OR KAW RIVER POWER STATION.

across the Kaw River in Kansas City, Kan., and is the main elec-
tric generating power house of the system.

It contains four units as follows:

One i,200-kw. 550-volt direct current Walker generator, over-
load rating 50 per cent for six hours and giving in service 1,500
kw. continuously at 80 r. p. m. This was erected and started in
June, 1897, being one of the first machines built by the Walker
company of a larger size than 800 kw. It is direct connected to
a 1.500-h. p. tandem compound condensing engine built by the
E. P. Allis Co. Cylinders are 30 and 60 in, x 48 in.

One i,200-kw. 550-volt direct current Walker generator, over-

air pump, 42 X 16 in. with Reynolds valves and gear; also Wheeler
condenser with 5,000 sq. ft. of surface.

The engines are fitted with an automatic gravity oiling system.

At all four engines the steam is lead from the main steam pipe
into a Reynolds separator. Each engine also has between its high
and low pressure cylinder a reheater which is jacketed with steam
led from the high pressure cylinder through a small by-pass.

All water from condensation is returned to a hot well in the
basement, from which it is taken by the feed pumps and passed
through a 3,000-h. p. feed water heater, heated by the exhaust
steam from the au.xiliary units, which raises the temperature from

Oct. is, ")"<>■

STREET RAILWAY REVIEW.

561

rg/£g£f.

^--

/fa/fse i. wcs

uecr/>/c i//ves

caste i/f/es

/rO/fiC l/HCS

ouMM y L mes

1S»4 -KANSAS CITY STKKICT R A ILWA YS -1810.

aecr/f/c lia/cs

C/IBLe LmCS

m^^ sov/vaa/r/es

TVMWL

KANSAS CITY- MO.
Ward No. Population 1900

1 7.000

2 8.J00

3 16,100

4 '^.TW

5 11,600

6 13,700

7 18,700

l4,<Soo

9 3'.*»

10 ao,7oo

11 9J0O

12 5,100

13 ■•'500

14 6.600

Total 19^,300

K.\NSAS CITY, KAN.
Total sojwo

THF. STREET RAILWAY SYSTEM OF KANSAS CITY' IX 1101>.

LENGTH OF THE SEVERAL LINES IN FEET.

ELECTRIC.

Wcstport M,327

Summit St 7.396

33d St 2.776

Wyandotte St 7.531

Argentine 26,665

Prospect .\ve 9.024

5tli St 23.363

Broadway 10.962

West Side 20,838

North East m.&M

Vine St i:!.aM

Rosedale 25.430

Kansas City & Independence.. 40,138

Park Connecting 4300

Elevated Road 31-489

Chelsea Park 12.400

Grand View 8.800

Brooklyn Ave iS,443

24th St 1,860

Broadway Plug r.709

Total 307,340

CABLE.
15th St. 2i,o»t

Summit St. 11,483

Holmes St- 9*»0

East 9th St. 8,«9«

Troost Ave 13.563

9th St. 20,458

12th St 21,276

i8th St 20,166

Total i2S-7»

Total length measured as single track, 866,120 ft. equals 164 miles.

562

STREET R.MLWAY REVIEW.

[Vol. X, No. lo.

COST OF POWER AT CENTRAL AVENUE STATION i KAW RIVER%

Referred tu as Nu. K* in o
Output

Ihor Power House Kepons iu the "
measured by Wattmeter.

Review.''

Moiithl;

Output,
Kiloiratt-

Hours.

Cost of Electrical Output per Kilonalt-Hour— Cents.

Gals. Cvl-
idder Oil

per 10,000
k. w. h.

Gals. Lub-
ricating
Oil per
10,000
k. w. h.

Ll> Kuel

Month.— 1899-1900.

Fuel.

Labor.

.247
.209
.366
.390
.282
.276
.231
.257
.268
.313

Supplies,
Waste.'etc.

Water.

Repairs.

Miscellan-
eous.

Total.

per

Engines.

Generator.

.001
.005
.004
.019
.017
.009
.004
.016
.012
.012

October

November

513,959
507,346
548,891
539,000
572,187
746,084
812,789
894,415
878,604
960,589

.109
.111
.103
.104
.102
.081
.077
.078
.088
.082

.011
.006
.012
.002
.012
.006
.007
.008
.005
.012

.010
.009
.008
.012
.012
.009
.007
.005
.005
.005

.094
.003
.001
.008
.006
.002
.004
.004
.014
.007

!66i
.'oio

.001
.001

".66i

.002

.473
.343
.493
.544
.432
.383
.331
.368
.393
.432

2.10
1.98
2.70

3^50
2.30
1.86
3.35
1.14
4.19

4.80
2] 9(1
5.24

i.i?

1.70
2.27
2.60

4.89
3.25
5.06

January

February

March

6.23
4.68
4.80

April

4.85

May

4.93

4.22

July

4.86

The quantities of coal and oil are estimated from the total quantity purchased.

The fuel used is Cherokee slack, which on occasions of extra heavy load is mixed with nut coal, half and half. The cost per ton is from $1.20 to S1.40.

110° to 180 or 190° before the water reaches the boilers. Losses
in the circulating system are made up by water automatically
trapped in from the city mains. The water for condensing purposes
is taken from the Kaw Ri\er through two 24-in. mains and re-
turns by gravity.

The switchboard comprises 35 panels as follows:

One wattmeter panel with one 5,000-ampere Thompson recording
instrument.

Three 3,000-ampere generator panels, each containing one Form
K, G. E. circuit breaker, one Weston illuminated dial ammeter, two
quick break switches, rheostat and switch for field coils of gen-
erator and one lightning arrester.

One 5,000-ampere generator panel, same as other generator pan-
els except instruments are for 5,000 amperes.

Thirty feeder panels, capacity from 500 to 800 amperes, each

EXTERIOR OF K.\W RIVER STATION

panel containing one Form K, G. E. circuit breaker, lamp bracket
with shade, one Weston round pattern ammeter, one quick-break
switch and one lightning arrester.

For all the generator panels mentioned two 750-volt Weston
illuminated dial voltmeters are used. The switchboard is also fitted
with one 7SO-volt recording voltmeter and one 3,000-ampere re-
cording ammeter of Bristol make. Readings from these instru-
ments showing the output of the station will be found in a table
given later in this article.

Spanning the engine room is a 63-tt. 32-ton hand-power crane,
built by the Brown Hoisting & Engineering Co., of Cleveland.
The crane travels on 56-lb. T rails, bolted to 24-in. I beams run-

ning the length of each side wall and supported by the columns of
the building.

At present steam is generated in six 250-h. p. Babcock & Wilcox
boilers and two soo-h. p. Aultman & Taylor "Cahall" horizontal
water tube boilers. Four additional boilers of the same size and
make as the two latter are nearly ready for use. Steam is carried
at 160 lb.

One of the most interesting features at this station is the piping
system; though the main header is over 200 ft. long it has no ex-
pansion joints. The boilers are arranged in batteries of two and
from each battery a pipe bent to form a reverse curve leads to the
main header which is carried along the side wall as shown in one
of the engravings. The header is anchored near its middle point
and supported on cradles with rollers. The main engines only are
supplied from this header, an auxiliary header being provided to
take steam to the pumps and other auxiliary machinery. The pip-
ing was made for a pressure of 250 lb. per sq. in. All flanges are of
flowed steel, extra heavy, and the valves of the Crane extra heavy
gate pattern.

Six of the boilers are fitted with B. & W. automatic chain-grate
stokers and the others with Green chain-grate stokers, fed by
means of an elaborate system of coal-handling machinery and
storage bins. The bins are 14 in number, carried near the roof
of the boiler room, partly by the side walls and partly by inde-
pendent girder columns. Two girder beams each 7 ft. deep span
the boiler room, and form the upper part of the bin sides, the cant-
ing or converging bottoms being made of J^-in. steel plates
riveted together. A conveyor carries the coal from the base-
ment to the bins above, which have capacity for 800 tons. The
two bins in the center are kept for storing ashes which are lifted
by the same conveyor at times when it is not working on coal.
When ash bins are full the ashes are dumped into wagons or cars
for removal.

The company uses principally Cherokee slack costing $1.20 to
$1.40 per ton and which contains nearly 10,000 heat units per lb.
When slack can not be easily obtained and on special occasions
when it is necessary to force the boilers owing to extra heavy
loads, a mixture of half and half slack and nut is used.

The stack is 183 ft. high from the boiler room floor and 18 ft.
across at the base. The flue is 100 in. in diameter the full length.
The stack is of steel plate, self-supporting construction, and is
lined with brick through to the top. A second stack similar in all
respects to the first is in course of erection for use when the addi-
tional boilers are ready.

The building itself is 148 ft. II in. x 118 ft. 6 in., and 61 ft. high,
divided by a brick wall into two bays, one the engine room, 63
ft. x 148 ft. II in., the other the boiler room, 52 ft. 6 in. x 148 ft.
II in. The walls are 18 in. thick at the base, and are of brick with
stone trimmings. Each bay has a steel truss monitor roof covered
with slate, with gutter and spouts of copper.

In excavating for the foundation it was necessary to go down
22 ft. to reach a firm footing in the shape of a stratum of coarse
sand. On this was spread an i8-in. layer of concrete, and all wall,
boiler and engine foundations go clear down to this concrete bed.
Fifteen feet of the engine foundations are of heavy rubble masonry,
built with Portland cement and the rest of hydraulic pressed brick
in Portland cement. All foundations are spread to give ample foot-

Oct, is, 1900.]

STr^EET RAILWAY REVIEW.

563

ing surface anil are designed to siiiiport 2 tons to the sq. ft. of base

area.

1 \.a.

The boiler room floor is supported on 15-in. I beams running
from wall to wall, upon which is laid a granitoid floor composed
of Portland cement, sharp sand and granite screenings.

Bi.HK RiVKR nit SiiEFi'ii-i.n F.i.F.cTKir Station. This is lo-

dircct connected to a soo-h. p. simple condensing W. Wright
engine.

One 250-kw. 5so-volt direct current General Klcctric generator,
likewise compounded for 10 per cent rise in voltage at full load.
This is direct connected to a 300-h. p. simple non-condensing Allis
Reynolds-Corliss engine, with cylinders 24 x 48 in.

VIEWS IN SOME OF THE METROPOLITAN POWER ST.\TIOXS.

cated on the Blue River about six miles east of Main St. in
Kansas City, Mo., and operates the interurban line to Inde-
pendence.

It contains two units:

One 450-kw. 550-volt direct current General Electric generator,
compounded for 10 per cent rise in voltage at full load. This is

There are three duplex feed water pumps, one Allis jet condenser
and one feed water heater.

The switchboard is in the shape of the arc of an elipse and com-
prises 10 panels as follows: One wattmeter panel with Thompson
and Bristol recording instruments: one 1,000-ampere generator pan-
el; one 800-ampere generator panel; three 300-ainpere feeder panels;

564

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

four 8oo-ampere feeder panels. These have a full complement of
instruments, switches, circuit breakers, etc.
Steam is taken at lOO lb. from five 125-h. p. fire tube boilers.
The station on a recent test developed a total output of 739 elec-
trical h. p. for a single hour.

Eighth and Woodland Ave. Combined Cable and Elec-
tric Station. This station is about half way between the
Kaw River and Blue River power houses and its electric gen-
erating unit is used to help out either one or the other of those
stations as the load requires. This it does through a system of

STEAM PIPING, KAW RIVER STATION'.

feeders, which will be described later. Its cable plant drives the
Ninth St. cable, the Independence Ave. cable, the Troost Ave.
cable and the East Ninth St. cable.

The station contains the following:

One 300-kw. 5so-volt direct current General Electric generator
belted to a 500-h. p. simple non-condensing Wright engine, with
cylinders 28 x 48 in. As the boilers carry steam at 160 lb. for the
cable engines, and this Wright engine was built for 120-lb. pres-
sure, steam is taken through a Davis reducing valve. The switch-
board comprises one 3,000-ampere generator panel and four 300-
ampere feeder panels.

The cables are driven by a i, 500-h. p. tandem compound non-
condensing Allis Reynolds-Corliss engine, with cylinders 26 and 40
in. X 72 in. It runs at 42 r. p. m. This engine is half of a double
tandem which ran in Machinery Hall in Chicago during the
World's Fair. It is coupled direct to the line shaft which extends
across the building. On the shaft are the four cable pinions which
are connected to it by friction clutches. The pinions drive the
gears at a reduction in speed of 154-

The boiler room contains two 400-h. p. and two 300-h. p. Bab-
cock & Wilcox boilers, with B. & W. automatic stokers; two
feed water pumps, and one feed water heater. As this plant has
been troubled with excessive boiler scale the engineer is using a
compound furnished by the Dearborn Drug & Chemical Works,
Chicago, which is fed into the hot well drop by drop from a barrel
at the top.

In the boiler room there is also a water storage tank, 24 ft. in
diameter and 18 ft. deep, in which the feed water is stored. Steam
coils around the inside of the tank raise the temperature of the
water to a considerable degree before it passes to the heater itself.
The coils take steam from the exhaust main.

Eighteenth and Olive Sts. and 31ST and Holmes Sts.
Combined Cable and Electric Stations. The electrical units
at these two stations feed into the same feeders and the two
stations together operate the Vine St. electric line and the Pros-
pect Ave. electric line, and when necessary they can help out on
some of the other near-by branches.

The cable machinery at the i8th and Olive Sts. house drives
the i8th St. cable, the Main St. cable and the 19th St. cable. The
31st and Holmes Sts. house drives the Holmes St. cable.

The station at i8th St. contains the following: One i2S-kw.
550-volt Westinghouse generator belted to the balance wheel of a

Hamilton-Corliss twin engine which also drives the cable machin-
ery. The engine was built by Hooven, Owens & Rentschler, of
Hamilton, O., has cylinders 30 x 72 in. and each side is rated at
750-h. p. There are also two reserve units consisting of two D-62
500-volt Thompson & Houston generators belted to two high-
speed Armington & Sims engines. The steam plant includes three
200-h. p. Babcock & Wilcox boilers.

The 31st St. station contains one 125-kw. S50-volt Westinghouse
generator belted to a 300-h. p. simple non-condensing Reynolds-
Corliss engine, with cylinders 24 x 48 in., taking steam from two
175-h. p. Babcock & Wilcox boilers. The same engine drives the
cable machinery.

Fifteenth and Gkand Ave. Cable Station. This house
operates the Walnut St., the isth St., and part of the Holmes St.
cable lines, the machinery being driven by one 750-h. p. simple
non-condensing Allis engine, with cylinders 36 x 48 in., and one
500-h. p. simple non-condensing Allis engine, with cylinders 32 x
4$ in. Steam is taken at 100 lb. through a separator from four
250-h. p. Babcock & Wilcox boilers. Two Worthington duplex
pumps supply the boilers with feed water which passes through a
Berryman heater.

Twelfth and Charlotte Sts. Cable Station. This house
runs the 12th St. cable line by two ropes driven by two 6oo-h. p.
simple non-condensing Hooven, Owens & Rentschler engines,
with cylinders 28 x 60 in., taking steam at no lb. from three
2O0-h. p. Babcock & Wilcox boilers. All the cable drums are in
the basement beneath the main engine room, the pinions passing
up through the floor to mesh with the gears. The station also
contains a Worthington pump for supplying water to an automatic
fire sprinkling system protecting the repair shops and car barn
which are in the same building.

Ninth and Washington Sts. Motor-Driven Cable Station.
This installation which operates the Summit St. line is inter-
esting as showing the application of electricity to driving a cable
where severe grades forbid the use of the overhead trolley system.

The cable machinery at this house was originally driven by a
pair of 24 X 48 in. Wright engines, but is now operated by two
300-kw. S50-V0U General Electric generators, arranged to run as
motors and taking current through feeders from the Kaw River
station.

To protect these motors against the excessive variations in the
load incident to this service a small electro magnet is mounted at

BOILIiR ROO.M, KAW RIVER STATION.

one side of the main circuit breaker for each machine, its coils
being connected as a shunt to the motor circuit, and provided
with mechanism for automatically opening the breaker whenever
the line potential falls below 400 volts or rises to a dangerous
point.

The starting rheostat consists of 12 separate boxes made of white
pine, each box containing 680 ft. of No. 9 galvanized iron wire,
wound in helixes 2 in. in diameter, and placed in a zig-zag shape
with glass partitions between to prevent electrolytic action. Water

Oct. is, Hjon. I

.strI':I':t railway review.

565

is passed in a contimioiis slrtnm tlirouKli the boxes to keep the
wire cool during the time tlic rlicostat is used in operating the
motors at very low speeds. Each box has fovn- points of resistance
in scries which arc connected to quick-break switches on the
switchboard, and the 12 boxes are connected in parallel. The
arrangement of the resistance coils gives from 50 to 1,080 amp. at
500 volts for any desired length of time. The rheostat is con-
nected in on the negative side of the motors to prevent a leakage
of current through water connections.

It is estimated a saving of 70 per cent is secured by driving
this cable in this way instead of by steam engine direct.

FEEDER SYSTEM.

.•\s can be readily ini.'igined the general layout of tlic Metro-
politan's electric lines has made the problem of economical dis-
tribution of power an extremely difficult one, and to the com-
pany's electrical engineer, Mr. Charles Grover, belongs the credit
of having worked out a system, which, while it requires a con-
siderable investment in copper, is undoubtedly the best that could
be devised under the conditions and one that is giving highly satis-
factory results.
The feeder system comprises 889,106 ft. of cables, as follows:

Positive Negative

Cables, Cables,

Ft. Ft.

No. o 6,114 4.650

No. 00 .'5.S.946 7,652

No. 000 89,062

No. 0000 l54,.36o 22,459

250,000 c. m 7.719 1,000

300.000 c. m 15,643

350,000 c. m 36.256 10.549

400.000 c m 30,597

450,000 c. m 34.396

500,000 c. m 43.247 23,616

550,000 c. m 18.587

600,000 c. m 82,529 10,900

650,000 c. m 52,992

700,000 c. m 43.537

750,000 c. m 17,245

850,000 cm 53.850

950,000 cm 1 1,490

i.ooo.ooo cm 32,351

Total length 763,929

8,113
650

750

1,000

33,838

125.177

IU;iLIHNC TUI-; VINK ST. LI.Nt IN l~-7.

As has been stated, electric power is taken from five different
plants, and it is carried to all parts of the system by an arrangement
of feeders shown in the accompanying diagram. The Holmes and
Olive Sts. houses work together through feeders as a single unit.

Ordinarily the Kaw River or Central Ave. power house carries
all the lines in Kansas City, Kan., and those in the western portion
of Kansas City, Mo., but when necessary it calls on the Woodland
Ave. station for help, at which times the latter house carries the
lines in its immediate vicinity. When the load on the Independence
line approaches the total capacity of the Blue River station it like-
wise seeks help from the Woodland house, the times of heavy load
on the two river stations seldom occurring at the same period of
the day. When the Woodland generator is assisting either station
in this way it cuts direct into the feeder system of the station it is
helping and no equalizing wire is used. This arrangement has been
found in practice to work perfectly. Of course when the point of

- Sram/i

EiecJriiiinei

Feeders

-• iection insuloron
Piqurei Indicate Diitonce from
fn<i of Line To Poirerttot.:

''^Oef!fndejii.e_ *tf Qrvnc ti

I cm it Line _

QmScnj/'ltrte fn

^'sJF^'rjnJuTe Ph ~

)frid One wk.

Hoieddle

9tl7 it Branch
^tur5TTihe~

JlHt

T /sm It Line

ce S. /tr* /i^

DI.\GR.\M OF FEEDER SYSTEM.

maximum load approaches one or the other of the two stations
when they are working together, the house nearest that point
will carry the bulk of the load and if the load approaches too
closely, the main circuit breaker will go out. But this seldom oc-
eurs. the system being self balancing to a remarkable degree.

To assist in the work of caring for this extensive feeder arrange-
ment Mr. Grover has devised a method whereby he can tell almost
at a moment's notice the dimension of any feeder at any point
on any line, the size and kind of any pole at any point and the
location of every lightning arrester and section insulator. He

566

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

. R.iun. Feeler Lt^ ■'V „!''?,, ,,'!"c„„,k „,

' Tonncl

I I

I I Sir o

I I ,„ ■J'

I I Located jS's Xonh nf rurbqo

I t

1069

kRcturn Feeder

JMoo of Ooo.ooo W. P,

■~\ 1;

9th

SECTION OF FEEDER RECORD DI.\GRAM.

All poles unless marked differently must be set 10 in. back fruni curb

line and 12 in. against span.
Cross arms for feeders will be placed on west side of street.

# -^-7-8-in. by 31-ft. poles unless marked differently.

O — 6-7-in. by 30-ft. poles.

A — 6-7-8-in. by 32-ft. poles.

IJ — 6-7-8-in. by 33-ft. pole; raked 14 in. against span.

C — 6-7-8-in. by 32-ft. pole; set 6 ft. deep; anchor No. 1 without ring or collar.

D — £-7-8-in. by 31-ft. pole; set as anchor No. 1; rake 14 in. against span and 6
in. north.

E — 6-7-8-in. by 31-ft. pole; set as anchor No. i; rake 14 in. against pole D.

F — 6-7-8-in. by 31-in. pole': set as anchor No. i; rake 6 in. east towards oppo-
site pole.

G — 6-7-8-in. by 31-ft. pole; set as anchor No. 1; rake 14 in. against span.

H — 6-7-8-in. by 31-ft. pole; set as anchor No. i; rake 12 in. against span and 6
in. south.

I — 6-7-8-in. by 32-ft. pole.

J— 6-7-8-in. by 33-ft. pole.

K — 6-7-8-in. by 31-ft. pole; set 6 ft. deep as anchor No. i; rake 12 in. against
span and 6 in. south.

L — 6-7-8-in. by 32-ft. pole; set 6 ft. deep as anchor No. :; rake 12 in. against
span and 6 in, south.

M — 6-7-8-in. by 33-ft. pole; set 6 ft. deep as anchor No. i; rake 14 in. against
span.

N — 6-7-8-in. by 31-ft. pole; set as anchor No. i; 6 ft. deep without collar or
ring; no rake.

O — 6-7-8-in. by 31-ft. pole; set as anchor No. i; 6 ft. deep without ring or col-
lar; rake 14 in. against span.

X — Two 650,000-c. m. (water prooO feeders to power house.

Y — 950,000-c. m. (water prooO feeder to power house.

Str — Strain plate; placed every ten or twelve poles and on each side of curves
and crossings.

Fd — Feeder tap.

Lt — Lightning arrester.

SL — Section insulator.

keeps these records by means of sheets of tracing paper, on which
the different lines are plotted in detail as shown on the portion of a
sheet reproduced herewith. If repairs are to be made or a new
line built across an old one, a blue-print copy of the line involved
is given the assistant engineer in charge of the construction gang
enabling him to clearly understand the situation and follow his
instructions more intelligently.

OVERHEAD WORK AND M.'S.TERIALS.

Practically all of the 116 miles of overhead construction is No. o
hard drawn copper wire supported on span wires from iron tubu-
lar poles 30 to 40 ft. high set 10 in. bac>c from the curb line. Most
of the work has been erected or rebuilt and thoroughly standard-
ized in every part under the supervision of Mr. Grover, who de-
signed all the standards and also all the overhead materials used
which are made by the Ohio Brass Co., according to the Metro-
politan specifications and purchased through the B-R. Electric Co.,

local agent. The various conditions found on the system have
been studied with care and a solution adopted for each problem,
and whenever a similar condition was encountered the same solu-
tion was invariably applied, this practice resulting in a small num-
ber of standards that will make all repairs and the designing of new
work a simple matter of reference to what has been done before.
Another prominent feature of this road is the attention that has
evidently been given to the inter-relation of the trolley wheel and
stand, the trolley and span wires and the ears, cross-overs and

TYPICAL KANSAS CITY MOTOR CARS.

other overhead appliances, each part having been specially designed
to work in the fullest harmony with all the others, and so well
has this been done that the company owns but one tower wagon
and that does not average one call a month for emergency repairs.
In fact the company does not keep regular horses for the wagon
but rents a team from private stables when there is any work to
be done.

On page 568 is a special truss pole used where excessive strains
are to be met or where there is not room for a regular turn-buckle
brace. The truss rod is held firmly against the pole near the top
by an iron ring that is slipped on while hot and allowed to shrink,
and the rod itself is heated for some distance before it is coupled
up with pin coupling as shown, so that when it cools the pole is
strongly braced in the desired direction.

In nearly all cases feeders are carried overhead, but in a few in-
stances as at boulevards it is necessary to run them underground
for a short distance. Where these underground cables come up to
join the aerial lines a novel junction box is used which is shown
herewith. Its chief feature is its compactness, as it will hold eight
cables in a space 18 x 25 in. and 9 in. deep. The feeders are
brought up in two sets, one set behind the other, the cables at the

Oct. 15, K)oo. I

STREET RAILWAY REVIEW.

567

back leading (iiit near llic (o[) of I lie liux ami tlinsc in front near
the bollnm. ICacli cable is sii|)i)oitc(I from Ibc roof of the box by
a Brooklyn insulator, to which is fastened a small casting carrying
two V-shaped bolts through which the feeder passes. The portion
of the cable near the points of support has the lead covering cut
away and is wrapped with insulating tajR-.

An accoiTipanying drawing illustrates the method of carrying the
underground feeders across the Eighth St. viaduct. They arc strung
between the rails in asphalt paper ducts laid in portland cement
and covered with asphalt.

All trolley wheels are made at a local brass f(juudry after pat-
leiii'i prepared by Mr. Grover, and are machine finished in the

hJ?6-4"''S""***"~*%'-*''-|-*''%""*''**'*'^*''^*»*'

SKCTION Ol'' I'MClCIlEK CONDUITS.

company's shops. The harp, as will be seen from the cut on this
page, has absolutely no projections to catch in the overhead
work. On the under side the two halves of the harp come together
and are held by a screw so that there is no chance of the trolley
wire becoming caught in the harp when the conductor is pulling the
pole down to replace the wheel on the wire. The spindle is made
of Shelby seamless steel tubing with two opposite holes at its
center, through which project a small copper plug and a steel
plug for contact points, the plugs being continually pressed out-
wardly by means of a hair-pin spring. The spindle is oiled through
a screw-hole, the screw when in place also acting as a stop to
keep the spindle in its proper position.

The trolley stand was designed by Mr. J. W. G. Becker, the
company's master mechanic. It is of the compression helical spring

type and consists of a cast
iron case containing a con-
necting rod, joining the
spring pin to the steel cast-
ing that holds the trolley
pole, the spring and the
connecting rod being joined
by a pin link, the pin having
its ends elongated to travel
in horizontal guidways on
the inside of the case, caus-
ing the end of the connect-
ing rod nearest the springs
to always travel in a hori-
zontal plane. The piece
that holds the trolley pole
is pivoted in C-shaped bab-
bitted bearings and is held
in its bearings by the ten-
sion of the springs alone,
being free to move for a
limited distance in the op-
posite direction from the
springs, this freedom to
"k i c k" greatly easing

the blow caused when the trolley wheel jumps the wire and the
pole flies upward suddenly. This blow is further cushioned by
a piece of rubber I x I'/i x 4 in., which is inserted at the top
of the casing where the pole-base casting would otherwise strike.
The backward kick is limited by two projections on the under side
of the base casting which strike a stop bar and prevent a dislo-
catioti of the base piece from its bearings. This arrangement
makes a differential joint keeping the upward pull exerted at the
outer end of the pole nearly constant whatever the position of the
pole, for as the end is pushed or pulled down the tension of the
springs increases in practically the same proportion as the leverage
decreases.

Ji'.NCTloN i;ip.\.

OVERHE.\P M.\TERIAI. .ANO TROLLEY HASE-METROPOLITAX STREET RAILWAY CO.

568

STREET RAILWAY RE\aE\\'.

[Vol. X, No. lo.

r/?oiLcr /?NCHO/f/^ce

6C/9/?p ir/P£ coNsr/?ucr/o/^.

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^, /

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f}rs£>f/? r/fp jf/i/v.

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OVERHEAD LINE WORK.

The various standards for pole and span erection arc shown in
the accompanying plates. The reference letters have the following
significance:

A. 9/i6-in. seven strands galvanized steel cable.

B. Single pull off; body ^-in. malleable iron japanned with ^-

in. insulated stud bolt and brass ear with Detroit lip

tinned.
Double pull off; body of malleable iron japanned, with

•%-in. insulated stud bolt and brass ear having Detroit

tinned lip.
Feeder tap: body made of brass with 5-^-in, cap screw and

lock washer.

BB.

FB.

C. Pole collar; made from y^-\n. x i^-in. iron clamped around

the pole with fs-in. machine bolt and ^<-in. x ly^-'vn.
machine bolt for fastening the insulator.

D. "D" Insulator.

DD. Double "D" insulator.

F. No. o seven strands weather proof copper cable.

G. H-'i- seven strands galvanized steel cable.

H. Straight line hanger body with brass ear with Detroit lip

and 5^-in. insulated stud bolts.
HH. Same as H except with stronger car.
I. No. I B. S. weather proof copper cable.
J General Electric straight line guard wire holder.

OlT. IS, HJOO.]

STREET RAILWAY REVIEW.

569

Af/C/)C/f /^OJ

/ff/f Ce/!cre^r 7"/iicA o// oround ^/es /n /vei Zan^s — /2''rA>e/i z^/ Afo /

ANCHOR POLES.

K
L.

P.
Q.

ij'i-in. spherical strain insulator. (On curves pull-offs arc

spaced llic same as on trdlloy curves.)
Lightning arrester type M. S. with No. 4 B. & S., W. P. wire
soklcrccl to feeder lap span and conTicctcd to the fuse box
(if liglitniug arrester. The ground connection is made
with No. o bare copper wire, run down inside of the
pole and wrapped around pipe Q six turns and soldered.
The top of pipe must be 3 in. below the sidewalk level
and covered in with a portland cement finish.
5^-in. plain eye bolt.
Brooklyn strain insulator; -J-^-in. for 300,000-c. m. or less and

J^-in. for larger feeders.
Pull off wires out of Y^-m. seven strands galvanized cable,
i-in. iron pipe 8 ft. long, driven down in ground outside of
the concrete the full length.
R. Wrought iron ring i in. inside diameter made of J^-in.

round iron.
RR. Wrought iron ring i;4 in. inside diameter made of I, '/'-in.

round iron.
S. 5-16-in. seven strands galvanized steel cable. On feeder an-
chors and strain guys 9-16-in. cable is used for feeders
larger than 300,000-c. m.
Stirrup made out of J^-in. round iron to fit pole and clamped
on two (i^-in. x 3-in. x 8-in.) finished oak strips. Nuts
must be countersunk in strips. The iron and strips to
be painted before erection of the arrester.
Wood strain insulators.

Brass strain ear with Detroit lip and malleable iron guard
plate supported to span by straight line body and Vi-m.
insulated stud bolt.
Z No. 6 B. & S. silicon bronze wire.

All galvanized cable is of the best quality covered with heavy
double galvanizing. The hangers, ears, insulators, etc., are the
comiiany's special pattern shown on page 567, which also illustrates
the Metropolitan feeder anchor, standard pole cross arm, switches,
and trolley wheel and stand. The straight line ears are slightly
arch shaped, thus giving the wire a tendency to support the ends,
preventing them from working loose; ears are clamped to the wire
and then soldered; all cross-overs have unusually long flaring ap-
proaches and rounded guidways at the sides: strain ears have up-
wardly flaring edges; and likewise in all other overhead material
the one idea is carried out to offer the least possible obstruction to
the passage of the trolley wheel and reduce to the minimum the
danger of pulling down the span work or injuring the trolley pole
when the wheel leaves the wire. As before stated results have
proven the efficiency of the designs.

.■Xnchor No. I.— The pole is set with 18 in. rake at the top in di-
rection opposite to pull of feeders and. if carrying span wire also,
with a rake of 14 in. opposite to the pull of the span wire. This
anchor is used for dead ends of feeders when the total area is 350.-
000 c. m. or less: also for end span of trolley lines and dead ends of
trolley wire.
Anchor No. 2.— The pole is set straight unless it carries span wire.

W.
Y.

then it is given 10 in. rake in direction opposite to pull of span.
This anchor is used for dead ends of feeders where the total area is
400,000 to 950,000 c. m.

Anchor No. 3. — The pole is set straight unless it carries span wire,
then it is given 10 in. rake in direction opposite to pull of span.
This anchor is used for dead ends of feeders having a total area of
1.000,000 to 4,000,000 c. m.

fn addition to the three types of anchors the drawing shows a
pole as set in an area wall. The anchor thus provided has been
found to prevent the butt of the pole being pulled over and breaking
out the wall.

RKPAIR SHOPS AND REPAIR SHOP PRACTICE.

The principal repair shops for the Metropolitan system are at
iJth and Charlotte Sts., and a few repairs on cable cars are made
at the Ninth and Washington Sts. barns and minor repairs and

CAR (iATE AND OPERATING MECHANISM.

inspections at all the terminal barns. Plans are under way for
building a new central repair shop with larger capacity and better
accommodations.

The I2th St. shops are equipped as follows: Machine shop: eight
lathes of various sizes; two planers, 24 x 72 in.; four drill presses;
one 50-in. Niles boring mill for boring car wheels: two shapers;
one Watson-Stillman hydraulic jack axle straightcner; two bolt
cutters; one hack saw; one rail saw; one slotting machine; one
grindstone; one twist drill grinder and one circular saw grinder,
.Ml tools are belted to ceiling shafting driven by a small Xew York
Safety engine.

Wood-working department: One band saw; one circular rip saw;
one Egan shaper; one Egan joiner; one 6-ft. lathe for pattern
work: one router; one Fay tenoning machine; one Fay 6-in. planer:
one Fay mortising machine and one saw grinder.

Blacksmith shop: Three open forges blown by small electric
motor: one heavy drill press; one heavy combined shears and
punch: one small furnace for retempering springs; one steam ham-
mer for heavy forgings and one hydraulic wheel press for pressing
wheels on and off axles. The smith shop is connected with the car
barn by a single rail ceiling track, on which runs a trolley carrying

(

570

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

TRENCH COXSTRULTIOX-NOKTH AMERICAN' KAILWAY CON-
STRUCTION CO.

chain block and tackle. This facilitates the handling of heavy parts
from the cars to the shops.

The company casts its own babbitt bearings, which are used ex-
clusively. A jig is kept for every size of bearing and a lathe
chuck for boring each different diameter. Formerly it was the
practice to have a standard diameter for armature shafts for each
make of motor; the standard being the smallest shaft on the road
for that particular make. This often necessitated turning down a
comparatively little worn shaft to meet the standard, resulting in
considerable waste. Now each armature and its shaft is given a
serial number and the shaft keeps its own diameter, being turned
down when worn, just sufficient to true it up. The number is sten-
ciled into the shaft with steel stencils and steel wire gages are

EDGERTON CAR DARN".

made giving accurately the diameter of each end of the shaft. To
these gages arc attached a brass tag bearing the make of motor
and the corresponding shaft number. These tags and gages are
filed at the repair shop. When the motor-inspector decides a motor
will need new bearings in a short time he sends the shaft number
to the shop and bearings are cast and bored in accordance with
the corresponding gages. It is therefore not necessary to keep an
armature out of service until new bearings can be made.
Armatures after being rewound are baked for 48 hours at 200°

F., in a small oven 6 ft. square and 6 ft. high. The oven is made
of sheet iron lined with asbestos, and is heated by a steam coil in
the bottom. Four armatures may be baked at one time and are
supported in the oven on an armature truck, shown herewith.

All tracings and blue prints used in connection with repair work
of any kind are kept in the master mechanic's office in enclosed
cardboard mailing tubes with a removable cap at one end. The

ARMATURE RACK.

tubes arc niuiibercd and drawings are indexed in a small blank
book.

Mr. Becker has originated the following model set of rules to be
observed by all shop employes:

SHOP RULES.

1. The time for commencing and stopping work will be indicated
by steam whistle. All employees must have their shop clothes on,
prepared for work at that time, and not then begin to get ready.
Repeated tardiness will not be overlooked. Shop engine will be
started five minutes before whistle blows. Smith helpers must light
their fires at the same time and have them ready for a heat promptly
when whistle blows. All oiling of machinery must be done before
whistle time.

2. No employe shall leave his respective department during
working hours, except by permission of his foreman. .'\n employe
intending to be absent must notify his foreman of such intention, so
that foreman can arrange work accordingly.

3. Smoking during working hours is positively forbidden.

4. It is our intention to employ only strictly sober, steady, relia-
ble men; those in the habit of losing time unnecessarily, and with-
out previously notifying his foreman will not be retained.

5. Loud and unnecessary conversation with other workmen is
forbidden.

6. All devices, patterns and tools made by mechanics to facilitate
their work, shall be the property of the company, and must not be
destroyed or taken from the premises.

7. No employe shall use any material for his personal use or do
any kind of work for himself on the company's premises.

8. Each workman will be responsible for all tools or machines,
including counter-shafts and loose pulleys, used by them, and for
the window at their benches. Any breakage of tools, machinery,
waste of material, breakage of glass, or damage to building, must
be reported at once to their foreman, who will fix the responsibility.

9. No employe will be allowed to leave his work during working
hours to procure beer or other stimulants; neither will the drinking
of the same be allowed on the premises at any time, under any cir-
cumstances.

10. Employes are expected to pay strict attention to their work
during working hours, to the exclusion of all other subjects, and at
all times endeavor to advance the interests of the company in every
way. Inasmuch as they each expect their full wages, without deduc-
tion for time wasted, material destroyed or imperfect work, it is but
just they should be willing to give an equivalent for what they re-
ceive.

11. Each workman will record his daily work on a time card
provided for same. You will receive instructions as to what divi-
sion and account your work is to be charged to when assigned to it
by your foreman.

12. Each workman is expected to keep his respective tools clean
and well oiled; also their places clean and free from offal. Em-
ployes must not occupy car or other vehicles while eating meals
or when not at work; neither shall they leave any refuse from their
meal exposed when through eating.

13. Violation of, or indifference to the foregoing rules will be
sufficient cause for discharge.

14. The foreman of each department is expected to be present

Oct. 15. ii;<io, I

S'IRI'.l'/r K All. WAY REVIEW.

571

\^ ^ -"ihtTtiJ fc "'

-4

ACINKS AVK. TKICSTLK IHHS.

there at least ten niimites before and after working hours. He will
be responsible for the conduct and work of the men in his charge;
will see that the rooms and machinery in his department are kept
clean and in good order, and that all "waste" and waste material
and litter are removed at the close of each day. It shall In- his spe-
cial duty to see that these rules are duly enforced.

PAINT SHOP METHODS.

The routine of repainting a car is as follows:
After burning off, two coats of lead are applied and the crevices
and nail holes puttied. The surface is then given what is known in
these shops as a "glazing" coat, consisting of a mixture of putty,
white lead and varnish, a few drops of color corresponding to the
final color being added. The glaze dries two days, when it is
sandpapered and three coats of paint put on, allowing a day between
each coat. The car is then ready for varnishing, during which pro-
cess all the windows in the shop are closed and the floor around
the car sprinkled with water to ensure freedom from dust. Over

the last layer of paint is applied
a layer of color varnish, mi,\ed
in the proportion of one-sixth of
color to five-sixths of varnish.
This is not rubbed at all, the glaze
coat giving all the effects secured
by the rubbing process. Two
coats of finishing varnish, on
which no rubbing is done, com-
plete the car body.

The dash is treated in a little
different way. After burning it is
washed in a strong solution of lye
to remove any scraps of the old
paint. The lye is washed off and
as a precaution against rust the
surface of the dash is gone over
with a piece of block pumice stone and afterward treated with
a washing of coal oil, which has been found to absolutely kill
all traces of rust. The coal oil is washed off with gasoline.
.•\fter these preparations the dash is painted and varnished ac-
cording to the same process as is followed on the body.

The interior decorations are seldom touched, but when it is
necessary are re-stained.

Paint brushes when not in use are kept in water and varnish
brushes in varnish to w^hich a little oil has been added to prevent
skin forming on the surface. Brushes are suspended around the
inside of small tubs by means of screws, screwed a short distance
into each handle and catching on the edge of the tub.

Paints are purchased in small cans and instead of dipping them
out with a stick or brush, which always results in more or less
loss, a small screw press is used having a disk at the lower end of
the screw just large enough to fit into the inside of the can. By
turning the screw the desired quantity of paint may be forced out
through a small trap door in the bottom of the can which is

PAINT PRESS.

fastened to the wall by brackets. The disk always rests on the
lop of the paint, preventing evaporation or the formation of scum.

ROI.I.ING .STOCK.

The company owns 814 cars, of which 482 are grips and cable
trailers and 332 are electric motors. They arc of various sizes
and shapes, but the company has selected the following lengths (or
future stanilards: For single truck cars, 24-ft. bodies, 30 ft. over
all; for double truck cars, .10-ft. bodies, 42 ft. over all. The cars
have been supplied by the Brownell Car Co., the I.aclcdc Car Co.,
I hi' .Anuricnn Car Co., the St. Louis Car Co., and the Stephenson

I'AKI.OH CAR

-METROPOLITAN RAILWAY HCILT IIY BROW.NELL
CAR CO., ST. LOUIS.

Co. Part arc mounted on Du Pont single trucks, part on McGuirc
maximum traction trucks, a number on Brill and Peckham double
trucks and the remainder on Bcmis box trucks. The Du Pont "C"
single truck, made by the Lorain Steel Co., is the standard for
single truck cars.

The motor equipments in service are as follows: 22 G. E. 57; 24
G. E. 1,200; 30 G. E. 800; 74 G. E. 1,000; 172 G. E. 52; 490
G. E. 67; 20 Westinghouse No. 12; 16 Westinghouse No. 3.
Eighty-five of the double truck cars have four motor equipments
to the car. Some of the cable trains are fitted with friction brakes,
some with track brakes and 86 of the newer electric cars have
Christensen air brakes of a recent type.

The company also owns 15 McGuire electric sweepers, eight cable
sweepers, one Trenton trolley wagon, and is now rebuilding three
passenger cars, which will be used for carrying mail bags from
the post office and sub-stations along the route to the depots, a

INTERIOR OF P.\RLOR CAR.

contract recently having been made with the Government for this
service.

Most of the wheels in use have been furnished by the Kansas
City Car & Foundry Works, now owned by the Griffin Wheel
Co., Chicago. Cable car wheels are 30 in. in diameter and
electric wheels 33 in. Each wheel at the time it goes into ser\'ice
is given a serial number, cut into the hub with steel dies, and
when it is removed a report of its life is made out on a form repro-
duced herewith.

(

572

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

All motor cars are built with vestibules coinpletcly enclosing the
platforms except on the side nearest the curbs, this opening being
protected by folding gates which are operated by the motorman.
The arrangement of levers by which the gates arc opened and
closed from the front platform will be apparent from one of the ac-
companying sketches. A motorman that opens his gates before he
has brought the car to full stop is immediately discharged.

have instructions that whenever an accident occurs involving per-
sonal injuries, to notify the office at once by telephone and the
surgeon immediately goes to the scene. He renders all assistance
possible and has the person removed to the hospital or home, as
seems best. If the patient so desires he takes full charge of the
case, making as many visits as necessary and providing medicine
and bandages without charge.

Metropolitan Street Railway Co.

Ki-port of Wheels Cbaiifred Under Cars.

. Division, M<^nlh of.

DAie

PUT IS

on Wherl. Pui

WHV REMOVED

CAR HOUSES.

There are on the Metropolitan system 14 car barns, most of
them at the terminals of important lines. They are used mainly
for storage purposes, for inspection of cars at night and for
making such light repairs as the foremen can attend to.

CLAIM DEPARTMENT.

The great number of hills, and the many intersecting points of
cable and electric lines in the business district tend to make the
item of "claims and damages" on the Metropolitan system exces-
sive, although the amount is not nearly as large as one would be
apt to predict after riding over the system for the first time. The
trainmen seem to be above the average in the display of ability and
good judgment, and the knowledge of the hazardous conditions
undoubtedly causes a higher degree of care on the part of both
public and employes. Special signalmen at the more dangerous
points, careful inspection of braking mechanism and the use of
safety platform gates on electric cars, also have the effect of
keeping down the number of accidents. The following records give

HEAVIEST ELECTRIC GRADES.

the total number of all occurrences during June and July that could
possibly result in actions for damages being brought against the
company, including ejectments of passengers. The months are
average ones.

ACCIDENT STATEMENT.

Total accidents for July, 1900 443

Fatal accidents for July, 1900 2

Total accidents for June, 1900 409

Average per day, July, 1900 14-35

Average per day, June, 1900 13-63

Considering the conditions these numbers are not excessive. Of
the 445 accidents for July, 1900, 116 were collisions of cars with
vehicles; 55 were the result of persons leaving moving car; 32 of
persons boarding moving car; 22 were accidents to employes; 21
were collisions of cars with persons, and 15 were ejectments of
passengers.

At the company's office there are in constant attendance from
the moment the first car is scheduled to start in the morning until
the last car is turned into the barn at night, at least one expert
surgeon and one or two assistant claim agents. The car crews

A full report of every mishap is required from both conductor
and gripman or motorman. These reports are made in copying
ink on blanks printed in copying ink. The blanks show date, direc-
tion car was going, time, number of car, names of train crew, rate
of speed, exact place of accident, name, occupation and address
of person injured and part of body hurt, or name, occupation and
address of owner of property damaged, kind of property and ex-
tent of damage. In addition the names of all witnesses that can be
secured must be given and a statement by conductor and motor-
man or gripman. On the reverse side of the form is printed a
diagram, on which the trainmen must indicate relative posi-
tions of car and persons or wagons struck, and the location of any
object that would have any bearing on the case.

The day the report is received at the office, blanks are sent to
all the witnesses named, asking the following questions: Did you
see the accident? When and at what time did it occur? Where did
it occur? Where were you when the accident took place? Was
the car in motion? Were the bells ringing? Do you know anyone
else who saw the accident? If so, give names and address. Who
in your opinion, is to blame for accident? Please give full account
of accident as witnessed by you. showing no favor to either party.

DDHDaaannr:

innnr

HEAVIEST CAHLE GRADES.

In the case of personal injury accidents the attending surgeon
also makes a report, using a blank on which the following ques-
tions are asked: Name of injured party. Age and nationality. Pres-
ent residence. Occupation. Married or single. Place of accident.
Time of accident. Statement of injured party. Is this accident
slight, serious or probably fatal? Will any permanent injury or
deformity result? If so, what? How soon will injured party be
able to resume his usual occupation? Previous disability? Where
was injured person treated? What disposal was made of injured
person?

As soon as the train crew's report is turned in it is given a
serial number, and all replies received from witnesses, the sur-
geon's report and any other papers connected with the case are
given the same number and pinned together. These are filed in
numerical order. The train crew's report is also copied into an or-
dinary letter copying book, so that there shall always be a duplicate
in case the original is sent to some other department for reference
or should be lost.

The files of reports are double indexed in a small book under
the motorman or gripman's name and under the name of the person
injured or the owner of the property damaged.

Oct. 15, Kjon.)

STREET RAILWAY REVIEW.

^73

Tlic secretary nf tlic clniiii dcpartiiu'iil iii.ikes up a slaleiiiciit at
the end of each month showing the number of each kind of acci-
dent for each line. To facilitate this work all the various kinds
of accidents are given numbers, as shown by the following schedule,
and in making the report the accidents are referred to by these
numbers.

CLASSIFICATION OU ACCIDENTS.

1. Boarding moving cars.

2. Leaving moving cars.

3. Cars striking obstruction in slot or Ir.ick.

4. Tell in cars.

5. Cars starting while alighting.

6. Cars starting while bnardinn

7. Cable slot injury.

8. Collision of cars.

9. Collision of cars with persons.
ID. Collision of cars with vehicles,
ir. Collision of cars with animals.
1-'. Cars off track.

1,5. Fell off cars on curves.

14. Fell off cars on straight track.

15. Struck by column while boarding.

16. Struck by column while alighting.

17. Struck by column while passenger.

18. Center pole injury.

19. Bicycle accidents.

20. Disturbance on cars.

21. Ejectment through trouble about fare.

22. Ejectment through trouble about transfer.

23. Ejectment through trouble about change.

24. Employes injured while on duty.

25. Electric shock to persons.

26. Electric shock to animals.

27. Frightened horses.

28. Injury to company's property.

29. Miscellaneous.

30. Injury to packages, clothes, etc., belonging to passenger.

31. Fell leaving standing train.

32. Fell boarding standing train.

33. Struck while on one car by car passing on opposite track.

34. Falling in excavations in or at side of track.

35. Fell after leaving car.

36. Hit by brake handle or grip lever.

37. Injured by car door.

38. Fell before getting on.

30- Manhole covers to slot breaking.

When the person involved in the accident is a woman the fact is
indicated by drawing a circle around the number. A number un-
derscored once indicates "also personal injury," as when a car
smashes a wagon and also injures the driver. A double under-
score indicates "fatal."

The company has had trouble with "accident" lawyers locally
known as "snitches" who make a specialty of inducing persons in-
jured by cars or owners of property damaged to bring suit against
the company, whereby the client usually receives one-third of the
money recovered and the lawyer the remaining two-thirds. In one
instance the company discovered that one of these practitioners
was in the habit of keeping close watch at the company's office
and whenever the surgeon left, apparently for the scene of an
accident, the lawyer would mount his wheel and endeavor to
make a contract at once with the injured party to bring suit.

Suits for damages in the state of Missouri must be brought
within five years of date of accident or they become outlawed.

The personnel of the claim department is as follows: General
claim agent, Thomas Worthington; general claim attorney, M. J.
Oldham; secretary claim department, Omar R. Nagle.

METHOD OF PURCHASING AND KEEPING SUPPLIES.

The purchasing agent. Mr. H. C. Schwitzgcbel, buys all materials
with the exception of rails, ties, cables, wheels, oil and one
or two other items that are purchased on contract and charged
to special accounts. Materials bought through the purchasing
agent go into a general storeroom and are given out only on
requisitions signed by the division superintendents or heads of
departments and O. K.'d by the general manager or superintendent.

KI-KVAllCn KOAI), SLKl'ACii L'-Nli^i A.ND TUNNEL.

The storekeeper enters on the requisition the value of the goods
corresponding as near as possible to the price originally paid for
them and charges them to the division on which they are to be
used under one of the following heads:

Car repairs (which includes everything that is not movable con-
nected with a car).

Car expenses (which includes all movable parts of a car).

Track repairs.

Motor repairs.

Overhead line and trolley repairs.

Bridge repairs.

Building repairs.

Engine and machinery repairs.

Electric light repairs.

Miscellaneous.

Construction (which includes materials for new work not or-
dered by contract).

The company carries from $30,000 to $35,000 in stores.

PARKS AND PLEASURE RESORTS.

The Metropolitan lines serve several parks, two of which have
been fitted up quite elaborately with the usual attractions found at
places of this kind. Fairmount Park, located seven miles from the
center of Kansas City on a spur from the Independence electric

P.WILIOX AT TROOST PARK.

line, is the most extensive and contains a dancing pavilion, a lake
covering five or six acres, athletic grounds, hotel, cafe, small the-
ater and a large uncovered amphitheater having a stage and sound-
ing board where free entertainments of a high order are given
nightly and afternoons. During the past season the Banda Rosa
rendered concerts for three weeks. The fare from the heart of
Kansas City to Fairmount and return is 25 cents.

574

STREET RAILWAY REVIEW.
STATISTICS ON TRACK AND TRAFFIC.

[Vol. X, No. lo.

Average Miles of Track.

Car-Miles Run,

Passengers Carried.

Gross
Receipts.

f265,328
428,954
59 i,41()

Horse.

Cable.

Electric.

Total.

Horse.

Cable.

Electric.

Total.

Horse
Lines.

Cable
Lines.

Electric
Lines.

Total.

Six months ondinp Dec.^^I, 1886

20.4
20.8
17.8

20.4
23.8

1.283,225

1,283,225

1,978,646
4,126,210

5,269,828
5,710,624
3,948,544

5,269,828
8,476,068

3.0
14.7

1,342,684
1,274,140

635.902
2,852,0711

2,766,044
7,831,295

•' 31,1888

11,779,839

" 31, ISSI

15.8

22.9

1.7

40.4

754,891

1,111,373

4,S6'>,740

86,855

5,767,974

2,998,439

ll,7y.577

299,955

15,021,971

•• 31,1891)

10.9

23.4

7.7

41.9

781,913

678.953

4.li06,294

437.108

5,722,355

1,048,073

12,772,578

1,173.731

15,594,382

" 31, 1891

10.9

24.2 ■

8.2

43.3

675,501

614,026

4..148,713

410,292

5,-179,031

1,304,530

11,128.021

l,(il(...57il

13,449,127

" 31, 1892

10.8

24.8

8.2

43.9

723,662

550,481

4,281,123

402,077

5,2.33,681

1,206,975

12,097.492

l.u49,.=;9u

14.414.057

•• 31. 1S93

9.7

24.8

8.2

42.7

683,828

490,044

4,1.^0,298

445,975

5,0"8,317

1,084,008

11,444,.SS8

1,083.001

13,013,127

Seventeen mos.cndini.' Mav31, 18')5..

9.3

W.9

33.1

67.2

1,131,937

666,624

5,650,739

1,908,740

8.291.003

1,486,198

15,706,225

5,3SS,.'>75

22.581.298

12.8

62.4

58.1

133.4

1.7.S(),94lJ

496.127

9.022,913

2,.'^)2,777

12,021.817

1,173,910

26,',2S,45S

6,343.075

34,340.046

•• 31,1897

13.2

62.4

.59.8

135.5

1,774,892

404,850

9,1192,120

2,550.0<)5

12,047,1105

793,093

2(.,773,.s.S9

0,577,.>ii7

34,144.889

" " 31, 1898

62.4

71.3

134.4

1,949,000

6,060

9,204,781

3,142.7.Vi

12.413..^.sci

1,80')

28,270,107

9.214..-1

,!7.4'I2.492

" •' 31, 1899

57.0

78.4

135.5

2,0')4,378

8,974,572

3,730,215 12.710,817

28,000,781

ll.O'l'l.lll.i

4U,2'l9,.'Si<4

»• ** •• 31 1900

52.5

92.9

145.5

2,351,267

8,879,945

5,025,782 13.905.727

29,421,390

10,00.- ,9.1i

45,490,377

This resort and Troost Park, two miles from the business dis-
trict, are owned by a park company, of which Mr. C. W. Waddell
is president.

EMPLOYES.

Applicants for the positions of gripinen, motormen or conductors
are required to answer certain questions as given below, and to
their applications are attached a report made by the company's phy-
sician. The blank used is as follows:

METROPOLITAN STREET RAILWAY CO.

EMPLOYEES EXAiVllNATION.

of A|'l>llC40t_

-Singlc-

yormor Occupation

Applicnlion for position of_

what hnve yuu liiu] mcdickl advleo
•luring tUe imst two yctni

Wlut pb}»ician (lid jou con«ultf

What p<-rdoual tn)ury or accident bavo j-ou bad) -

Have J'ou c^-cr lioil nnj' of tbc following' — .

lirarei BronfAlll,

n.incull. In tJrinaUog A.tbisa ■ ■

I».ei4ul llpin or Hnli, lll*cdln< I'll..

l.o» ol r«n.eloun«M Varl^a* V.in.

lUbl.ual er ChnMik CouatL I^ralr,!*

I,.r,vlul »wht. - F.u

llriuitl». (rn^uf nl) tluDMioli*

DKilnr,, oi Sborl Snub

IMlliign TrroiFO,

nrl.clol UvarlnK

Utccn Of Opea Sam

Pl.lula

Splitlnl o( lllood. ,(rou I
ciuv. tuia lulln

Do you use alcnbolic li,juora or nai^ootiatf

llava YOU been in any eanilarium or token treatuieiit for alcohol or Darcotictt _

(Applicant aif n bere)w.

EXAIHINERS REPORT.

Dill lie »ign the above io your prewncc i

Has he bad atricture or venereal diwaaot

Ha. be a rupture t

liaa be the appeaimuce of a temperate man t

What i* bis 5goret Height?-

Cheat circumfereocn in rapoae

Forced expiration

Weight I-

Forced inapiration_

Circumference of Abdomen _

Condition of bcnrt

Urine, a[icdfic gravil]r_

Albumen 3ugnr_

What ia tlio condition of eye aigbt I .

Woold yoD elaaa him aa fully up to tvetvgo of rcquiromcnta I
Kcmarka :

_ Hcnring_

_day of _

If the examination is satisfactory the applicant deposits $25 and
signs an agreement with the company covering rate of wages, lia-
bility of company toward the employe in case of accident, and
other matters. He then works seven days without pay as a student,
in charge of a regular employe, and if he proves himself capable
at the end of this period he is assigned to some division and placed
at the bottom of the extra list. It usually takes from five to eight
months to secure a regular run.

Trainmen are paid according to the following schedules: On
cable lines, 17 cents an hour the first year, 18 cents the second,
19 cents from the third to the fifth, and 20 cents thereafter; on the
important electric lines, 16 cents the first year, 17 cents the sec-
ond, 18 cents from the third to the fifth, and 19 cents thereafter;
on the lesser electric lines, 15 cents the first year, 16 cents the
second, 17 cents from the third to the fifth, and 18 cents thereafter.
The runs average from 9 to 12 hours a day.

Each division superintendent keeps a record of every man on
his division, entering in an indexed book every time the employe
violates a rule.

The following are two sample records:

John Smith. Employed July ig, 1895. Gripnian. Broken in by
Chas. Peters. Feb. 12, 1896, failed to release cable at Brooklyn
Ave., west bound. Broke wheel and delayed trains about 30 min-
utes. Said he made throw all right and in good time, but found
that rope was not going to leave grip and then tried to stop but
found he could not stop in time to save wheel. Discharged for
want of evidence to bear out his statement. Mar. 26, 1897, rein-
stated in company's employ. July 2, 1898, missed run. July 6, 1898,
missed run. Sept. 10, 1898, resigned to go to work on a farm.
This man was never contented with what he had. Was only a
medium gripman.

Peter Jones. Employed Apr. 22, 1898. Conductor. Formerly
dry goods salesman. Feb. 16, 1899, suspended three days for start-
ing his train before passengers were safely on and oflf. May 22,
1899, suspended one day for not making his meal relief at supper.
.\ug. 15, 1899, discharged for missing fares.

TICKETS AND TRANSFERS.

There are 63 transfer points on this system, and although trans-
fer tickets are given at practically all intersections the arrange-
ments are so made that a passenger can not ride in a loop and
must make a continuous journey. The transfer system makes pos-
sible several trips approximating 12 miles in length for a single
five-cent fare. Transfers for each division are numbered consecu-
tively and a record is kept of the total number issued to each con-
ductor. The month and day are punched out by the division super-
intendents in the morning and the conductors punch the time and
division to which the ticket is issued. Tickets must be presented
within 15 minutes of the time punched. A different color is used
for each day, ten colors in all being employed, as follows: Light
green, mandarin, straw, lilac, old gold, salmon, blue granite, rose,
oiive and gold, these having been found the most satisfactory. The
company issues about 75,000 transfers a day.

On the line to Independence regular stations are established and
single, round trip and commutation tickets sold to each station at
proportionate rates.

FINANCIAL.

The total capital liabilities of the Metropolitan company aggre-
gate $14,086,800, of which $5,586,800 is capital stock issued, the total
authorized stock being $8,500,000, and $8,500,000 is mortgage bonds,
part being the obligations of the underlying companies, to retire
which at maturity a sufficient amount of Metropolitan bonds are
held in escrow. The company also guarantees the interest on
$2,600,000 Kansas City Elevated Co's. bonds.

The accompanying table shows the growth of the Metropolitan
Street Railway Co. since 1886. These statistics do not include the
figures for the purchased companies prior to their becoming a part
of the Metropolitan system.

Oct. is, igoo.]

STRICI'T RAILWAY RKVIKVV.

S7S

Personal and Biographical,

Kansas City has been the schooling place (or a number of prom-
inent street railway enRineers and managers. A few of these have
passed from this life, but several others arc still actively engaged
in railway worU, and are profiting by the experience gained while
trying to find ways and means of keeping cars running over the
city's hills. This description of Kansas City's street railways
would not be complete without some further mention of these
pioneer workers to whom the industry at large is indebted for
many of the ideas and principles that arc now common property.

Mr. Nehcmiah Holmes, well styled "the father of Kansas
City's street railways," was recognized as one of the most pro-
gre';';ive and public-siiiritcd citizens in the state. .'\ man of large

W. E. Kn«KI\\TRlCK,
Secretary and Treasurer.

A. HARDER,

Auditor.

means, lie was always foremost in making improvements and start-
ing new enterprises, some of which have, since his death, been
carried forward by his sons, Walton H. and Conway F., to an
importance exceeding his own flattering anticipations.

He was born in New York in January, 1826. He left school at
an early age and went to Aberdeen, Miss., where he engaged in
the mercantile business with highly successful results. Disposing
of his establishment in 1856, he was attracted to the hustling town
of Kansas and ultimately became closely identified with its growth
and prosperity. In 1868 he projected the Kansas City and West-
port horse railway and completed it to Westport. He also built
the Jackson County horse railway to the state line, and at the
time of his death, in 1873, was the chief street railway capitalist
west of the Mississippi River. Mr. Holmes was an old line
Whig, and a grand worthy master of the Independent Order of
Odd Fellows.

Mr. Robert Gillham, the founder of Kansas City's cable railway
system, was born in New York, Sept. 25, 1854. He continued the
study of engineering until 1874, when, at the age of 20, he began
the practice of his chosen profession at Hackensack, N. J., and by
faithful work and the display of unusual ability soon attracted a
wide clientage. In 1878 he went to Kansas City, where he deter-
mined to make his home. He had been in the city but a short time
when he was taken with the idea of substituting the cable system on
the unsatisfactory horse lines then constituting the only means of
transit, and at once bent his energies toward carrying out his
projects. After years of discouragements and delays he saw his
cherished plans completed and lived to enjoy the full fruits of his
labors. Mr. Gillham subsequently acted as consulting engineer
for cable railway companies in St. Joseph. Mo.. Nashville, Cleve-
land, Ft. Worth, Providence. Brooklyn, Chicago. Omaha and
Denver. At the time of his death in 1898 he was general manager
of the Kansas City, Pittsburg & Gulf R. R.

Mr. Clift Wise, who assisted Mr. Gillham in the construction of
the early cable line, went to Kansas City in January, 18S4, having
been appointed division engineer of the Kansas City Cable Ry.
The following year he was made chief engineer, succeeding Mr.
Gillham, who had been badly injured while working in a cable
conduit. Mr. Wise built the Independence Ave. line, the East
Ninth St. line, and the Troost Ave. line, and was chief engineer of

construction work on the Eighth and Woodland Ave. power sta-
tion. He left Kansas City in 1889 to take a position with the St.
Paul Street Ry., St. Paul, Minn., from which city he went to Chi-
cago to engage in general railway construction work. Mr. Wise tells
with pleasure that he gave Mr. M. K. Bowcn his first street rail-
way position and in 1889 obtained for him the office of superin-
tendent of the Kansas City Cable Ry.

The late M. K. Bowen began his street railway career as transit
man on the Kansas City Cable Ry., but by the display of those
rare qualities that foretold something of his coming successes, he
soon advanced to the positions of chief engineer and superin-
tendent of the system. Upon the completion of this road Mr.
Bowen went to New York City as representative of the Short
Electric Railway Co. He remained there a year and then went to
Chicago as assistant superintendent of the Chicago City Ry., from
which ofTice he rapidly advanced until finally he became presi-
dent and general manager, which positions he held until his death
on Apr. 9, 1899.

Mr. J. C. Henry was born in Woodstock, Ont,, in 1848. He
left school at the age of 16 and immediately took up the study of
telegraphy. During the next 10 years of his life he was employed
as superintendent of telegraph lines and train dispatcher for the
Philadelphia & Erie Ry., the Union Pacific and other roads, but
spent his evenings and holidays in studying electrical science with
particular reference to the application of electric power to street
railways. In these years he made a number of valuable inventions,
including the Henry velocimeter, now sold in slightly modified
form under the name of the Boyer speed recorder.

In 188.3 he resigned his railway position so that he might devote
all his time to experimental and inventive work. The following
year he moved to Kansas City and installed two electric railways
on the overhead system as described elsewhere in this issue. After
completing his Kansas City work Mr. Henry went to San Diego,
Cal.. where he built a number of electric roads, on one of which

W. .\ .--.N 11 EKI.ee.
General Superintendent.

CHAKLEs (.Ku\EK.
Electrical Engineer.

a 9-per cent grade was successfully surmounted by cars equipped
with his apparatus. In 1889 he went East and became connected
with the Thomson-Houston and General Electric companies as an
expert in patent matters. He now lives in Denver, Col., where he
devotes his time to making further developments in electric rail-
way apparatus.

Mr. E. J. Lawless commenced his street railway career in 1877,
taking charge of a crew on the construction of a branch line of
the Sutter Street Ry. in San Francisco. Cal. When the work was
completed he was made assistant secretary and afterwards assist-
ant superintendent. In 1885 he was called to Kansas City and
superintended the operation of the Kansas City cable road until
18S6. when he was engaged by the Metropolitan road to superin-
tend that system, which position he held until 1888. He then
retired from the railroad field, but came back to the fold in 1891.
when he was engaged as manager for the Paterson Railway Co. In
1894 he became general agent for the American Car Co., of St.
Louis, which company he still represents.

576

STREET RAILWAY REVIEW.

[Vol.. X, No. 10.

Chief Civil Engineer.

1). W. DOZIEK,
Chief Mechanical Engineer.

.1. \V. (,. llECKhK,
Master Mechanic.

THOMAS WOUTUINGTUN,
General Claim Agent.

The general direction and management of the Metropolitan sys-
tem are now in the hands of two gentlemen who were born and
reared in Kansas City and have been in the street railway busi-
ness all their lives, Walter H. and Conway F. Holmes, sons of
N«hemiah Holmes. At the age of 12, Mr. W. H. Holmes went
into the office of his father's company, the Kansas City & West-
port Horse Ry., and his brother Conway at the same time was a
mule car driver. Within a few years the brothers organized the
Grand Avenue Cable Co., of which Walton was president and
Conway general manager. In the spring of i8g4 this company
absorbed the Kansas City Cable Co., and the following year was
itself merged into the Metropolitan Street Railway Co., Walton
being made vice-president and general manager, and Conway gen-
eral superintendent of the consolidated system. These positions
they held until 1899, when Walton became president and his brother
general manager, which oHiccs they now occupy. Walton H.
has just passed his thirty-eighth year and Conway F. is three
years his junior.

The Holmes boys, as they are familiarly called in their native
city, have a business record seldom equalled and still more rarely
surpassed. Trained by their father during their early years to
appreciate that success is but another name for hard work, they
have learned and practiced his lessons well. Always business-like
and to the point in their dealings, yet courteous and with the high-
est ideas of integrity, they are admired and respected by their
business associates and their fellow citizens; and strict yet al-
ways just and considerate in the exercise of their offices as man-
agers, they enjoy the loyalty and good-will of every man in their
employ.

Mr. W. E. Kirkpatrick, secretary and treasurer, was born in
1858, at Niagara Falls, Ont., but calls himself a Western man, as
he went to Chicago in his early youth and most of his life has been
spent in that city. In 1874 he accepted a responsible position in
the dry goods house of Field, Leitcr & Co., now Marshall Field
& Co., and at the same time was an officer of the Chicago Title
& Trust Co. These relations remained unbroken until a trifle
over a year ago, when Mr. Kirkpatrick left for Kansas City to
take his present offices with the Metropolitan Street Railway Co.
He is also secretary and vice-president of the Kansas City Electric
Light Co.

In Mr. W. A. Satterlee, the general superintendent, the presi-
dent and general manager have an able assistant, who has every
detail of the system, literally at his finger's ends, for he can an-
swer after a moment's reference to one of half a dozen note books
tucked away in the pigeon holes of his desk, and indexed accord-
ing to a system of his own, about every question that could be
asked concerning the company and its property, from the date each
line was built to the age and weight of the last conductor added
to the extra list.

Mr. Satterlee was born in February, 1856, at Birmingham, Mich.
He graduated from the University of Michigan at Ann Arbor in
1877, aid for the next two years taught school in his native state.
He went to Kansas City in 1880, and started a successful carriage
business which he continued until 1882, during which year he
associated himself with the Smith & Keating Implement Co.
When this company sold its business in 1887 he was retained to

close up its affairs. In 1890 Mr. Satterlee commenced his street
railway life as purchasing agent for the Kansas City Cable Ry.,
and the following year was made auditor, purchasing agent and
cashier. In 1895 when the property of the Kansas City Cable
Co. was sold to the Metropolitan Street Railway Co., he was re-
tained as purchasing agent for the system until April, 1899, when
he was appointed general superintendent.

Mr. Edward Butts, chief civil engineer, has had nearly 40 years'
practical experience in engineering work, 12 of which has been
devoted exclusively to street railway construction. He is the son
of Mr. Anson Butts, who was also a civil engineer and surveyor of
wide experience. Mr. Edward Butts commenced work as transit-
man on the Albany & Steventown R. R. in 1869, and from that time
until 1892, was connected with several railroad enterprises. In
the latter year he was appointed city engineer of Kansas City,
Mo., but resigned two years later to become chief engineer 01
the Metropolitan Street Ry. He is the author of the "Civil Engi-
neer's Field Book."

Mr. Charles Grover, electrical engineer, is a native of Liberty,
Mo., born in February, 1863. At an early age he went to Kansas
City, Mo., where he soon took up the study of applied electricity,
showing unusual aptitude for matters of this kind. In 1886 he
opened a branch office in Kansas City for the Heisler Electric
Co., of St. Louis, maker of electric lighting machinery, but re-
signed this agency in 1887 to go with the Hawkeye Electric Co.,
of Oscaloosa, la. He severed this connection the following year
and became superintendent of the Consolidated Electric Light Co.,
of Kansas City, Kan., and in this capacity built and operatta a new
plant, supplying current for city and commercial lighting. In
February, 1889, the Hawkeye Electric Co., having reorganized and
removed its factory to Davenport, la., Mr. Grover again became
associated with this house, remaining until June, 1891, when he
was made superintendent of the Kansas City Vine St. electric
line, then operated by the South Suburban Railway Co. Upon
the purchase of this property in June, 1894, by the Metropolitan
Street Railway Co., he was made division superintendent, and
later chief engineer of the entire system. Mr. Grover was mar-
ried in 1889 to Miss Mary J. Link, of Linkville, Mo., and has three
children.

Mr. D. W. Dozier, chief mechanical engineer, before he had
become of age left his home in Richmond, Ky., where he was born
Oct. 30, 1853, and started his business career as a steamboat hand"
on the Mississippi River. While still a youth his ability to under-
stand and operate machinery won for him a position as chief engi-
neer on one of the largest boats running from St. Louis. In 1873
he left boating and spent the next few years in the employ of
the Jerome Wheelock Engine Co., of Worcester, Mass., the Barney
& Kilby Engine Co., of Sandusky, O., and the William Wright
Engine Co., of Newburgh, N. Y. During this time he assisted in
the installation of engines and boilers in mills, power stations and
isolated plants all over the United States. He left the Wright
company to become erecting engineer for the E. P. AUis Co.,
retaining this position for seven years, when going to Kansas City
in 1887 to erect a pair of Allis engines, he was invited by the

OlT. 15, KX)0.

STRl-:i"l" RAILWAY RICVIEVV.

577

11. C. St IIW I I /lilCllKI.,
I'urclutsiiiK Aki'iU.

T. ( , IHCIIKS.

( llirf lll'.'jflSMKlll.

). J. o'Ki;ici-i;.

Chief lnH)jcctijr.

I . W. WAUDICI.I..
Manager <tf I'arlcK.

Holmes brothers to remain and lake cliarKe ni llieir pnwer sta-
tions, wliich he <li<l. Both the Kaw River and the Blue River
electric stations were erected and eiiiiipped under his supervision.
In 1892 Mr, Dozier went to Washington, O. C, for a few m(jnths
to superintend the construction of the Wasliington it flenrgetown
F.lectric Ry's. jjresent power station.

Mr. J. VV. G. Becker, master mechanic, was born in Spring-
lield. HI.. Sept. 8, 1866, and received his preliminary education in
St. Louis. Developing a liking for mechanics, he took lessons
in the art of machine and pattern making, and studied drawing and
civil engineering. He has been engaged on work at St. Louis.
Denver and Kansas City, and for the past 12 years has been with
the Metropolitan Street Railway Co., as machine shop foreman,
car barn foreman, assistant in civil engineer's office, and finally
as master mechanic.

Mr. Thomas VVorthington, general claim agent, was born in
Mason County, Ky., in 1852. He has been connected with the
street railways of Kansas City since 1892, having been assistant
claim agent of the old Metropolitan system which was then under
the management of Mr. R. J. McCarty. Mr. Worthington was
appointed general claim agent of the consolidated companies in
March, 1900.

Mr. H. C, Schwitzgebel. purchasing agent, has lived all his
life in Kansas City, He was born Jan. 4. 1857, and at an early
age went into the banking business, following this line of work
continuously for 27 years. In March, 1899. he accepted the office
he now holds, in which capacity he jiurchases all supplies for
the Metropolitan system and takes general charge of their dis-
tribution to the several departments.

Mr, JoliM J, O'Keefe, chief inspector, received his first experience
in street railroading as a conductor on the old Kansas City Cable
Ry., under the late M. K. Bowen. In 1889 Mr. O'Keefe was
appointed chief inspector of the system and in 1890 was made
claiin agent, retaining both positions until 1892, when he went to
Chicago to take the positi<in of cliief of special agents for the

Chicago City Ky. He was later appointed chief supervisor of thai
load, which position he held until 1900, when he again returned
In Kansas City as chief inspector. Mr. O'Keefe was born in 1862
in New York City.

.\lr. J. .\ llariler. auditor and assistant treasurer, began work
with the Metropolitan company in 1887. his first position being
chief clerk in the auditor's office. In June, 1888, he was appointed
auditor and cashier. Before going to Kansas City, Mr. Harder
spent several years on the Pacific Coast in the employ of the
Oregon Improvement Co. and the Columbia & Pugct Sound
Railway Co.. at Seattle. He was born in 1855 at Logansport, Ind.

Mr. T. C. Hughes, chief draftsman in the civil engineering
department, is a native of Plattsburg, Mo. He was born in 1859
and received a technical education at Liberty, Mo., and at the
State University in Columbia, Mo. Mr. Hughes was associated
with a number of experimental lines when electric traction was
in its infancy, having been chief engineer of the Riverside &
Suburban Ry., of Wichita, Kan., in 1887, and chief engineer of the
West Side line in Kansas City, Kan., in i88g. Upon the com-
pletion of this latter road he became chief engineer for the Chi-
cago & St. Louis Electric Railway Co., a corporation formed for
the purpose of building a double track electric railway between
Chicago and St. Louis, over which cars were to be operated at 100
miles an hour. When this project was abandoned he took up
steam railroad work for a while, but a position in the engineering
department of the Metropolitan Street Ry. offering itself he
returned to Kansas City. In i888, while engineer for the West
Side Railway Co., Mr. Hughes visited and inspected all the then
existing experimental electric lines in America.

Mr. C. W. Waddell, who has charge of the park properties and
amusement features, was born in Gallipolis, O., in March. 1856.
and spent the early part of his life in his native state. He went
to Kansas City in 1878. where he spent eight years in the dry
goods business and was afterwards connected with various cor-
porate interests in the city. He has been engaged in park work
for the past six years.

INTERIOR OF TUNNEL.

578

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

The East Side Electric Railway Co,

The only line in Kansas City not under the control of the
Metropolitan Street Railway Co. is the East Side Electric Ry.,
locally known as the "Heim Line," running from the corner of
Main and Fifth Sts. through the East Bottoms for a distance of
three miles. On a portion of this route an experimental electric
line was operated on the Henry system from 18S4 to 1887. but
was not entirely successful. From 1887 to 1892 steam dummies
were run over the line, but these were also abandoned and the
rails removed owing to lack of patronage.

In 1897, Messrs. Joseph J. Heim, M. G. Heim and Ferdinand
Heim, owners of a large brewery and other property in the East
Bottoms, recognizing the influence better transportation facilities
would have on land values, determined to build a first-class electric
line from Market Sq. into the district, and if necessary operate it
at a loss until the region became more thickly populated. Accord-
ingly a franchise was secured and construction work was com-
menced in June, 1899. The road was opened early in the present

stones of jasperite are laid on each side of each rail as on the other
lines in Kansas City, to prevent the formation of wagon wheel
ruts. There is one grade of 5.4 per cent for a distance of 300 ft.,
and one of 4.3 per cent for 1,800 ft.

The overhead work is span construction, with No. o trolley wire
supported from 30-ft. wooden poles 8 in. in diameter at the top.
The poles are set against the curb with oak plank, 4 x 6 in. x 3 ft.,
buried at the base under the curb line to keep the poles from
displacing the curb stones. Trolley wire was furnished by the
Roeblings company and overhead material by the Ohio Brass Co.,
through its local agent, the B. R. Electric Co.

The power station is at the northern terminal of the line and
contains the following: One 350-h. p. simple non-condensing
engine with double eccentric and cylinder 18 x 36 in. It was
built by the St. Louis Machine Works. The engine is direct con-
nected to a lo-pole 200-kw. Siemens & Halske generator which is
guaranteed for 50 per cent overload for three hours. There is

ELECTRIC r.\KK (IN THE IIEl.M LINE,

year, and, somewhat to the surprise of the owners, has paid not
only operating and incidental expenses, but a considerable per-
centage on the money invested as well.

All of the construction work was carried on by the company
itself under the supervision of Mr. W. O. Hands, the present gen-
eral manager.

There are six miles of track, all laid with 6-in., 82-Ib., Johnson
center bearing girder rails, on best white oak ties, 6 x 8 in. x 8 ft.,
placed 26 in. c. to c. Joints were cast-welded by the Falk process
and rails were cross bonded every 600 ft. with two No. o wires.

In preparing the roadbed, a track 16 ft. wide was excavated
to a depth of 13 in. The bottom of this trench was rolled and a
3-in. bed of broken stone laid and rolled. The ties were then
placed in position and ballasted with stone up to within 4 in. of top
of ties, after which the rails were laid and the track surfaced
and lined. The concrete was extended about 12 in. outside of each
outside rail and up to 4 in. of the top of the rail. Most of the
streets through which the line runs are paved with hard vitrified
brick, grouted with imported portland cement grout. Toothing

also a reserve unit used for helping out on what is known as the
park load. This unit consists of a 200-h. p. Armington & Sims
engine with cylinder I4J^ x 15 in., running at 260 r. p. m.
and is belted to two T. & H, D-62 machines. For lighting the
park owned by the company and operating an electric fountain,
there is also one 200-h. p. Armington & Sims high speed engine
belted to one 2,000-incandescent light, iio-volt, Siemens & Halske
dynamo, and one 400-light, iio-volt, Edison machine.

Steam is taken at 120 lb. from one 3S0-h. p. and one 200-h. p.
Heine boilers. Coal is Cherokee mill and on the average eight
tons are consumed per day. The station is equipped with Crane
valves.

One 450,000-c. m. feeder extends about one-half the length of
the line. It then changes to a No. 0000 cable and continues to
within one-half mile of the city terminal. Feeder taps into the
overhead wire are made every 500 ft.

The company owns eight single truck open motor cars, and six
double truck closed motor cars, the latter having been furnished
under an order "to build the finest street railway cars that could

Oct. is, lyoo.)

STREET RAILWAY REVIEW.

579

be nia<lc, regardless of cost." Tlic short cars arc mounlcd on
McGiiire No. 6 trucks with Westiiighousc No. 3 motors, and the
long ones on maximum traction trucks, with Wcstinghousc No. 49
motors. The rolling stock is c(|uii)ped with Falk gears and pin-
ions, the Grovcr trolley wheel, Meaker and Sterling registers. Con-
solidated electric heaters, sand boxes and Griffin 33-in. 350-11).
wheels.

All sand used on the system is dried in a steam dryer designed
by Mr. Hands and for which application for patents has been
made. The dryer consists of a box that may be built as large as
desired, near the bottom of which is placed a coil of steam pipe
heated by either exhaust or live steam. The sand is shoveled in
at the top and gradually sifts down between the coils to the bot-
tom, and is then removed by shovel or hoc through a small open-
ing near the ground. This was the form first devised by Mr.
Hands, but in service it was found that the steam from the moist
sand condensed and dripped down on the dried sand below, defeat-
ing the purpose for which the contrivance was intended. When
on the point of abandoning the scheme the inventor conceived the
idea of placing a number of pipes in the interior to lead the steam
arising from the sand adjacent to the coils at the bottom, up
through the box and out at the top. This was tried and the dryer
is now giving excellent results in every way.

Mr. Hands has also designed a rather novel bulletin board on
which announcements are made to the employes. Refering to the
accompanying sketch of the board, Webb is a regular motorraan
who has violated Sec. F, Rule 6, of the company's "Rules and
Regulations" and has been laid of? from the 6th to the 9th inst.
Rodgers as the first extra man on the list is marked up to take
his place. Oliver is sick and is replaced for the day by Rockhold.
Biggs and Stewart are other extra motormen, and Duffy and
Sinclair arc extra conductors, who arc marked up to take out extra
cars to carry the evening traffic. Biggs and Duffy to take car 6,
leaving at 5:30, and Stewart and Sinclair car 11, leaving at 5:40.
Butchcrt and Harelson may be either over or short in their
accounts, but do not know which imtil they call for their slips.
Hedge is ordered to call at the office to answer for some miscon-
duct.

The company employs 18 motormen and 18 conductors. The men
are paid 17 cents per hour and average 11 hours per day.

The rules for employes on this road are very complete and quite
voluminous. The following extracts will be of interest:

INTRODUCTION.

The trainman is a representative of the company to the public.
The success and reputation of the road to a large extent, depend

Times of unusual danger require an unusual degree of care. Be
cool and keep your head at all times.

CONDUCT OP TRAINMEN.

You must be temperate in the use of intoxicating liquors while
ill the service of the company. Be cleanly in your personal
appearance and polite to passengers. Make use of no profane or
improper language. Abstain from smoking, ungentlemanly con-
duct and unnecessary conversation with each other or with pas-
sengers when on duty. Employes of the company when oflf duty
and using the cars must sit down on the inside of the car, when
there arc vacant seats, but they must not occupy seats to the ex-

Ollyr'

of/

Extra men

I C6rtducten\ Trainmen

on^ Fxtm '{au-.p MolormenOi^jMijonaiiftorfO'ht^ f.ferA'*t»i ret/ at offtte
0' Kotlijer;'^',l'f llorlrji'r-,\ \ 'uujjij hit Duttlwrl

Sitmart

»'<Ni

6M:

fiemar/fi ~ Atlenttcn of fra/nmrn 13 again c 'jn^
We will 0ii/e our pa from tnucti better service i/
fot/oired

BULLETIN BOARD.

elusion of passengers. Do not expectorate out of the windows
or through the gates.

TOOLS AND NECESSARIES.

Motormen are required to have the following tools in a neatly
painted bo.\: A pair of cutting plyers; a medium-sized screw
driver; an 8-in. monkey wrench; a }^-pint oil-can always filled with
oil; a lo-in. file; a screw wire connector; some tape; four fuse
wires; a 20-ft. piece of J^-in. new rope and two carbon motor
brushes.

Conductors must supply themselves with the following: A good
broom; a feather duster; some good soft clean rags or chamois;
some polishing compound; a punch and not less than $2.00 in
change.

The company will furnish the screw wire connectors, the tape,
motor brushes, the broom, the duster, the polishing compound
and the punch.

SIGNALS.

Conductor to motorman. One bell, stop at next stopping place.
Two bells, go ahead. Three bells, stop immediately. Four bells.
back up.

Motorman to conductor. One bell, come forward. Two bells,

POWER ST.VTUlX AND CAR HOU.SK,

INTERIOR OF POWER ST.VTION.

upon his civility, his honesty, his good judgment, his tact and his
ability to get along with all sorts of people.

While the road is intended and expected to be a source of profit
to the company, it was built for the convenience of the public, and
each employe should endeavor to make the service so excellent
that the public will find the road worthy of patronage. In this
way the interests of the company, as well as his own, will be best
served.

going to back, watch trolley. Three bells, set the rear brake.
Four bells, sand track from rear end.

Superintendent or assistant to motorman or conductor. Swing-
ing arm or light slowly across the track, prepare to stop. Swing-
ing arm or light rapidly across the track, stop immediately. Swing-
ing arm or light slowly from head toward feet, move cautiously.
Swinging arm or light rapidly from head toward feet, all right, go
ahead. Swinging arm or light over head, back up.

580

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

STRAIGHTENING OUT BLOCKADES.

When a car lias been delayed at any point for 15 minutes or more
the cars will become bunched, .^fter the cause of the delay has
been removed the first car should proceed immediately. The sec-
ond car should remain until two-thirds of the schedule interval has
elapsed. That is, on a 12-minutc schedule the second car should
wait eight minutes before starting, and the remaining cars should
do the same.

When a blockade occurs, passengers on the rear cars should be
transferred to the forward cars.

FOG OR SMOKE.

During a fog or when there is heavy smoke in the streets, motor-
men will run slowly enough to be able to stop their cars within the

ployer's name, and report the occurrence at the oftice. Side win-
dows cost $2.75 each, and end windows $1.85 each.

To accommodate the patrons along the route the company does
an incipient express business on the front platform. A trunk or
large box is carried for 25 cents. A crate of berries or other small
box for s cents. Lap dogs ride free and other dogs are carried
on the platform for 5 cents each. Disabled bicycles when accom-
panied by the rider are taken on the front platform at a charge
of 10 cents in addition to the rider's fare.

Transfers are interchanged with the Metropolitan Street Rail-
way Co. at several points.

One of the principal features of the East Side Ry. is "Electric
Park," which is located near the power house. This resort covers
about 12 acres and is modeled somewhat after Sans Souci Park in

J. .1. IIlilM.
President.

M. G. HEIM,
Vice-President.

W. O. II.\i\DS,
General Manager.

W. \V. iMORGAN,
Cliief Engineer.

distance they can see ahead. It is much better to be behind time
than to run the risk of an accident. During a fog the bell should
be kept ringing almost continuously, and if a car should be delayed
for any reason, the conductor must go back at least three poles
and flag the following car.

INSPECTION OF EQUIPMENT.

Before starting out in the morning, it is the duty of the motor-
man to thoroughly inspect the trolley wheel, the motors and bear-
ings, brakes, brake shoes and sand boxes.

SANDING HILLS.

Sometimes when the car is going up a hill the wheels will slip.
If the conductor will then open the rear sand box and the motor-

ssotiP doiien

Cor Darn 12 Can Capacittj

DIAGRAM OF POWER STATION AND CAR HOUSE.

man will permit the car to drop back on to the sand the car will
often gather sufficient headway to climb the hill.

DAMAGE TO CARS.

Conductors will endeavor to obtain payment for glass broken or
damages to cars caused by passengers or careless teamsters. If the
guilty party refuses to pay take his name and address or his em-

Chicago, which has been fully described in the "Review." The
principal attractions are a well-built theater where vaudeville per-
formances are given afternoons and evenings, an electric fountain,
a cinematograph, bowling alleys, shooting gallery, pool tables, a
ladies' orchestra and a beer garden which occupies one end of the
grounds and is separated by a partition from the rest of the park.
Great care is taken to preserve perfect decorum in the garden
and the place is patronized by the best element in Kansas City.

Particular attention has been given to the lighting features. The-
fronts of the theater and other buildings are decorated with colored
incandescent lights in artistic designs, tinted lights are scattered
in the branches of tlie trees
and in addition arc lamps
are placed at frequent in-
tervals along the walks so
that at night the place re-
sembles the proverbial
fairy land.

Admission to the park is
lo cents, and reserved seats
in the theater are from lO
to 30 cents extra, depend-
ing upon the performance.

The resort has been a
great success from the
start, as is shown by the
following statistics: From
June 3 to Sept. 9. igoo,
there were 273,700 people
who paid admission into
the park, and this number
does not include 10,000 who
entered on passes. During
the last week an open air
band concert and moving pictures were given and proved the best
attractions of the season, 31.800 admission tickets being sold for
the period. On the last Sunday. September pth, there were 6,650
paid admissions. The electric road carried all of these people three
miles with 14 cars without an injury to a passenger. It must be
remembered when reading these figures that the entire population
of Kansas City is but 200.000.

The officers of the company are: President, Joseph J. Heim;
vice-president, M. G. Heim; secretary and treasurer, Ferd. Heim;

SAND DRYER.

Oct. is, njon. |

STkiarr railway review.

581

Kcncral m.TnriKcr, W. <). H.irids; chief engineer, Vv'. W. Morgan;
electrical engineer, Harry Turner.

The lleim brolhcrs, who own tlie East Side Electric Ky., "Elec-
tric Park," the Heim brewery and considerable property in the East
Bottoms, are progressive business men in the fullest meaning of
that term. They are sons of Mr. Ferd. Heim, who came from
Germany in 1861, and after spending some years in St. Louis went
to Kansas City in 1885, and recognizing the future possibilities of
the city, determined to make it his home. He established the
present brewery which has in later years been extended by the sons
until it has become one of the largest institutions of its kind in
the country. Mr. Joseph J. Heim was born in Germany in June,
i860. Mr. Ferd. Heim, Jr., was born Oct. 11, 1863, and Mr. M. G.
Heim three years later.

Mr. W. O. Han<ls, general manager, has been identified with
electrical and street railway enterprises for many years. From
1887 to iSgo he worked in the various departments of the Brush
Electrical shops at Cleveland and was then employed by the Short
Electric Co. For the next few years he supervised or assisted in
the installation of street railways in Muskegon, Mich.; Rochester,
N. Y. ; Baltimore, Washington, D. C, and Beaver Falls, Pa. In
1894 Mr. Hands went to Kansas City and was made superin-
tendent and purchasing agent of the Northeast Electric Ry., which
is now owned by the Metropolitan Street Railway Co. In 1897 he
became associated with the East Side Electric Ry., first as con-
structing engineer, then superintendent and finally general man-
ager.

EARLY ELECTRIC RAILWAY EXPERIMENTS
IN KANSAS CITY.

HY .1. L. HKNRY.

Ill 1884 and 1885 the writer constructed in the suburbs of Kansas
City, an overhead wire electric railway which so far as he knows
was the first trolley road built in the United States. Previous to
that time a number of Kansas City capitalists had become inter-
ested in electricity as a means of propelling street cars and enough
money was subscribed to build a short road on the Henry system.

Mr. W. H. Holmes then presi-
dent of the Kansas City &
Wcstport Horse Railway Co.
offered the use of an old horse
car and a section of track be-
tween the Kansas City Fair
Grounds and the town of
Westport, and also contribut-
ed financially towards the ex-
periment. The road was
equipped during the winter of
18S4-85. We suspended a pair
of liard drawn copper wires of
No. I gage over the track at
an elevation of about 14 ft.
from the ground. This wire
was supported from the brack-
ets and span wires by thin
metal straps, which left the underside of the trolley wire smooth
providing an unobstructed runway for the trolley, which was a
small carriage having grooved horizontal contact wheels which
ran along and gripped the underside of the wire. The trolley was
connected to the car by flexible wires leading from a pole or mast
on the car roof, the object being to provide a tle.xible connection at
all times with the wire which in several places was a dozen feet
to one side of the track.

Our car was an open summer one with seats down the center
facing outward. This construction permitted the motor to project
up through the floor onto the front platform. The motor was of
a machine similar to the generators which Mr. C. J. Van Depoele
had used for arc lighting. It was supported in an iron frame with
speed changing gearing somewhat similar to that used in lathes.
The frame at one end had a bearing on the car axle, and was spring
supported at the other. The motor was regulated with a rheostat.
The generator was a lo-light Van Depoele machine. The track
rails which had been down a dozen j-ears weighed but 12 lb. per

I. c. iii:.\ivY.

yd,, so that our attempts at fast speed were usually followed by the
car landing on the inside of a neighboring hedge or at the road-
side. As we had connection with both wires and could change the
gearing so as to get a tremendous leverage we were usually able
to get back onto the track again.

In 1886 I converted the East Sth St. horse line in Kansas City
(now the Heim line) to electric traction. The road did not have
sufficient business to justify cable construction and its grades were
too steep for animal power. The street was narrow and given over
to heavy trucking and teaming. After the first day's operation I
was badly discouraged and afraid we would have to give up.
Many of the horses on the street went wild and during the after-
noon it was necessary to carry police olTicers on the cars to go to
the assistance of the drivers. The following day there was con-
siderably less teaming on that thoroughfare and although the
horses soon became accustomed to the cars, we were still bothered
with teamsters who took great pleasure in blocking our way. I
instructed the motormen to scare such fellows but to be careful not

EARLY OVERHEAD TROLLEY CAR IX KANSAS CITY-1K84.

to hurt them. As I remember them the results were often amus-
ing. We soon had a free way and made good time.

This road had span wire, feeder and curve construction similar
in many respects to the general types of today. The motors were
operated from constant potential compound wound generators,
arranged for 500 volts potential. When planning the station I hes-
itated whether to use high speed engines or to purchase a large
second-hand slow speed throttling engine, and to control the lat-
ter with an electric governor which seemed easy to do. Our
president, Mr. W. W. Kindall, favored the former and they were
purchased. I have often wondered since Jhat time that electric
governors have not been used.

On the East 5th St. line we had four motor cars. The motors
which we made ourselves in Kansas City were slow speed ma-
chines, and had i8-in. armatures with projecting teeth. Fields
were wound with a lot of small wires in parallel. The resistance
of the field was varied by coupling the wires together on a switch.
The motors were connected to the car a.xlc through a difTerential
gear very similar to those now commonly used on automobiles.
The armature ran continuously and was thrown into gear by a
clutch.

As I look back to these early experiences I wonder how we ever
pulled through. Keeping up our own courage and that of the men
interested with us in the face of the most disheartening conditions,
running cars in the day time and at night tearing them to pieces
to get at some small defect, this was the program for years. But
we lived through it and demonstrated the truth of our theories.

The report to the stockholders of the Consolidated Traction Co.,
of Pittsburg, for the month of .August. 1900. shows gross receipts
from operation. $240,935: operating expenses. $109,132; net earn-
ings from operation. $131,803: total net earnings and other in-
come. $159,788; surplus alter deducting interest and dividends on
preferred stock. $8,906. For the five months of the current fiscal
year the surplus is $44,330. as against a deficit of $4,107 for the first
five months of the preceding year: this notwithstanding an increase
in the dividends on preferred stock of nearly $12,000 per month.

582

STREET RAILWAY REVIEW.

[Vol, X, No. lo.

PERSONAL REMINISCENCES OF EARLY CABLE

STREET RAILWAY WORK IN KANSAS

CITY, MO.

BY E. J. LAWLESS.

E. J. L.WVLESS.

The work of construction on the Kansas City Cable Ry. was
completed in the spring of 1885, at which time the writer was
engaged to come from San Francisco and take charge of its opera-
tion. This was the fourth city in the United States to operate
street railways by cable propulsion and one of the first cities to
depart from the regular practice in vogue in San Francisco, the
cradle bed of cable roads, the result being novel, startling, but
hardly surprising to an experienced man, with the final culmina-
tion of being obliged to change to San Francisco methods which
should not have been departed from in the first instance.

The grades in Kansas City are numerous and as a whole very
steep, one in particular running from the "Bluffs" to the "Bot-
toms" called the "Incline" (mostly trestle work) having a rise of
iS'A ft. per 100 ft.

The cars were closed, single truck, vestibuled ends, having the
grip hung between the axles, and operated by a wheel attached to a
staflf with hardly sufficient power to pull a baby carriage, to say

nothing of hauling a car load of
passengers. To overcome this
obstacle a worm gear was at-
tached to the grip staflt which
helped to further demonstrate
the inefficiency of the grip. I
shall never forget the first trip
made over the road. The sched-
ule time for the journey was 45
minutes, but we made it that day
in about four .hours. How the
car ever managed to climb the
Incline is still a mystery, but the
writer can yet hear the echo of
the sigh of relief from the occu-
pants, when the top of the hill
was reached.
A peculiar incident occurred in
laying the track on this road, and who was responsible for the er-
ror could never be found out, but the rails were laid about an inch
too far apart, with the result that the car wheels had a bad habit
of dropping off the track on one side, which usually resulted in an
argument between persons on either side of the car, one insisting
that the wheels were od the rail, while the person on the opposite
side thought the other either blind or a fool. It came about this
way: The maker of the gage allowed for the play of the wheels.
The contractor did the same. The track layer followed suit and
the truck maker adopting the regular practice at the time of allow-
ing this play, the results were as stated. Of course the rails had to
be relaid to gage.

The double cable system was adopted, but with a city like Kansas
City, having heavy grades and numerous curves, the cables were
always interfering, so much so that when the reserve cable was
wanted it was found to be in sections and absolutely useless. An-
other serious obstacle was the difficulty of getting trained grip-
men. We got a few from Chicago, but as they were not
experienced in operating cars on grades, they were not much bet-
ter than green men.

Having fully demonstrated the utter impracticability of the
original grip adopted; through the kindness of Mr. C. B. Holmes,
then superintendent of the Chicago City Railway Co., a grip sim-
ilar to that in use in San Francisco was borrowed. This grip
demonstrated its superiority over the other by pulling the platform
of? the first trailer when hauling six cars up a heavy grade.

After three months of the hardest kind of work to perfect the
system, a grand opening was given the public, with the privilege of
riding free the first day. A grip car with two trailers containing
the officials of the road and many prominent citizens led the van.
Everything went well until we came to the head of the Incline.
Here a stop was made preparatory to starting over the bluff. To
many on the cars, that grade looked like a plunge down a cliiT.
When starting from the level down the steep grade the cars
naturally give a heavy lurch. That was enough that day. In less

time than it takes to tell, only two were left on the train, one the
gripman, the other the brakeman. It was on that occasion that a
prominent citizen made his famous leap, the record for which has
never been equalled in that district.

It would take too much time and space to relate the troubles
and tribulations of the first few months of operation. As the men
got experienced the system ran smoother, with the ultimate result
that the financial success of the enterprise was so pronounced (net
earnings 30 per cent for the first year), a regular epidemic of cable
roads started throughout the city. I wish to state here that too
much credit cannot be given to Mr. W. J. Smith, then president
of the Kansas City Cable Railway Co., for his pluck in putting
his hand down in his pocket and furnishing the money (about
$100,000) to make the changes necessary to success, in the face of
adverse conditions and when financial aid was refused elsewhere.

The next cable move in Kansas City was the purchase of the
Corrigan horse car system by a Boston syndicate, and a con-
version of those lines to cable. No doubt many have still vivid
recollections of their early experiences with the Corrigan horse
cars, lo-ft. bobtails, with mules inured to all kinds of service. The
tracks (what there were of them) were single with turnouts. These
turnouts were, however, superfluous, as when the cars met, one
simply turned towards the gutter and traveled along until it struck
the track again. This, however, did not trouble the public any,
as it was difficult to tell if the cars were on the tracks or not. The
first step the Boston syndicate took was to have these cars
washed, and it is said the price of soap in Kansas City advanced
for the time being in consequence. During the conversion of the
Corrigan system the Grand Ave. and Westport lines were also
changed to cable, and this was followed by the construction of the
loth St. cable road, which paralleled the lines of the Kansas City
Cable Railway Co., and proved immediately on its completion and
operation that cable roads in Kansas City had been overdone. In a
period covering little more than two years, about eight millions
of dollars had been invested in the various systems throughout the
city.

The cable craze ended in a grand flourish with the construction
of a cable road in the northeast part of the city, under the Terry
patents. This was to prove a revelation in economy of construc-
tion, and it did so, with a vengeance, as few working on its con-
struction or furnishing material got any money; about $50,000
actual cash paid represented an expenditure of $250,000. The grip
was constructed to occupy little space in the conduit and the
cable was grasped by a series of perpendicular steel rollers placed
loosely in the jaws which were tapered at each end.

After numerous delays and tribulations a start was effected, and
only one trip made over the road. Such an experience has rarely
if ever been equalled. The rollers in the grip jaws made a noise
like a threshing machine, and when they did succeed in gripping
the cable, the car shot forward with a jerk sufficient to throw you
off your feet. In fact the entire trip was a series of jerks and
jumps, the rollers slipping from one end of the jaws to the other.
On the completion of that trial trip every creditor made a rush
for his money. Liens were filed and suits instituted to such an
extent that for years that road stood as a monument to the folly
of the enterprise.

Too much tribute cannot be paid to the citizens of Kansas City
for the hearty co-operation accorded the success of the roads.
They quickly recognized what an important factor the cable system
was in the development of their city, and did everything in their
power to foster and encourage it. There is no portion of his life
on which the writer looks back with greater pleasure than on his
street railway experience in Kansas City.

ALONG THE WAY."

Under the foregoing title the Rapid Ry., of Detroit, has issued a
handsomely printed and illustrated brochure telling of the charms
and beauty and the opportunities for healthful enjoyment which
are found along its line. The cover of the pamphlet is a startling
poster effect in yellow and green. This company has also pub-
lished a time table which is gotten up in the shape of a folder sim-
ilar in every way to the form usually adopted by steam roads, with
a lithographed map of the system, a description of the cars and
route, and connections made at each station with other electric
lines, steam roads and steamship lines.

JOHN M. KOACH.

President and General Manager Chicago Union Traction Co.,

President American Street Railway Association.

584

STREET ILMLWAY REVIEW.

[Vol. X, No. lo.

OFFICERS A. S. R. A.

CONVENTION PROGRAMS.

President, John M. Roach, president and general manager Chi-
cago Union Traction Co., Chicago, III.

First Vice-President, John A. Rigg. president and general man-
ager United Traction Co., Reading, Pa.

Second Vice-President, H. H. Vreeland, president and general
manager Metropolitan Street Railway Co., New York, N. Y.

Third Vice-President, Frank G. Jones, vice-president and gen-
eral manager Memphis Street Railway Co., Memphis, Tenn.

Secretary and Treasurer, Thomas C. Pcnington, treasurer Chi-
cago City Railway Co., Chicago, 111.

Executive Committee, the president, the vice-presidents and —

Charles S. Sergeant, vice-president Boston Elevated Railway
Co.. Boston, Mass.

C. K. Durbin, ex-superintendent Denver City Tramway Co., Den-
ver, Col.

Nicholas S. Hill, jr., general manager Charleston Consolidated
Railway, Gas & Electric Co., Charleston, S. C.

Charles W. Wason. purchasing agent Cleveland Electric Railway
Co.. Cleveland, O.

John R. Graham, president Quincy & Boston Street Railway Co.,
Quincy, Mass.

The papers before the .\merican .Association are;

"Double Truck Cars; How to Equip Them to Obtain Maximum
Efficiency Under Varying Conditions." By N. H. Heft, president
Meriden Electric Railroad Co., Meriden, Conn.

"Comparisons of the Various Systems of Electrical Distribution
for Street Railways." By C. F. Bancroft, electrical engineer Massa-
chusetts Electric Companies, Boston, Mass.

"Consolidations of Street Railways and Their Effect Upon the
Public." By Daniel B. Holmes, counsel Metropolitan Street Rail-
way Co., Kansas City, Mo.

"The Storeroom and Storeroom Accounts." By N. S. Hill, jr.,
general manager Charleston Consolidated Railway, Gas & Electric
Co., Charleston, S. C.

"Painting, Repainting and Maintenance of Car Bodies." By F,
T. C. Brydges, superintendent of car shops, Chicago Union Trac-
tion Co., Chicago, 111.

INTERIOR OF CONVEXTIO.V II.VLL.

A complete list of the cities where the conventions have been h
and the presiding officer is as follovv's:

Boston ]\Ioody Merrill

Chicago H. H. Littell

New York William H. Hazzard....

St. Louis *Calvin S. Richards

Cincinnati Julius S. Walsh

Philadelphia *Thomas W. Ackley....

Washington Charles B. Holmes

Minneapolis George B. Kerper

Buffalo Thomas Lowry

Pittsburg Henry M. Watson

Cleveland John G. Holmes

Milwaukee D. F. Longstreet

Atlanta Henry C. Payne

Montreal Joel Hurt

St. Louis H. M. Littell

Niagara Falls Robert McCulloch

Boston Albion E. Lang

Chicago C. S. Sergeant

Kansas City J. M. Roach

*Deceased.

■Id The annual banquet will be held at the Coates House, Friday
evening, when the officers elect will be installed.

882 The headquarters of the Association will be at the Midland Hotel.

883 The program of the Street Railway Accountants' Association

884 aside from the routine business of the meeting includes the follow-

885 ing papers and reports:

886 "What Does the General Manager Want to Know from the

887 Accounting Department?" By C. D. Wyman, Boston, Mass., lately

888 general manager of the New Orleans City Railroad Co.

889 Report of the Standing Committee on a Standard System of Street

890 Railway Accounting. By the chairman, C. N. Duffy, auditor Chi-

891 cago City Railway Co., Chicago, 111.

892 "The Routine of a Street Railway, Electric and Gas Lighting

893 Company." By C. O. Simpson, auditor Augusta Railway & Elec-

894 trie Co., Augusta, Ga.

89s Report of Committee: "Is a Standard Unit of Comparison

896 Practicable?" By the chairman, H. C. Mackay, comptroller Mil-

897 waukee Electric Railway & Light Co., Milwaukee, Wis.

898 "Department Accounts." By H. L. Wilson, auditor Boston Ele-

899 vated Railway Co., Boston Mass.

900 "Material and Supply Accounts." By W. M. Barnaby, account-
ant Brooklyn Rapid Transit Co., Brooklyn, N. Y.

Oct, 15, i<xm.| STRRET RAILWAY REVIEW. 585

OFFICERS AND EXECUTIVE COMMITTEE OF THE AMERICAN STREET RAILWAY ASSOCIATION.

JOHN A. klCC.
Kirst \*icL'- President.

Jl. II. \l(i:l;i..\M).
Second N'iee-I'residenl.

FK.SNK C. JONES.
'I'hirfl \'icf-l*rcsiilenl.

T. c. 1'EXin(;ton,

Secretary and Treasurer.

C. S. SH;lUiE.\XT.

K. in Kill. \.

l. w. w.^.sdn.

.11 lll.\ K I.K \1I.\.M.

In addition tii the names given on page 531 of the Scptcnilier
is.sue of the "Review" the following exhibitors have reserved space
in Convention Hall: C. M. Gest, Cincinnati, C, icx) sq. ft.; F. H.
Newcomb, Brooklyn, 100 sq. ft.; Heywood Brothers & Wakefield
Co., New York, too sq. ft.; .\uto Appliance Co., Chicago, 50 sq.
ft.; Crane Co., Chicago. 200 sq. ft.; St. Louis Register Co., St.
Louis. 100 sq. ft.; Duflf Manufacturing Co., Alleghany, Pa., 50 sq.
ft.; Knell Air Brake Co., Battle Creek, Mich., 100 sq. ft.; J. W.
Cramer, Kansas City, 50 sq. ft.; Tramway & Railway World, Lon-
don, 120 sq. ft.; Burnham & Duggan Railway .Appliance Co., Bos-
ton, 50 sq. ft.; Sterling-Meaker Manufacturing Co., New York, 200
sq. ft.; Star Brass Works, Kalamazoo. Mich., 120 sq. ft.; Phoenix
Metallic Packing Co., Chicago, 120 sq. ft.; .A.merican Car & Foun-
dry Co., St. Louis, 700 sq. ft.; McGuire Manufacturing Co., Chi-
cago, 500 sq. ft.

♦ « »

LOCAL COMMITTEES.

ENTERTAINMENT AND BANQUET.

W. H. Holmes. Chairman, Pres. iletropolitan Street Ry.

L. E. James, V. P. Metropolitan Street Ry.

D. B. Holmes. Counsel. Metropolitan Street Ry.

Frank Hagerman. Counsel Metropolitan Street Ry.

J. K. Cubbison. .Attorney.

Frank Walsh. .Attorney. Metropolitan Street Ry.

W. E. Kirkpatrick. Sec'y. and Treas., Metropolitan Street Ry.

H. W. Wolcott. Gen. Mgr. K. C. & Leavenworth Elec. Ry.

A. A. Lesueiir. Managing Editor K. C. Times.

A. M. Hopkins. Managing Editor K. C. World.

H. Fleming. Managing Editor K. C. Journal.

C. A. Snider. Evans-Snider-Buel Co.

U. S. Epperson. Mgr. Geo. Fowler Packing Co.

Hugh C. Ward.

Jas. McGowan, Mgr. Barber Asphalt Paving Co.

R". L. Gregory. Pres. Gregory Grocery Co.

EXHIBITS.

W. A. Sattcrlee, Chairman, Gen. Supt. Metropolitan St. Ry.

C. W. Waddell, Manager Fairmount Park.

J. P. Loomas, Manager Convention Hall.

H. C. Schwitzgebcl. Pur. .\gt. Metropolitan St. Ry.

R. E. Richardson. C. E.. K. C. Electric Lt. Co.

F. M. Bernarditi, B. R. Electric Co.

LNFORMATION BUREAU.

Jno. O'Keefe, Chairman. Metropolitan Street Ry.

J. .\. Harder, .-Xsst. Sec'y. and Treas. Metropolitan Street Ry.

E. R. Roycr, B. R. Electric Co.

J. W. Mason, Mgr. Electric Supply Co.

RECEPTION AND LADIES COMMITTEE.

C. F. Holmes, Chairman, Gen. Mgr. Metropolitan Street Ry.
Jno. A. Brown, Mgr. Equitable Life Assurance Society.

G. T. Stockham, Mgr. Midland Hotel.

C. F. Morse. Gen. Mgr. K. C. Stock Yards Co.

Hy. H. Meday. Mgr. K. C. Car & Foundry Co.

W. T. Osborne. Mgr. Electric Supply Co.

Jno. W. Speas. Secy, and Treas. Monarch Vinegar Works.

F. C. Peck. Pres. Stewart-Peck Sand Co.
Henry Evans. Pres. Evans-Smith Drug Co.
Robt. M. Goodlett.

S. H. \'elie. Treas.. John Deere Plow Co.

Jas. A. Reed. Mayor.

Lathrop Karnes. K. C. Electric Light Co.

Harry Friedberg. Div. Supt. K. C. Electric Light Co.

Hugh McGowan. Pres. K. C. Gas Co.

W. H. Lticas.

Mrs. C. F. Holmes. Mrs. W. E. Kirkpatrick.

Mrs. G. T. Stockham. Mrs.A. M. Crow.

Mrs. W. H. Holmes. Mrs. J. H. Durkee.

Mrs. W. .A. Satterlce.

586

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

The enteriainment committee announces the following program:
Tuesday night, reception at Midland Hotel.
Wednesday afternoon, trip to .Armour Packing Houses.
Wcdnesd.iy night, theater party.
Thursday afternoon, trip to Ft. Leavenworth.
Friday, examination of exhibits.
Friday night, banquet at Coates House.

OFFICERS ACCOUNTANTS' ASSOCIATION.

President, C. N. Dufly. auditor Chicago City Railway Co., Chi-
cago, 111.

First Vice-President, William F. Ham, comptroller Washington
Traction & Electric Co., Washington, D. C.

Second Vice-President, W. G. Ross, comptroller Montreal Street
Railway Co., Montreal, Can.

Third Vice-President, Edwin M. White, cashier Hartford Street
Railway Co., Hartford. Conn.

Secretary and Treasurer, W. B. Brockway, assistant secretary
and auditor New Orleans & Carrollton Railroad Co., New Or-
leans, La.

Executive Committee, the officers and —

John F. Calderwood, auditor Twin City Rapid Transit Co., Min-
neapolis, Minn.

C. K. Durbin, e.\-superintendent Denver City Tramway Co., Den-
ver, Col.

C. L. Wight, auditor Toledo Traction Co., Toledo, O.

C. O. Simpson, auditor Augusta Railway & Electric Co., Au-
gusta, Ga.

A list of the cities where the Street Railway .Accountants' Asso-
ciation has held meetings and the presiding officers is as follows:

Cleveland *Morris W. Hall, Chairman. .1897

Niagara Falls C. N. Duffy, Vice-President. .1897

Boston H. L. Wilson 1898

Chicago J. F. Calderwood 1899

Kansas City C. N. Duffy 1900

*Deceased.

MORTUARY LIST SINCE LAST CONVENTION.

The list of prominent street railway men who have died since the
convention in Chicago a year ago comprises:

Philip T. Begley, superintendent of the Lowell (Mass.) & Subur-
ban Street Ry. December.

Capt. Thomas H. Browne, secretary and treasurer of the Ha-
vana Street Railway Co., and previously connected with the street
railways in Boston and with the Metropolitan Street Railway Co.,
New York. December.

Charles R. Brown, manager of the railway department of the
Michigan Malleable Iron Co., and previously connected with the
Illinois Steel Co. Detroit, March nth.

Joseph H. Brown, formerly a director of the Lowell (Mass.),
I-awrence & Haverhill Street Ry. Lowell, March 26th.

John R. Bullard, for years a director of the Norfolk Suburban,
West Roxberry, Roslindale and Norfolk Central companies. Bos-
ton, March i6th.

William Bacon Crittenden, vice-president of the Duplex Car Co.,
of New York. Brooklyn, June 6th.

Isaac Engle, chief engineer of the City Railway, Dayton, O.
June 14th.

Dr. E. J. Finney, a well-known inventor of electrical devices.
Fox Lake, Wis., December 19th.

Allen Follick, master mechanic of the Oakwood Street Railway
Co., Dayton, O. March 14th.

Robert F. Fox, general manager of the Wilmington (Del.) &
Chester Traction Co., Meadville, Pa. November.

James H. Frothingham, for many years treasurer of the Kings
County Elevated RaiKvay Co., and later receiver of that line.
Brooklyn, April.

Lieut. S. Dana Greene, general sales manager of the General
Electric Co., drowned in Mowhawk River at Schenectady, N. Y.,
January 8th.

Capt. C. E. Hall, for many years connected with the Chicago
City Ry. Chicago, October 26th.

Hon. Garrett A. Hobart, vice-president of the United States and
president of tlie Patcrson (N. J.) Railway Co. November 21st.

John Quincy .Adams Hoyt, one of the promoters of the elevated
railway system in New York. January 12th.

George C. Herschell, treasurer of the .Armitage-Herschell Co.,
North Tonawanda, N. Y. January nth.

A. S. Hallidie, the inventor of the cable street railway system.
San Francisco, April 25th.

G. E. Herrick, a promoter of the first street railways built in
Cleveland. New York, May 28th.

John Love, the patentee of the Love underground conduit sys-
tem. March.

W. K. McAllister, superintendent of the Atlantic City (N. J.)
Ry. January.

John McLeod, receiver of the New Albany (Ind.) Street Ry.
Louisville, Ky., January 22d.

Gen. John McNulta, receiver of the Calumet Electric Street
Railway Co., of Chicago. Washington, D. C, February 22d.

Frank O. Mason, superintendent of the New Castle Traction
Co. and the New Castle Electric Co., of New Castle, Pa. March

22d.

Dr. Truman W. Miller, surgeon in chief for the Chicago Union
Traction Co. May 21st.

F. J. O'Donoghue, superintendent of the Nashua (N. H.) Street
Ry. November loth.

John D. Oxner, connected with the street railways in New York
City. Rome, N. Y. December 21st.

Cornelius Pierpont, who built some of the horse car lines now
forming part of the Fairhaven & Westville Electric system. New
Haven, Conn., March 20th.

Salvator Potis, chief engineer of the West and North Chicago
Street Railroads. Chicago, April 17th.

William R. Prall, paymaster of the Staten Island (N. Y.) Rapid
Transit Co. March 19th.

Addison C. Rand, president of the Rand Drill Co. New York,
March 9th.

J. R. Rand, July 18. who shortly before his death succeeded his
brother, Addison C. Rand, as president of the Rand Drill Co.

Herbert A. Reeves, of the Manville Covering Co. of Chicago.
California, January.

Bernard M. Shanley, president of the Consolidated Traction Co.,
of Jersey City, N. J. Newark, March 19th.

George E. Newlin, formerly treasurer of the West Chicago
Street Railway Co. and later associated with the Chicago Union
Traction Co. April 2d.

George T. Smith, secretary and cashier of the San Mateo & San
Francisco Electric Ry. June.

Winfield Smith, connected with the early street railways of Mil-
waukee. London, England, November 8th.

H. J. Termohlen, chief electrician of the Rockford (111.) Railway,
Light & Power Co. Freeport, III., May isth.

Frank Tryon. jr.. superintendent of the Huntington (N. Y.)
Street Railway Co. January.

V. C. Turner, formerly president of the North Chicago City Ry.
Chicago, December 2d.

J. H. Vanderveer, superintendent of the shops of the Brooklyn
Heights Railroad Co. Bay Ridge, N. Y., December 3d.

Russell Wiley, electrician of the Kankakee (III.) Electric Rail-
way Co. August 13th.

F. W. Wood, manager of the Los .Angeles Railway Co. Cali-
fornia, May 19th.

I. A. Kelsey, a director in several New England street railway
companies. September 24th.

STREET RAILWAY MEN IN POLITICS.

Among the street railway men in politics whose names we now
recall are:

M. A. Hanna, president of the Cleveland City Railway Co., who
served as chairman of the Republican National Committee in 1896
and this year was again chosen by Mr. McKinley to manage his
campaign. Mr. Hanna's career in politics is quite remarkable;
prior to 1896 he was known only as a successful business man and
his first public office was that of United States Senator from
Ohio to which he was chosen in 1897 when Senator John Sher-
man resigned to enter the cabinet.

Oct. 15, 1900.] STREET RAILWAY REVIEW. 587

OFFICERS OF THE STREET RAILWAY ACCOUNTANTS' ASSOCIATION OF AMERICA.

W. F. HAM,
First Vice-President.

W, (J. KOSS,
Second Vice-President.

C. N. DUFFY,
President.

I-;. .M. WHITE,
Tliiid Vice-President.

\V. B. BROCKWAV.
Secretary and Treasurer.

J. F. CALDERVVOOD.

C. K. DURBIN.

C. L. WIGHT.

C. O. SIMPSON.

Henry C. Payne, vice-president, of the Milwuakee Electric Rail-
way & Light Co., has long been active in state and national politics
and this year is vice-chairman of the Republican National Com-
mittee.

M. S. Quay, lately United States Senator from Pennsylvania, is a
director of the New Castle Traction Co., of which his son, R. R.
Quay, is vice-president.

C. L. Magee, president of the Consolidated Traction Co.. of
Pittsburg, has for years been a member of the state senate and
is a political power in Allegheny County.

Thomas Lowry, president of the Twin City Rapid Transit Co.,
of Minneapolis, is active in state and national politics though he
has not aspired to office.

E. F. C. Young, president of the North Jersey Street Railway
Co., has served as presidential elector and as state railroad di-
rector.

David Young, vice-president of the North Jersey Street Railway
Co., was president of the Jersey City Council for four years and
served also in the New Jersey Legislature.

John D. Crimmins, who is a director of the North Jersey Street
Railway Co., of Jersey City, and was for several years president

of the Metropolitan Street Railway Co., of New York, is prom-
inent in Tammany Hall. Mr. Crimmins has for many years been
a contractor, much of his work being street railway construction:
he built the Broadway cable line in New York.

E. P. Shaw, for several years treasurer and receiver general of
Massachusetts, has been interested in many of the interurban lines
of New England, and is a partner in the firm of James F. Shaw
& Co., which has built many of these roads.

Arthur Kennedy, president of the Indiana Railway Co., South
Bend, Ind., has served in the Pennsylvania Senate but is now out
of politics.

John F. Hill, governor-elect of Maine, is secretary of the Norway
& Paris Street Railway Co., Norway, Me.

Edward Louderbach, who was largely interested in the Third
.Avenue Railroad Co., of New York City, is a prominent Repub-
lican politician.

Hugh J. Grant, ex-mayor of New Y'ork. was early in the year
receiver of the Third .-Kvenue road and the allied companies.

L. E. Magann, ex-congressman, and now Commissioner of Pub-
lic Works of Chicago, was the successful promoter of the Chicago
General Railway Co.

588

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

PUBLISHED ON THE I5TH OF EACH MONTH.

WINDSOR & KENFIELD PUBLISHING CO.,

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Four Dollars American Money.

Address all Communications and Remitttinrrs to Windsor d' KcnjieUi Publishing Co..
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Editor.

F. S. KENFIELD.

Business Manager.

CORRESPONDENCE.

We cordially invite correspondence on all subjects of interest to those
engaged in any branch of street railway work, and will gratefully appreciate
any marked copies of papers or news items our street railway friends may send
us, pertaining either to companies or officers.

DOES THE MANAGER WANT ANYTHING?

If you contemplate the purchase of any supplies or material, we can save
you much time and trouble. Drop a line to The Review, stating what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicag-o Trade Press Association.
Kntered at the Post OflBce at Chicago as Second Class Matter.

VOL. X.

OCTOBER 15, 1900.

NO. 10

The Dally Edition i.f the "STRKET KAILWAY REVIEW will he
Issued each morning at dayllf^ht at Kansas City, containing fuU ver -
hatlni reports of the American and the Accountants* Associations.

A. good deal was txpccted in saving of time by the use ot side
doors in street cars. The plan, however, does not seem to have
met with the results naturally to be expected. The reason for
failure is explained by the Railroad Gazette as due to the delay
of passengers stopping in the doorway while selecting a seat, thus
preventing others from boarding the car promptly. Where load-
ing and unloading is from end platforms only the passengers arc
assembled there ready to depart before the car comes to a stop
and the loading and unloading is done in a bunch. The average
length of stop on the Manhattan Elevated, using end doors is \2
to 15 seconds; while on the London Underground with side doors
the time consumed is 30 seconds.

This hesitation on the part of passengers is further illustrated
in the use of open cars with footboards. A car stops, the pas-
senger sees often several vacant seats and starts for one to finally
take another. Had it been a closed car with only one entrance
at rear platform step, the one impulse would have been to get on
the car, and select the seat afterwards.

When a new city line is proposed, abutting property owners fre-
quently strike an attitude of alarm and raise a great hue and cry
of the damage they are about to suflfer. All this excitement is in
the hope and endeavor to blackmail the company into paying them
something. Of all the thousands of miles of street railway in this
country probably not one-hundredth of one per cent has de-
preciated the value of the property fronting thereon, while the
enhancement in selling price as a direct result of the improved
transportation facilities has aggregated millions of dollars.

It is amusing therefore to note the recent suit which has been
brought against the Big Consolidated in Cleveland. Recently that
company made a loop over a private right of way and through one
of its barns, and in doing so abandoned its old line for a distance

of several blocks. This diversion of travel from one street to
another is made the basis of a claim for damages which is placed
at $25,000. .\n injunction to restrain the removal of the track in
question had previously been asked but refused.

Thirteen states have laws concerning the protection of grade
crossings of steam railroads by interlocking apparatus; some mere-
ly provide that when such apparatus is used it shall be no longer
necessary to stop trains or reduce their speed at the crossing,
while in other states the installation is obligatory when demanded
by one of the roads. In Ohio, Indiana and Illinois the statutes on
the subject require that all new grade crossings shall be so pro-
tected. While Ohio and Indiana are the only states which place
electric and steam railways on the same footing so far as they are
required to provide interlocking apparatus, yet in other states
many electric railway companies have found it expedient to in-
corporate under the general railroad law, so that tlie crossing laws
are doubtless applicable to them.

The generally recognized principle is that the junior road shall
bear the expense of installing and maintaining the safety devices.
It is therefore quite important from a financial standpoint that
the apparatus be automatic so as to dispense with the necessity of
a watchman or attendant. Even if such a man is paid as little
as $40 per month his wages are the equivalent of a capital invest-
ment of nearly $10,000. While it may not be practicable to operate
the crossing signal plant for two steam roads without having a
man in attendance, it is quite possible to do so where one of the
lines is a street railway or electric interurban, by using signal
apparatus that is in itself automatic and only requires that the
conductor press a button or throw a lever. There are numerous
crossings where by reason of curves and obstruction? it is entirely
unsafe to rely upon such inspection as the conductor of a car
can make by going upon the steam track and looking and listening,
even if this be not done in the perfunctory manner that is all too
common in practice.

There is a growing and commendable tendency on the part of the
builders of interurban lines to give more attention to securing a
better track construction. In the earlier built roads the tempta-
tion was to follow the natural profile to an extent that often made
the track resemble a swell at sea. Because the electric car is not
easily discouraged when confronted with grades, builders took too
great an advantage of the fact. In the interurban work of the past
three years, however, the importance of a good roadbed has been
recognized and much of the work is equal to first-class standard
steam road construction, suitable for heavy trains at high speeds.

Opinion is also changing as to the use of public highways and
the practice is now more generally to purchase or condemn a right
of way. Unless the highway is very thickly built up there is little
loss of travel in going back on the farm land, and frequently an
air line will save enough in track material to fully pay for the re-
quired land. The advantage of owning the land is the ability to run
faster, and there are no franchises to secure and to be renewed in
years to come.

As to hauling heavy freight, such as live stock, coal, lumber, and
other heavy shipments an interurban line had best confine its work
to passengers, mail and express, unless the amount of the car-
load freight is large. The wear on track and cost of freight crews
eat up the profits where only two or three cars are moved daily,
as one 60-ton freight car will do the track more damage in going
over the line once than the passenger service will in two weeks;
that is unless the track is very substantially laid and solidly bal-
lasted.

Mail and express contracts are desirable, especially where the
electric line simply acts as carrier and has no bother with the
details. Express companies have been slow to extend their service
over electric lines, but are now much more favorably inclined
towards the proposition.

Some of the eastern dailies have been editorializing the past
three months on what they consider an increase in accidents in the
operation of electric cars, and as usual are recommending all sorts
of remedies, some of which are absolutely foolish and many impos-
sible.

Our records, however, will not bear out the impression that we
are operating less safely than say five years ago. There have been
a few very serious accidents during the year, which have occasioned

Oct, 15, 1900.]

STREET RAILWAY REVIEW.

589

llu- irilicisiii nu'nli(iiu'(l, Imt in caili of llitsc cases the causes arc
f(juiul to be very unusual. Seldom do .such fires as burned the
ocean liners at their docks, occur; seldom also do conditions arise
as have prevailed in China the past three months.

The steady tendency has been and will continue to be in favor of
more and more safeguards in the operation of our cars. Our tracks,
and cars and apparatus are better than ever before, and in the hands
of more skilled operators than five years ago. In the inlerurban
service, where the two most serious accidents of the year occurred,
the operation has been with a remarkable freedom in the aggregate
from accidents and fatalities. Telephone and automatic signal sys-
tems, air brakes, arc headlights, good roadbed, all these insure the
largest degree of safety to the passenger. ICven when an occa-
sional car has left the track through some unpreventable cause, the
present construction of the car body is such that unless it suflfers a
long drop, the occupants receive little more than a jolting.

The almost universal use of side bars, or their equivalent, on
open cars running on double tracks, has made a notable difference
in tlie number of injuries formerly incident to the use of summer
ears. Tlie growing tendency also toward long open cars on double
trucks in place of the short cars, reduces the work of the conduct-
or and by seating passengers who would otherwise ride on the foot-
board lessens the number of injuries arising from personal careless-
ness of the victim.

What the daily press is pleased to term high speed, is by no
means dangerous if conducted under our present improved meth-
ods; on the contrary fewer passengers are hurt in getting off the
car as they are content to wait until it stops when moving at high
speed, instead of taking the apparently slight risk of jumping from
a car going say six miles an hour.

The railway managers of the country are most certainly alive
to their responsibilities and will neglect no opportunity to avail
of every possible means which can make for the safety and com-
fort of their passengers. Of these things, however, their practical
experience makes them far better judges than editors of daily press
or the average legislator.

all jtublic movements, and wc arc convinced that were the truth
known it would be found the street railway docs tar more than its
share at such times. It is proper, however, to explain these condi-
tions to subscription committees who perhaps in the absence of such
information may feel disappointed where they should be satisfied
wilh the contribution.

In a certain western city the old settlers were planning a grand
celebration and reunion. It was intended to make the event one
which would attract people for miles around, and possibly some
from distant portions of the state. Celebrations, as our readers are
not unaware, cost money, and this money must be raised by "volun-
tary contributions." The street railway in the place was requested
to chip in, and did so by planking down $500 in cold cash. There-
upon the local press, which stands to make a great deal more out
of the event in paying contracts for e.xtra advertising, attacks the
company for what it calls a "niggardly," "beggarly" contribution.
C>ne paper even intimates if the company paid all the bills, tliat it
would be nothing to mention.

But why, in all reason and fairness, should the street railway be
held up for $5,000 which is the minimum amount which the editor
has decided the company should pay? Steam railroads, hotels, res-
taurants, and business of every kind will expect to derive a good
profit from the scheme and the influx of visitors. They should all
pay their share, and simply because the street railway is easy to
reach and in the public eye is no reason why it should be held up.
The probability strongly is that if the others named paid in the
same proportion of their anticipated receipts the company's pro-
portion would not be one-half the amount it has given.

A street railway management is justified in chancing a certain
sum on the expectation of increased revenue growing out of a
special occasion, but the earnings created by the special event are
by no means all profit. Indeed the experience of not a few man-
agers has made them feel like paying something not to have the
celebration. The extra cost for labor, the time and money lost by
blockades from marching bodies, the damage to cars from over-
loading; and by no means least, the frequent damage claims from
people who are injured by reason of not knowing how to use a
car, or getting hurt while intoxicated: all these combine to con-
.stitute conditions which the subscription committees fail to take
into account. The receipts from 100,000 e.xtra passengers, — and this
number constitutes the entire population of a large city — is only
$5,000, and a bad accident to one passenger is liable to cost this
amount plus the court expenses.

Street railway companies with possibly a very few exceptions,
indeed we do not call any such to mind, — are liberal contributors to

"How shall I administer a reprimand?" is a question that fre-
quently confronts the manager and it is one that oftentimes re-
quires a deal of careful thought, for a reprimand unjustly or too
harshly given, nine cases out of ten, makes a dissatisfied employe
who down in his heart will never forget what he looks upon as an
insult, and he will grasp the first opportunity of getting square. A
little group of such employes means before long unions, grievance
committees and a generally unsatisfactory relation between com-
pany and men, and it sometimes means a strike. On the other
han<l, if the boys get the idea that the "Old Man ' is easy and
that a "walk on the carpet" signifies nothing more than a pleasant
chat and some good advice, the general discipline on the road drops
to a low standard and accidents, and complaints from the public
will surely follow.

We have heard the point made that it does not pay to warn
employes; that the company should have but few rules and when
those rules are violated in any degree, suspensions or discharge
should follow. This practice would perhaps be a good one if the
road is to be run on the theory that the men are machines, and
in exchange for their wages must do their work as accurately and
well as a machine or give way to others. But we believe the
country's largest employers of labor now go on the principle thall
it is far better, for business reasons alone and aside from humitarian
ideas, to deal wilh their men. a-- such, giving them full opportunity
to clear themselves of any charge, showing them leniency when
there are extenuating circumstances and letting them feel that the
management has the welfare and prosperity of its employes in
mind.

How then is the best way to deal with a man who has been guilty
of some slight infraction of the rules, as missing a fare, running
by people who wish to ride or some other small offense that in the
first or second instance does not require severe punishment. W«
believe there is a way of so speaking to an employe in a case of this
nature that the man will recognize his fault and the possible con-
sequences without getting "sore" against the company. It is better
to keep the good will of every man on the road if it can be done
without sacrificing discipline and the rights of the stockholders or
the public, and it is even permissible to wink at trivial offenses at
times, rather than make an enemy in your employes' ranks.

The best reprimand we ever heard was given recently in the office
of one of the largest street railway systems in existence. A motor-
man had been told to report to the manager, an inspector having
stated that the man was in the habit of not stopping for passengers
whenever he was a trifle late. The manager turned as the motor-
man entered and remarked, "Good-morning, James, you ran by
three passengers yesterday on your afternoon run. What have
you to say in regard to the matter?" The man replied, "Well, sir,
I was behind my schedule and I didn't really see the people until
it was too late to stop." "All right, James," the manager replied,
"but you know we are in the business of carrying passengers,
James, that is all, good-morning." The man was heard to remark
as he passed from the building, "The super is all right." The
motorman had recognized his fault, and its effect on the company,
and he felt he had been treated fairly and squarely, and the chances
are that he will never again be guilty of the same offense, for he
also understood from the manager's tone of voice and actions that
on the next occasion he would not get off with simply a warning.
It should be added that this general manager always addresses his
men by the first name on occasions of this kind, and if he can not
keep the name in mind, he obtains it from the payroll just before
the man is ushered in.

The subject may be summed up as follows: It is better not to lay
a man off when a reprimand or warning will secure the desired
result. Show the employe in as few words as possible how his
offense injures the company's business and appeal to his judgment
and manhood. If he has no manhood to appeal to, discharge him
at once. Let the man understand by manner and voice, that the
management is in earnest and will brook no trifling, and always
live up to your promises of rewards or punishments.

590

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

Conditions of Operation of Street Cars in the City of Quebec,

Read before the Canadian Electrical Association by D. E. Blair, Electrician Quebec Railway, Light and

Power Co.

Of all financial undertakings, none perhaps depends more upon
the nature ot local conditions than does the successful develop-
ment ot a city street railway system, and for this reason it may
be of interest to give a more or less general description of the
difficulties encountered and overcome by those responsible for the
development of the Quebec street railway.

PHYSICAL FEATURES.

Quebec, as a city, has many distinctive features that are not to
be found in any other city in America, and the stranger within
its fortified walls is very soon struck with the unique fashions,
methods and temperament of the quiet people who make up what
may be called the native population, numbering about 75,000, and
of whom about 65,000 are French-speaking. When the construc-
tion of the road was first contemplated by those responsible for
the promotion and fulfillment of the scheme, there existed certain
unpromising conditions which tended to arouse the doubts of
many as to the feasibility and possible financial success of the
enterprise. Of these I might mention a few at random. Business
in general is carried on in a very quiet and matter-of-fact way,
and an observant critic does not notice the hustle and bustle so
common in most modern cities of this continent. The salary of
the clerk and the wages of the laborer are moderate, and the
average individual very seldom appears inclined to do any more
than he is paid for. The natural result of this was that the electric
street car could not be looked upon as a valuable and indis-
pensable time-saver, as well as a welcome convenience, but rather
as a luxury to be enjoyed by those who could afford it.

The manufacturing interests of the city are limited and further
development along this line is hindered by the conservatism of
capital. Further, the average laborer or even expert workman
is the proud possessor of a large family, several of whom are
perhaps engaged in the same work as himself, and he finds it
convenient and economical to live near his work, as rents in the
manufacturing districts are very reasonable. The city is very
compact and densely populated; furthermore, it is divided into
certain sections which are practically self-contained municipali-
ties. Public entertainments and social functions were very little
appreciated or patronized, and the principal streets seemed almost
deserted alter 9 p. m. Although these conditions may have no
direct bearing on the practical expenses of construction and opera-
tion, they were certainly not in favor of the credit side of the
prospective railway company's cash book.

The more formidable objections, however, were of a practical
nature. Five years ago, and even less, it was considered impos-
sible that anything that looked like a street car could ever climb
the steep, narrow and winding thoroughfares that lead from the
water's edge to the highest points of the mass of solid rock upon
which the city is built. Besides this the heavy snowfalls and the
narrowness of the streets were likely to be a great hindrance to
the service, but in spite of everything the road was completed, and
it has now been proved that the limiting conditions of street
railway operation were not overstepped in the bold undertaking
which has given the people of Quebec a reliable and efficient
means of transportation. The city has improved wonderfully since
the opening of the road, and promises to become, before long, as
wide-awake and progressive a center as any in the country. Even
theatrical entertainments have become more or less popular, and
everything seems to be moving at a {aster pace than heretofore.
On Nov. I, 1896, was commenced the laying of the rails through
the main streets of the city, and on July i, 1897, the road was
opened to traffic.

The track is of standard gage; the rails are of steel, 72-lb., 6-in.
T-section, in 30-ft. lengths, and were made by Cammell & Sons,
England. The ties are 7 ft. long and spaced 2 ft. c. to c. Each
joint is bonded by two No. 00 solid copper wires in "Eclipse" cop-
per bonding caps made by the Ohio Brass Co.; these are tinned
and ends of wires riveted on outside of rail. Double cross bonds
were placed at every fifth joint, 150 ft. apart. There are 7.28 miles
of single track and 5.14 miles of double track, a total of 17.56 miles.

Tubular poles 28 ft. long, weighing 700 lb., and spaced 90 ft.
apart, are used throughout for the overhead construction. The
insulation is of the "Dirigo" type, and the trolley wire is No. 00
hard-drawn copper. The span wires are of stranded galvanized
steel three-eighths of an inch in diameter. Lightning arresters
of the Wurts non-arcing type are used. All construction is pleas-
ing in appearance and of a substantial nature. Altogether there
are 10 miles of span wire construction and 2}^1 miles of bracket.

There are two car sheds — one in Upper Town, 210 x 120 ft., hav-
ing 14 tracks and 7 doors, where all cars in service are housed at
night, and the other in Lower Town, the latter being used for
storage purposes only. The capacity of the working car shed is
52 cars, and here all repairs are made. There are seven floored
pits communicating with the machine and blacksmith shops under-
neath.

When the road was built all streets without exception were
covered with a generous layer of macadam. Within the last two
years, however, a great improvement has been made in this respect
on nearly all the streets through which the lines run. All mac-
adam was removed to a depth of about 12 in., leaving the ties
completely exposed, and these were then filled in with concrete
to within about 4 in. of the top of the rail. The facing of the new
pavement through the city now consists of scoria blocks between
and 8 in. beyond the rails, while the remaining strip of roadway
is filled either with asphalt, asphalt brick or scoria blocks, accord-
ing to the grade of the street.

In Upper Town, the residential district of the better class of
people, the streets were nearly all wide enough to permit of a
double track, but even here it was found necessary to run through
certain sections on single track. Lower Town, the business sec-
tion of the city, is a semi-circular strip of ground of varying
width and practically level, which is surrounded on the outer edge
by water, and lies beneath the cliffs which mark the boundary of
Upper Town. Here the lines are all single track with the excep-
tion of one section where two parallel streets converge into one
wide street one-quarter mile in length. The main street which
runs through the entire length of this section is about 2;-< miles
long and is so extremely narrow in places that there is hardly
room for an ordinary vehicle to squeeze past on either side of a
car on the single track in the center of the street. The return
line is through a maze of narrow and unsymmetrical side streets
which seem to run in almost any direction until they form a junc-
tion, at an oblique angle, with one of the larger arteries, thereby
losing their identity.

On one section of the line, one mile in length, there are no
less than eleven curves of from 35 to 40 ft. radius at intersec-
tions of about 90 degrees, and one that requires a reverse curve of
40 ft. radius. On all these streets the inner rail is placed within
two feet of one sidewalk in order to leave room for single vehicles
to pass a car on the other side.

The Upper and Lower Town lines are connected by two cross-
town lines which ascend obliquely along the face of the cUd. One
of these, the Green Line, runs through the public thoroughfare,
which, though very steep, is yet practicable. The actual length
of this line is 3,440 ft. and the difference of level between junctions
is 172 ft., which is equivalent to an average grade of s per cent.
The total length is made up of sections of 200 ft. 12^ per cent,
100 ft. of 10 per cent and 600 ft. of 9.5 per cent grades, the rest of
the line being nearly level. All these grades have sharp curves in
their length, but the most difficult to operate is the first, which
begins to rise at a gradient ol 11Y2 per cent and terminates at 14.15
per cent. There is a 40-ft. radius curve at the top, of which one-
half is on the heaviest part of the grade.

The second cross-town line runs for a distance down Palace Hill
on an average grade of 11 per cent and then turns off the public
street at an angle of 90 degrees onto a steel trestle which runs
parallel with the face of the cliff on a gradient of 7.5 per cent for
800 ft. The total length ol this line is 1,300 ft. with average
gradient of 6.85 per cent and a maximum of 12 per cent, the differ-
ence of level being 8g ft. One disadvantage in the operation of

Oct. is, 1900.]

STREET RAILWAY REVIEW.

591

this lim; is that when a car leaves the trestle to take the 11.5 per
cent grade it is running at half speed and must be accelerated on
the grade. This means a very heavy load on the motors for the
first fifty feet of the climb.

CAR SICRVICE.

The Uiipcr Town system consists of a double belt line, 3'/i miles
in circumference, with from 4 to 7 cars running in each direction
on a lieadway of four minutes in summer and five minutes during
the winter. Schedule speed on all lines is approximately tight
miles per hour. ICxccpt for a few short stretches of level the
total length of this belt is on streets having gradients of from 4 to
8 per cent.

In Lower Town there is but a single belt line, both branches
of which are intersected by the cross-town lines. Cars running
west are for most of their run within one block of those running
east. Here also cars arc run at intervals of four minutes, and the
service requires from eight to twelve cars. Free transfers are
issued from one belt to the other over the cross-town lines. These
are run separately in winter, but form two sides of a double
rectangular belt line in summer. Both tracks are single, and the
cars pass at turn-outs.

Strict regulations govern the operation of cars on grades and
sharp curves. On some of the grades stop-boards are placed at the
top and bottom, and tlie motorman may not proceed until sigiialleil
by the conductor. The speed down grades must not exceed four
miles per hour. As a result of these precautions runaway cars
arc very rare and have never yet been attended by any serious
consequences. The average number of cars in regular service
during the summer months is about 35, and in winter about 30.
In a city of heavy grades, such as Quebec, the system of braking
sliould be of special interest. Hand brakes are used throughout,
the efTective leverage being 100 to I. The brake shoes in use are
of very soft cast iron, and it has been found that the retarding
force due to the application of this shoe is much more evenly
applied, and that the coefficient of friction is higher under all condi-
tions than when hard cast iron is used. This is especially the
case in frosty or snowy weather. New shoes weigh I9;,2 lb.
and wear down to 412 lb.; the average life is 6,150 miles, or 410
miles per pound of wear.

All wheels used are of ordinary chilled cast iron, 33 in. in
diameter, weighing 425 lb. each, and are mounted on a 4-in. steel
axle. Of the wheels removed from cars during the first three
years of operation there is not a great proportion of "flats," as
will be noticed from the following table:

Pairs. Per Cent.

Total wheels removed 125 ....

Worn out 94 75.2

Flats 23 18.4

Broken fianges 8 6.4

Average life, 24,800 car-miles.

Maximum life, 49,000 car-miles (reached by
10 pairs).

The rolling stock comprises: Thirty-five 28-ft. double vestibule
closed cars, which weigh 14.500 lb. when fully equipped and seat
30 passengers; 24 double-end open cars weighing 16,500 lb. ami
seating 50 passengers; 6 double-ended snow sweepers; 2 double-
ended wing plows; 1 street sprinkler; i converted horse car. All
cars are equipped with single trucks having a 7-ft. wheel base.

The electrical equipment is standard on all rolling stock and
is of the Westinghouse make. It consists of 124 No. 12 A 30-h.p.
motors, 124 No. 28 A controllers and 62 sets of controlling resist-
ance. All closed cars are fully equipped and in service during
twelve months of the year, and the extra equipment required for
sweepers and snow plows during the winter are borrowed from
the open cars.

The sweeper and plow equipments are necessarily very much
overloaded at times, and it will be of interest to know how they
have stood the hard usage. An overload of 100 per cent for
several minutes at a time has often been carried by these motors
during heavy snowstorms, and a sweeper will sometimes burn five
or six No. 13 B. & S. copper wire fuses, or in other words, draw
from 200 to 250 amperes at 520 volts, before it can get past a
difficult spot. This extremely hard usage does not seem to have
any very bad cfTects beyond a temporary softening of the arma-
ture insulation and sometimes the loss of a certain amount of

solder from the comniulator connections, and the management is
proud to say that there has not been a single armature burned out
since the road has been in operation; in (act the only trouble
ever had with armatures was in two cases the insulation was
scraped olT the wires by rubbing against the pole pieces in conse-
quence of a defective bearing. This is not a bad record considering
that there were 124 of them in use. There has never yet been a
commutator lost, nor has it been necessary to even repair one —
apart from resoldering a few melted connections — and the heaviest
wear on any diameter up to date is yi in. The average wear taken
from the first 28 closed cars in operation is .22 in. on the diameter
after having made an average run of 71,800 miles. There has not
been a commutator "flashed" or "bucked" in the past eighteen
numths, and this perhaps is largely due to the excellent quality
of brushes used, as well as to the constant care that they receive.

It has always been the practice to send an armature to the
lathe at the first sign of a "buck," and it has been found that this
is absolutely the only way to prevent a recurrence of the trouble.
A sharp eye is kept on the brushes to see that they do not wear
down too far or become gripped in their holders, and the com-
mutators are cleaned and sandpapered about once a week with
No. o sandpaper, although it is quite common for a commutator
to keep a nice chocolate glaze for over a month without being
touched.

The commutator is the most delicate and troublesome part of
any electric equipment, and there are two or three more points
which ought to be strongly recommended in its care:

1. To send it to the lathe before it has worn down too far.
Just as soon as a slight shoulder is formed at each side of the
wearing surface the brush is lifted by the end play of the armature
and unnecessary and expensive sparking is the result. Further,
the copper segments arc rarely of a uniform hardness throughout,
and the least inequality of wear soon develops into a low spot on
the commutator.

2. It is very important that the brush springs be set at the
proper tension, and it is easy to make a rough comparative test
of this statement with no other tools than a pair of calipers or
steel tape line and a spring balance. It will be found that too
light is just as serious a defect as too hea\'y a tension, if not more
so. In one case excessive wear is due to sparking and probable
"flashing," and in the other to actual friction.

3. See that the brush-holders are accurately aligned so as to
divide the current equally between the two circuits of the arma-
ture. If the brushes are but the thickness of one segment out of
place, one is liable to be notified of the fact at the first heavy
overload on the motor.

Of course a great deal depends upon the quality of brush used
and cost price of this article should not be considered. The
brushes used here have an average life of 12,600 car-miles and
cost IS cents each, which is more costly than most brushes of this
size on the market. But let any one make a simple calculation to
see how many times the difference in the price of the brush goes
into the saving efifected by prolonging the life of a commutator
several years. The cost of renewing one commutator would keep
a 50-car equipment in brushes for two years.

Some trouble has been experienced during the snowstorms of
winter by the grounding of field coils, but means have been found
to eflfectually prevent this in future. It might here be mentioned"
that during twelve hours of a cold dry snowstorm, when light
particles of snow are flying about, two or three gallons of water
are sometimes collected in the bottom of the motor casings. Water
and slush in the spring have given no trouble. i

A word about controllers. Aside from the burning out ofa
couple of magnetic blow-out coils there have never been any
repairs made on any of the 124 controllers in service beyond the
renewing of the sparking tips of the drum, which is done about
once in two years at cost of about so cents for each controller.

Here again are the results attained by rigorous inspection and
careful cleaning each night. Apart from the nightly inspection it
is the practice of the road to thoroughly overhaul every car once
in every six weeks. This work is done during the day. Bearings
and armatures are examined, brush springs set, brake rigging
adjusted, and journal boxes examined and renewed if necessary.

As a result of this routine work, which costs but little, it is
seldom that the service has to suffer the annoyance and blockade
of traffic caused by a disabled car on the road. It can be safely
said that there are not more than two or three cars ever taken out

592

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

o( sen-ice for any reason whatever from early spring until late in
the fall. In winter the number is somewhat greater.

CURRENT REQUIRED ON GRADES.

The current required to get a loaded car up the steepest grades
on a good summer rail is practically constant and well within the
overload capacity of the car motors. The maximum amount
usually drawn from the line at 520 to 540 volts, under such condi-
tions, is rarely above 125 amperes, and that tor a short time only.
The average current is from 60 to 80 amperes per car.

Just as soon as the appearance of snow or ice on the rail has
to be considered, the ascent becomes a more serious question.
Wheels begin to skid and the car loses momentum, then sand is
applied and the sudden overload on the motors as the wheels take
a grip, is often beyond the capacity of the heaviest fuse wire it is
safe to use on the car equipments. No. 14 B. & S. This wire will
carry 180 amperes for several minutes in winter time and 200
amperes for about 10 seconds and this will give a rough idea of
the power required. The rated capacity of the motors is 50
amperes, so that when running on the parallel connection the
rated load per car would be too amperes. In other words every
equipment on the road has frequently to stand each day an over-
load of from 50 to 120 per cent. The figures, however, are yet too
low for the current consumed at times by the driving motors on
the sweepers. On these there has been frequently measured an
overload, lasting an appreciable time, of 180 to 200 per cent.
Apart from these sudden ma.xima, the average load distributed
between the two motors is sometimes as much as 150 amperes for
hours at a time, including several short periods of comparative
rest. Some I know will say that it is extremely bad practice to
strain an equipment to such an extent, but, without denying the
charge, it may be said that these sweepers have cleaned over 6,ooa
miles of track every year for the last three years, and the only
mishap which occurred to any one of them was the grounding, dur-
ing the third year of their operation, of one field coil, this, too, in
spite of the fact that they were on one occasion running for 106
hours continuously, each one wearing out three or four sets of
brooms during that time. On several occasions they have run
continuously for two or three days except for an occasional stop
of an hour to renew the brooms.

Fig. 2 shows the average energy required by each car in service
during each month of the year. These curves are calculated from
the readings of an integrating wattmeter in the central station.
These results agree closely with the tests of individual cars that
have been made.

The total cost of maintenance of electrical equipment per car-
mile per year is 0.17 cent. This account includes all renewals.

The car service calls for a working staff of 70 conductors and
as many motormen. All motormen, before being accepted on the
road, must go through a period of training averaging from three
weeks to a month. Part of this time is spent on the road in the
company of a good regular motorman and at least a week is spent
in the car sheds where the novice acts as helper at nominal wages.
He is then examined as to his knowledge of the road, car equip-
ment and regulations. Very little technical knowledge is required
of him beyond a thorough understanding of the different parts of
the equipment. As a result of this discrimination against the
blockhead and the fool, it is a marked fact that on every car in
service, "the man behind the gun" knows his business and uses his
brains to the advantage of the company.

The greatest difficulty encountered by the company in its efforts
to provide a regular and efficient car service during the winter
months is the clearing away of the snow from the tracks. It is
not so much that the snowfall is somewhat heavier than in the
Montreal and Ottawa districts, as that the extremely narrow strips
of roadway, either on one side of the track or the other, soon
become piled up with snow to such an extent that all snow
removed by a passing sweeper immediately slides back on to the
rails and blocks the passage of the following car.

Another serious disadvantage is that all cars in the city have to
run over some sections of single track. This fact requires, of
course, that cars shall meet regularly at certain points, and if one
car should be late for — or worse still, not reach — its meeting point,
several of the following pairs of cars which pass at the same point
will be stalled there until the tangle is straightened out.

A delay of this sort is disastrous in many ways because the lead-
ing car, when it gets away, has sometimes to plow its way through

a heavy accumulation of snow until it is possibly extricated from
its sorry plight by a passing sweeper which has to be signalled and
shunted past the waiting cars before it can be of any service. Mat-
ters are soon straightened out, but then that sweeper should have
been somewhere else and there is more trouble ahead. Just as
long as all cars make their proper meeting points, no matter if
they be a few minutes behind scheduled time, everything works
smoothly, end, after that, complications seem to increase in
geometrical progression.

It is the practice to send out the wing plows as soon as a certain
amount of snow has fallen and these follow the sweepers around
the whole length of track, at regular intervals, pushing the snow
piles back as far as six feet from the rail, where it is possible,
although there are miles of track to be kept open where there is
less than that distance between the rail and the buildings, to say
nothing of the sundry poles and sidewalks that necessarily inter-
vene.

As the day wears on. and the snow still continues to fall, the
swing of the plows is limited to two feet and possibly to one foot,
after which it is a hard struggle to keep everything moving
through the rectangular channel four or five feet deep which has

/^//fj, -
ej, — To

Tofo/. 6 a 7^
'o/, /00.3

2SO0

CO \

1000

soo

^e99-/9t>o Oct. /^ov £^ec. 1/^/7. /Q>A /V^/- /?/>fr
FIG. 1.

been formed by the wing plows in their endeavors to clear the
right of way.

There are several bad spots at which it is absolutely necessary
to keep gangs of snow shovellers at work, as soon as the storm
reaches any more than even moderate proportions. It has further
been necessary on two or three occasions to take all cars out of
service in order to give the sweepers a chance to keep the road
open, but only once in 1898, and once in 1899, has the service been
entirely blocked, and that for one day only.

Nearly all cars in service now carry side brooms or flangers
about three feet in length which are set obliquely across the rails
about one foot ahead of the front wheels. These consist of cast
iron frames into which are fastened a number of cuttings from
the sweeper brooms about 10 in. in length. They cost very little
and have proved invaluable in keeping the rails clear of snow dur-
ing the half-hourly or hourly intervals between passing sweepers;
in fact the car service very often depends entirely upon these to
get through a light snowstorm, a couple of sweepers being sent
out, after it is all over, in order to clean up. These long brooms
have another great advantage over a narrow steel wire brush in
that they keep the snow and ice at each side of the rails at an easy
slope toward the bottom instead of cutting a deep rectangular
trough which remains filled with snow after the sweeper brooms
have gone over the track.

Since adopting these brooms on the road, a marked decrease in
the power consumed by the rolling stock during storms is noticed
and a great saving has been eflfectcd in the quantity of rattan used
by the sweepers for each mile of sweeping. This results from the
fact that when the transverse section of the winter roadbed is
properly graded the sweeper brooms need not be let down so far
in ordej- to clear all snow from the rail, thus saving a great deal
of breakage.

OlT. 15, IIJOO. I

SIKMIVI' kAILWAV KRVIEW.

593

The total snowfall in Qutljcc for the last three winters has been
as follows;

lHy7 q8 104.6 in.

liMjKt/j lio.O in.

1899-1900 100.3 in.

Fig. I shows the jnoportion of last year's total fall during each
month, also the number of miles covered by the sweepers during
each month of the same year. The total cost of removing snow
last winter was $16,336.08 which is $2.60 per sweeper-mile; 1.473
cents per car-mile; $i,o8y per mile of track. These include all
costs of sweeping, shovelling an<l carting away of snow, as well as
the interest, depreciatifui and maintenance of the necessary equip-
ment.

With reference to the removal of snow, the city by-laws provide
that "proprietors or occupants shall remove the snow and ice from
their roots and from the streets, from the street line to the center
of the street and keep the same within two inches of the pave-
ment."

The by-law granting a franchise to the Quebec Railway, Light
& Power Co., provides that "the company shall remove the snow
from their tracks and two feet on cither side thereof." As the
company could not see its way to carry out this regulation, with-
out having trouble with the proprietors or tenants, it every year
makes an arrangement with the tenants on that side of the street on
which the company throws its snow, to remove the same, paying
them at the rate of 10 cents per lineal foot of their frontage, except
in places where the snow is known to accumulate, where they pay
at the rate of 15 cents per lineal foot. Consequently, all the com-
pany has to do is to throw the snow oflf the tracks, leaving the
proprietors to remove it along with their own. With this arrange-
ment the proprietors seem very well satisfied. One can better
appreciate the relative magnitude of the snow expenses when told
that $1.54 has to be deducted from the daily gross earnings of
every car in service during the year in order to make up the
amount.

All closed cars in service are heated electrically during six
months of the year, the heaters being divided into four sections.
two on each side of car, each pair being separately controlled.
The current consumed by each pair is 4.9 amperes and it there-
fore requires 9.8 amperes at 520 volts, equal to 5.1 kw., to heat a
car during four months of the year, when both sides are in use,
but during the months of November and April, one side is quite
sufikient to maintain a comfortable temperature within the car
body.

Taking the average time of service of car at 18 hours per day
and the actual cost of the extra current required at 0.65 cent per
kilowatt-hour, the cost of heating one car is 3.32 cents per hour,
60 cents per day or $90 per year. This is equivalent to 0.204
cents per car-mile. The interest on first cost, depreciation and
maintenance of the heating equipment would not add more than
2 or 3 per cent to these figures.

POWER ST.-VTION.

The electric railway, as well as nearly all lights and motors in
Quebec, are operated, through a sub-station within the city, from
a power house situated at the Falls of Montmorency. The power
house is ISO ft, long and 50 ft. wide, and contains the following
equipment: Three 6oo-k\v. and one 75o-k\v. two-phase, 5.500-volt
S. K. C. alternators; one 600-kw. double current 273,soo-volt West-
inghouse generator; two 30-k\v. bipolar exciters.

All the larger machines are direct connected to 52-in. water
wheels of i,ooo-h. p. capacity each and operating at a speed of
286 r. p. m. They were built by the Stillwell Bierce & Smith-Vaile
Co., Dayton, Ohio.

The current is transmitted to the city over 16 wires, carried on
two separate pole lines. Each machine is fed into a separate circuit
at Montmorency, but may be connected in parallel at the sub-
station in the city.

The sub-station consists of a substantial stone building con-
taining the following machines: Two 6oo-kw, two-phase S. K. C.
synchronous motors, taking current at 5.000 volts, direct con-
nected to two 500-kw. S50-volt G. E. railway generators. Two
200-kw. two-phase, 5,000-volt synchronous motors, direct con-
nected to tour 125-Iight multicircuit Brush arc machines.

Besides these are the direct connected starting motors required
for the motor-generators, two exciters driven by induction motors.

and all necessary transformers and switchboards for distributing
the current to its various uses.

The railway switchboard contains, besides switches, circuit-
breakers, voltmeters, ammeters and field resistance, one Thomson
integrating wattmeter, two Bristol recording ammeters and one
Bristol recording voltmeter.

From the daily readings of the wattmeter has been prepared the
curve shown in Fig. 2 which gives the current consumed by the
railway cars during each month of the year. It will be noticed
how much more power is required during the winter than in sum-
mer, in si)ite of the fact that fewer cars arc in service, and the
car-miles run by each arc fewer than in summer. It will also be
seen that, during the month of February, each car requires an
average of 24 h. p. during a whole day's run.

1 —

•

Cars

Av. H. P

n Service

per Car

32.6

1 1.6

32.9

12.8

35.8

12.9

30.2

13.6

29.9

17.6

26.4

18.3

26.2

23.0

259

24.0

22.7

23.2

24.2

13-7

29.1

13.6

333

130

M99'J»l» Ju/y Ai^. Sf^r. ocr AtfK Pec. Ja/i rt* Mar H^r May June

FIG. 2.

Month Total

1899-1900 Car-Miles

July 98,070

August 107,862

September 119,850

October 105,360

November 97.920

December 84,710

January 82,914

February 74,l86

March 69,060

April 76,260

May 93.851

June 99.228

The maximum overload capacity which the station is ever called
upon to furnish the railway, is about 900 kw. and a yearly average
is about 350 kw. The peak of the summer load very rarely reaches
550 kw. and is easily handled by one generator, although a 20 per
cent increase upon this load would be very liable to pull the syn-
chronous driving motor out of step, if of long duration.

Before closing it will be in order to mention the conversion of
the old Quebec, Montmorency & Charlevoix Ry. to an electric
suburban line. This excellent roadbed now serves to carry a fast
service of electric cars — interspersed with steam trains, which
handle the heavy traffic— between Quebec and the shrine of Ste.
Anne de Beaupre.

.\ figure 8 trolley wire is suspended at a height of 22 ft. above
the rail by stranded steel span wires hung from wooden poles and
the rails have been connected with single bonds of No. 00 wire
for a distance of 26 miles. .\ copper cable of 300,000 c. m. area
runs parallel with trolley wire for most of its length and is con-
nected to the trolley every quarter mile.

This cable is fed at a pressure of 560 volts at three points, at
Quebec, at Montmorency, seven miles away, and at St. Anne's, 21
miles away from the city, all current of course being generated at
Montmorency and transmitted to far ends of line at a high alter-
nating tension.

The cars used are 50 ft. over all, weighing 49,000 lb., each
equipped with four Westinghouse 38-B motors geared to a speed
of 45 miles an hour. A recent test showed that a loaded car took
1.6 kw. h. per car-mile when fully loaded with passengers. The
cars make 160 miles per day. On account of the many stops to be

594

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

made in the length of the line, i8, a schedule time of 21 miles in
60 minutes has been adopted. This is quite satisfactory and fast
enough, because the line is a very busy one, in two ways. The
number of passengers carried is beyond the highest hopes of the
management and it would be impossible to run any more trains
over a single track and on train orders, than are operated at pres-
ent. There is every prospect of a second track being laid in the
near future. The plan of running steam and electric cars is a novel
one. in this country, but it is highly successful in every respect.

ATLAS RAIL JOINTS.

In developing both the steam and the street railways the iiroblem
of securing an efficient and continuous track has been an important
one and the joint, the weakest point of a railway track, has received
much attention. As a solution of the joint question the "Atlas"
rail joint has been designed to withstand the greatest stresses and
insure a smooth, silent, economical, simple and permanent track.
It is the proud boast of the maker that the "Atlas" joints have
given perfect satisfaction wherever tried and that no complaint has
ever been received concerning the hundreds of thousands of them
in use.

The first indication of weakness in a rail joint is the vertical play
between the splice bar and the rail; this is due to elongation of the
bolts and loosening of the nuts, to the fact that the bolts are smaller

POSITION OF RAILS WITH SPLICE BAR JOINT.

than their holes, and to the absence of adequate support for the
rail base. This vertical play grows greater as time goes on and the
result is pounding at the rail ends which prematurely wears out
both joints and rolling stock till finally the splice bars crack or
break. The points where the wear takes place indicate the needs
to be a greater bearing surface to resist pounding and greater ver-
tical strength immediately at the joint. These needs are met in
the "Atlas" joints by providing a plate for the rail base to bear
upon, and a double truss immediately beneath the joint. The bear-
ing plates are continuations of the angle bars and give a bearing
surface on each tie that is over twice as great as that afforded by
the rail base alone; being one piece with splice bars no opportunity
is given for relative motion between the several bearing surfaces

ATLAS RAIL JOINT.

that receive the rail. The two truss-pieces are clamped together by
two transverse bolts and hold the rail ends firmly while permitting
the rail movements due to changes of temperature. The angle
bars and the lower rail flanges being wedge shaped any wear of
the rail due to scaling is readily taken up by tightening the trans-
verse bolts.

In this type of joint the lateral force tending to displace the
rail ends is resisted by the continuous strip of metal extending
around and beneath the lower flanges, by eight braces extending
from the top of the splice bar to the edge of the bearing plates, and
in suspended joints by a truss. Creeping of the rails is resisted by
bearing the joint has on the sides of the ties.

The Indianapolis Street Railway Co. installed ".\tlas" joints on
a section of track laid with 70-lb. girder tram rails, and Mr. Miller
Elliott, superintendent of the road, states that the condition of the
track is becoming better with use; before the joints were applied
the rails were so badly battered at the ends that it had about been
decided to scrap them.

The claims of the maker are that the "Atlas" joint is the strong-

est and simplest and best; fulfills all the requirements of a joint; it
combines the angle bar, tie and bed plate and brace, and gives five
times as much bearing surface as the same length of angle bar; it
makes in eflfect a continuous track; it adds very greatly to the life
of the rail; it does not break or get down in service. The joints
are made of malleable iron either of the supported or suspended
type, in eight different styles, adapted for all kinds of rails.

AIR STORAGE SYSTEM OF BRAKING.

The rapid development of electric interurban railways with the
constantly increasing speeds and the heavier cars that are now
becoming accepted as standard on such roads as well as city lines
liave made it extremely important that great precautions be taken
til insure the safety of passengers, and one of the improvements is
the introduction of power brakes. The requirements of a good
brake may be enumerated as follows; It should be efticient in
action; reliable; simple; easy of operation and not liable to act
when it should not. In addition it is desirable, from railway's
standpoint that the cost of the apparatus be not excessive in the
first instance and that the maintenance account should be a min-
imum. To meet these requirements many experiments have been
made in power brakes both electric and air, and it has been the
desire of the street railways to obtain a powerful, simple and prac-
tical brake that would meet the requirements of high speed and
heavy tonnage.

In looking over the various power brakes now in use upon elec-
tric railways, we have with much interest watched the develop-
ments of the storage system of air brakes and have noted with
pleasure the satisfactory workings of the G. P. Magann air brake,
which is a storage system.

.A. main air compressor and a large storage tank arc provided at
some convenient central point; separate storage tanks carried on
the cars are charged in a few seconds from the main tank at the
compressing station. The initial pressure in the main reservoir on
the car is usually 300 lb. per sq. in.; by a reducing valve this is
lowered to 50 lb. or less, according to the speed and weight of the
cars, at which pressure the air enters the auxiliary reservoirs on
the cars. From the auxiliary reservoir to the brake cylinder the
air is controlled by the engineer's valve. The brake cylinder is
finely machined and provided with two pistons movable therein
and adapted to be pressed towards each other through the agency
of a spring, or other similar means; means are provided by the
motorman's valve for connecting the air supply or reservoir to the
space between the pistons whereby the pistons may be separated
against the tension of the spring to apply the brake when it is
desired.

To release the brake a controlling valve is operated to cut off
the space between the pistons from the air supply reservoir, and to
connect it with the air space of the cylinder behind the pistons
whereby the pressure on the opposite side of the piston is equalized
and the springs permitted to return to their normal positions.

By this arrangement of exhaust, fresh pure air is always supplied
behind the pistons thereby overcoming the danger of accumulating
dust in the cylinder, and by connecting the compressed air between
the pistons with the cylinder behind the pistons when releasing
the brakes, the pressure on both sides of the piston is rapidly
equalized and the springs at once force the pistons together.

The advantages claimed for this system are: the absence of a
noisy air pump on the car to annoy passengers; the saving of all
labor and expense incident to keeping in continual operation a
pump on the car. whether electric or axle driven; greatly reduced
possibility of breakdowns while in use and avoidance of mainte-
nance and repair account by removing costly and complicated ap-
paratus from the car.

The G. P. Magann storage system is adapted to any condition of
service, as the storage capacity on the car has been proved from
experience to be sufficient for from 300 to 500 stops. Cars are now
running from New York over the Brooklyn Bridge, through
Brooklyn and ou^ to Brighton Beach, and making five round trips
without the necessity of recharging.

» • »

The new division of the Seaview Electric Ry. between Wickford,
R. I., and East Greenwick was opened last month. This branch
completes a through electric line from Narragansett Pier to Prov-
idence.

Oct. is. ii;<iii.

S'rKf'.l'/l' RAIT. WAY KI-:VIF.\V

595

RECENT STREET RAILWAY DECISIONS.

IJlI'l I'.li UY J. I,. KOSKNIJKKC.KR, ATTOKNKY AT LA W, CIIICAdO.

NO I'RICSUMITKJN OK FREEDOM FROM CONTRIBU-
TORY NEGLIGENCE.

bounded on that portion of the railroad where it is desired to
change the motive power.

Citi/cii.s' Slrcct R:iilriia(l Cn. v, Warner (liul.), 57 N. E. Rup. 4<).
Apr. 26, igoo.
There is no pre.suniptioii, the aiJpellale court of Indiana liokls,
that one claiming damages for an injury caused by the negligence'
of another was himself free from fault, as, for example, that one
was without contributory negligence in attempting to board a
slowly moving car, or in taking hold of same, where he charged
that he was injured by the negligent, sudden starting ahead of the
car.

MAY CORROBORATE EVIDENCE OF HIGH SPEED BY
QUESTION ON DISTANCE FOR STOPPING.

McDonald v, Brooklyn Heights Railroad Co. (N. Y.), 64 N, Y.
Supp. 480. May 8, 1900.
The question was asked in this case as to the distance in which
a car, with its brake and appliances in order, going 8 miles an
hour, as required by a city ordinance, could be stopped. The
answer was, "12 feet." The appellate division, second department,
of the supreme court of New York holds that there was no error
in admitting this evidence, there having been evidence that the
car was going at a much greater speed. It considers that it was
material to corroborate the evidence of high speed, as witnesses
had testified that 80 ft. had been in fact needed in which to stop the
car in question.

BICYCLISTS DUTY TO LOOK BOTH WAYS NOT
CHANGED BY APPARENT SOUNDS.

Bennett v. Detroit Citizens' Street Railway Co. (Mich.), 82 N. \V.
Rep. 518. Apr. 24, 1900.
In this case, a man was riding north on his bicycle at a speed
of from four to six miles an hour in a street that crossed at right
angles one in which there was a double-track electric railway, and
while attempting to cross the tracks he was struck by a car com-
ing from the west. He sought to excuse his failure to look to
the west by saying that he heard a noise seemingly coming from
the right, and that he thought the noise indicated that a street
car was coming from the east. The trial court held that he was
guilty of contributory negligence, and the supreme court of Mich-
igan affirms its judgment in favor of the company. It says that
it is a matter of common knowledge that waves of sound are
diverted when striking buildings, and holds that there was no
sulVicient reasons shown wliy he did not look both ways, as it was
his duty to look both ways.

OMISSION OF WORDS "IN VALUE" DID NOT CHANGE
CONSENT REQUIRED.

In re Rochester & Lake Ontario Railway Co. (N. Y.). 64 N. Y.
Supp. 429. .■\pr. 10, 1900.
Section 100 of the New York railroad law provides, among other
things, as to consents, that a change may be made in the motive
power on a street railroad when "consented to by the owners of
one-half the property bounded on that portion of the railroad.''
In preparing this section, the revisers oitiilted the words "in value,"
which occurred in the old law after the word "property." Never-
theless, the appellate division, fourth department, of the supreme
court of New York, thinks that the intention of the legislature
was to conform the practice in obtaining the consent of the prop-
erty owner's to a change of motive power to that prescribed for
obtaining their consent to the original construction and opera-
tion of the road; and it does not think that a change of this intent
was manifested by the omission of these words, under the cir-
cumstances. Wherefore, it holds that the consent required by this
section is that of the owners of one-half in value of the property

CHARGE OF NEGLIGENCE CANNOT BE PREDICATED
UPON UNEXPLAINED ACCIDENT.

Smith V. Kansas City Elevated Railway Co. and others (Kan.;, 60
Pac. Rep. 1059. May s, 1900.
A charge of negligence, the supreme court of Kansas says, can-
not be predicated upon an unexplained accident. In this case a
little boy, about 6 years old, was run upon and killed by an elec-
tric street car. Two witnesses saw the accident at the moment of its
occurrence. But they did not see enough to enable them to tell
how it occurred. How the child happened to be upon the street
car track was not told. What he was doing the moment before,
from whence he came, in what direction he was going, or what he
was doing, was unknown. The accident occurred in daylight upon
one of the principal streets of Kansas City. The track, however,
was level, and the street clear of vehicles and pedestrians. No
bell or other alarm was sounded by the approaching car. The
usual rate of speed of cars was 10 miles an hour, and, running at
that speed, they could be stopped in S7'A ft. These statements
are made by the supreme court to explain the case. It adds that
from the fact that the accident occurred in daylight, upon a
straight, level track, without obstructions to the view of the
motorman, and that no alarm was sounded, it was contended that
a presumption of negligence arose, and that the case should have
been submitted to the jury. But the supreme court declares that
it cannot concur in that view, and affirms a judgment sustaining a
demurrer to the plaintiff's evidence.

OLD COMPANY MUST BE PARTY TO SUIT OF MORT-
GAGEE TO ENJOIN CONDEMNATION OF TRACK.

Old Colony Trust Co. v. Atlanta Railway Co. (U. S. C. C), 100
Fed. Rep. 798.
This suit was brought by the Old Colony Trust Company against
the Atlanta Railway Company and the Consolidated Street Rail-
way Company to enjoin the former company from enforcing a right
which it said it had obtained by an ordinance of the city to con-
demn a certain portion of the track of the Consolidated Street
Railway Company, which the city had authorized it under a certain
reservation to do; that is, to allow the new company to use a
certain part of the track of the old company under certain cir-
cumstances. The bill sought to prevent the new company from
proceeding to condemn the track of the old company, to obtain
the right to use it. Now, in such a suit, the United States circuit
court holds, the old company is an indispensable party, it being
absolutely necessary to have it before the court in order to deter-
mine and fully dispose of the issues presented. But it further holds
that it should be put on the side with the complainant, rather
than on the side of the new company, as a defendant, a change
which, in this case, ousted the federal court of jurisdiction, the
two railway companies being citizens of the same state, and the
court declaring that it would have no jurisdiction on the ground
of diversity of citizenship, under the statute, if all of the parties
on one side were not citizens of different states from all the parties
on the other side.

WHEN BROKER ENTITLED TO COMMISSION FOR SALE
OF STREET RAILWAY PROPERTY.

Henry v. Stewart (III.). 57 N. E. Rep. 190. Apr. 17. 1900.

In an action brought to recover commissions claimed on the
sale of the capital stock and property of a street railway company,
the supreme court of Illinois holds that the law was correctly
stated by an instruction to the effect that, if the jury believed
from the evidence that the party sued emploj-ed the party suing
as his agent to negotiate the sale of his street railway property,
that the party suing undertook said employment, and was instru-
mental in bringing together the buyer and the party sued, then

596

STREET RAILWAY REVIEW.

[Vol. X. No. lo.

and in that case the party suing was entitled, as a matter of law,
lo recover from the party sued compensation for his services, re-
gardless of the fact that the party sued himself concluded the sale,
and upon a price less and upon terms different from those at which
the party suing was authorized to sell. To this, the supreme
court adds, that if the party suing, as agent for the party sued,
offered the property to a certain third party, and thereby brought
about a sale, it was wholly immaterial whether such third party
acted for himself, or for himself in connection with others, or for
a syndicate. In other words, whether he, the third party, was
himself the purchaser, or an agent of the real purchaser, the court
holds, was, in this action for commissions, a matter of no concern
to the party sued therefor. It was sufficient that the party suing
found a buyer whom the party sued was willing to accept and
did accept, whether such buyer was acting for himself or others.

required thereby, the court further holds, does not authorize a
third party to kill such animal, or relieve him from damages for
negligently destroying the same, and was no defense in this case.

NOT LIABLE TO PERSON INJURED ON FENDER EX-
TENDING FROM REAR OF CAR.

LIABILITY FOR NEGLIGENTLY KILLING DOGS.

Smith V. St. Paul City Railway Co. (Minn.), 82 N. \V. Rep. 577-
Apr. 19, 1900.
In Minnesota dogs are made personal property by statute, they
are ta.xed as such, and, the supreme court of that state holds, an
action will lie in favor of the owner of a dog, having a substantial
money value, for its destruction through the negligence of a third
party.

Here was an action brought to recover for the killing of a
valuable, highly bred, large dog by a street car negligently run.
It appeared that on the day of the accident, in the absence of the
owner from home, his wife had a number of dogs (among them the
one killed), for exhibition to third parties, in the yard of the fam-
ily residence, which adjoined the street upon which this car
was run. The dogs escaped from the yard and control of the
woman, and went to the opposite side of the street, followed by a
child. At this, she became very much excited, and did her utmost
to recall the dogs and child to the yard, for fear that they would
be injured by the street car, which was approaching something
more than a block distant. The dogs and child started to return to
the yard, and on their way back all got safely across the street car
tracks, except the animal in question, which was struck and killed
by the approaching car.

This car, the court goes on to say, was one of the usual pas-
senger cars on that line, operated by a motoneer, who could
and did, upon his own admission, discover the danger of a col-
lision in sufficient time to stop the car, notwithstanding which, as
the plaintiff's evidence tended to show, he ran the same at a dan-
gerous rate of speed, estimated by the plaintiff's witnesses to be
over 20 miles an hour, and 10 miles faster than was authorized
by the city ordinance, until he struck and killed the dog. Nor did
he then slop, but continued on his way, without giving the accident
any further notice.

That such conduct on the part of the company's servant operat-
ing its car was negligence, the court declares, does not seem to
admit of doubt; and it says it was a question for the jury whether,
under all the circumstances of the case, the dog would have es-
caped if the car had been run at a legal and proper rate of speed,
or, in other words, whether the negligence of the defendant com-
pany was the proximate cause of the loss of the dog, for which
damages were awarded. The jury returned a verdict in favor of
the owner of the dog, and, after considering the facts in the case,
the court holds that the evidence supported the verdict of the
jury, and their finding that the collision between the street car and
the dog was actionable negligence, for which the owner might
recover its value from the street railway company.

The supreme court says that it does not hold that a street car
company must stop its cars, when running at a legal or reasonable
rate of speed, to avoid collisions with dogs. Ordinarily, it
thinks, dogs may be presumed to take care of themselves, and the
motoneer may act on such presumption. To this, it adds that it
places this decision upon the ground that it was for the jury to say
whether the dog could have escaped if the car had been running
at a proper rate of speed. But upon the improper speed of the
car from which the collision resulted, as found by the jury, the
verdict, determining that there was actionable negligence, it holds,
should be sustained.

A municipal ordinance authorizing a police officer to destroy
a dog which is unlicensed, or not wearing a collar or muzzle as

Gargen v. West End Street Railway Co. (Mass.), 57 N. E. Rep.
217. May 17, 1900.
This was the case of a woman who was injured by coming nito
contact with a fender extending from the rear end of a street
car. Fenders were attached lo both ends of the cars, but were
usually so adjusted that they projected only from the front end.
This fender, however, had in some way become so disarranged
ilial it projected from the rear end of the car without the knowledge
of the company's employes who were in control of the car. The
woman had just left the car, which had slopped about opposite her
dwelling, by the gate on the opposite side from the house, because
the other gate was closed. It was quite dark, and she turned at
once, upon reaching the ground, and began lo walk towards the
other side of the street, on the crosswalk, which was about seven
feet wide, but a portion of which was occupied by the rear end
of the car, from which at the time the fender mentioned projected
about two feet. She did not notice the fender, but struck it, and
fell.

It was admitted that when the woman left the car she ceased to
be a passenger of the company's. The supreme judicial court of
Massachusetts says that when she began to walk towards her house,
she was merely a traveler upon the highway. The respective rights
and duties pertaining to her and the company were not those of
a passenger and a common carrier, but those of a pedestrian cross-
ing a public street in which was a street railway track then occu-
pied by a street car, and of a street railway corporation lawfully
using the same street in its traffic.

It could not be contended, says the court, that the presence of
the car in the street, or its stoppage to allow passengers to leave,
was unlawful. Nor was it claimed that the stoppage was too long,
or that the woman expected that the car would move on to allow
her to cross the street. What was contended, was that the pres-
ence of the fender projecting from the rear end of the car was such
a negligent occupation of the highway by the street railway com-
pany as to make it liable for the personal injury sustained by the
woman.

Now, any vehicle stationary upon a highway over which trav-
elers are passing and repassing, the court continues, may be an
occasion of injury to them if they come in contact with it in conse-
quence of their own motions. In such cases the test of the lia-
bility of the owner of the stationary vehicle to compensate for
his injury the traveler who walks against it is not the probability
that the traveler will be hurt if he walks against the vehicle, but
is whether its owner was within his right in having such a vehicle
or load stationary upon the street.

Again, the court points out that the fenders at each end of
the car were not like a cutting instrument, or an apparatus so
dangerous that it ought not to be transported upon a public way
without unusual care for the safely of travelers, but were appur-
tenances of the car, with which the law required it to be equipped.
That fenders do not usually so project, it holds, bears on the
question of the company's care or negligence, but does not make
it unlawful to propel in the street a car with a fender so projecting.

Nor does the court think that it makes any difference in a case of
this character that it was in the night time that the traveler walked
against the obstruction, not seeing it on account of the darkness,
if the owner of the vehicle had complied with such requirements
as lo lights as were in force at the time when the collision occurred.
It adds that it knows of no requirement anywhere that a street car
or other vehicle used at night upon a highway shall be so lighted
that every part of it shall be plainly visible to those who come upon
it in the rear as well as in front.

Wherefore, the court holds that, irrespective of the question
whether the plaintiff in this case could be found to have been in
the exercise of due care in walking against the fender, a verdict
should have been ordered for the defendant company, because,
upon the undisputed evidence, the obstacle against which the
plaintiff walked was part of a vehicle lawfully using the street
within the defendant company's right.

Oct. is, 1900]

STREET RATT-WAY REVIEW.

597

KANSAS CITY PLANT OF THE GRIFFIN
WHEEL CO.

In line widi its Rcncral policy of cxlcndinn the scope of its busi-
ness and enlarging its facilities for ftirnishinB the best car wheels
that can be produced in the shortest time possible and at reason-
able prices, the Grifliii Wheel Co., of Chicago, in December, 1899,
purchased and assinned control of the extensive foiuidry and shops
owned by the Kansas City Car & Foundry Co., and located at
I2th St. and tlic Kansas City Belt R. R., Kansas City, Kan.
The plant lias been changed and improved, new buildings anrl
machinery added, and the total capacity increased 50 per cent.

The buildings and grounds cover an area of 13 acres, giving
ample room for storage purposes, and spur tracks and switches
direct to the foundry and shops from both of the belt railroads,
furnish the best of facilities for handling the pig and coke, and
shipping the finished products to any desired point. The works
can turn out 5,500 wheels a month, requiring the services of about
150 men.

At the foundry, which is an iron sheathed building, the pour-
ing is done nn ti straight floors, having 22 wheel molds to
the floor, 'llic Imt metal is carried from the cupola by pneu-
matic hoists running on overhead tracks above each floor and but
10 seconds arc required to complete a cast from the time the metal
flows into the ladle. The wheels are left in the mold for 18 sec-
onds, they are then covered with sand, after which they are
immediately removed to the annealing pits, where they remain
for five days.

The machine shop is 50 x So ft. and is equipped with three
wheel borers, three axle lathes, two wheel presses made by the
Niles Tool Works, one planer and two machine lathes, all tools
being operated from shafting driven by an electric motor. Here
wheels are bored and pressed onto axles when customers so desire.

The company has its own power plant for generating electricity
for lighting the grounds and buildings, and driving tools and
machinery in the foundry and shops, and for supplying com-
pressed air with which to operate hoists, elevators, etc. The power
station is a brick structure 30 x 140 ft. and contains a double bat-
tery of Stirling water tube boilers rated at 250-h. p. each, one
150-h. p. Bates tandem corliss engine belted to a loo-kw. Triumph
generator and also driving the air compressor, and a iso-h. p.
Atlas engine belted to a lOO-kw. Triumph generator. The total
output of this station is not ordinarily required, but all machinery
has been installed in duplicate to provide against a break-down
and insure a liberal supply of power under all conditions.

Seven fire hydrants, each equipped with 250 ft. of hose, are
placed at convenient points, and fire drills given at frequent inter-

K.VNS.VS CITY PL.\NT-(,RIFFIX WHEEL CO.

vals, so that the possibilities of a fire getting sufficient headway
to do much damage are extremely slight.

The Griflin Wheel Co. owns six car-wheel plants, the largest at
Chicago, and others at Detroit, Denver, St. Paul and Tacoma, in
addition to the Kansas City works. M none of these plants are
wheels made by guess work, but on the contrary the managers in
each city know absolutely from the time the ore is purchased till

the finished products have been placed on the cars, just what
materials have gone into every wheel sold, what processes it has
passed through and what workmen have taken any part in its mak-
ing. At the local plants tests for composition, chill and strength
arc made on samples from each pouring, and in addition frag-
ments and samples are sent for chemical testing at frequent inter-
vals to Chicago, where the Griflfin company has a fully-equipped
laboratory in which tests and experiments arc constantly under
way to determine improved compositions and methods. Each

^M'l'i'i^Ul^^'^^^^^**'******^'*'^****^^^**^'^

KANSA.S CITY IT.ANT CiKlFll.N WllLEL C(J.

wheel made is given a serial number, stamped into the metal and
a record is kept of the date it was cast, the name of the foundry-
man that did the work, the formula by which it was made and
when and where it was shipped.

The selling of all products made by the Griffin Wheel Co. is
under the general supervision of Mr. F. L. Whitcomb, of Chicago,
general sales agent, assisted by Mr. C. K. Knickerbocker. The
Kansas City works are under the management of Mr. Hy. H.
Meday, whose territory covers parts of Nebraska, Kansas, Okla-
homa, Texas, .Arkansas, Missouri and Iowa.

CHICAGO ELEVATED ROADS.

The reports of the four elevated railways of Chicago for the year
ending June 30, 1900, have been made to the Illinois Railroad and
Warehouse Commissions, and show the following statements of
gross earnings:

1900. 1899. Gain. Per ct.

Metropolitan $1,603,461 $1,336,799 $266,662 19.9

South Side 1,258.379 1.061.656 196,723 18.5

Lake Street 727.587 653,299 74-288 11.4

Northwestern 65.487 (May 31 to June 30,1900.)

The Metropolitan carried 31,008,186 passengers; the daily average
is 84,954, which is 14,176 more than for the preceding year. The
operating expenses, including rentals and taxes, were 55.6 per
cent of the total income; the surplus for stock was $302,856.

The South Side carried 24.349,868 passengers; the daily average
is 66,712, which is 10.477 more than for the preceding year. Op-
erating e.xpenses. including rentals and taxes were 56.6 per cent
of gross receipts; the surplus for stock was $510,572.

The Lake Street carried 14.269.506 passengers; the daily aver-
age was 39.094. an increase of 4.062. The operating expenses, in-
cluding rent and taxes were 66.1 per cent of gross earnings. This
road has increased its mileage, as compared with 1898-99. which
so increased the operating expenses and rentals that notwithstand-
ing the larger traffic there was this year a deficit of $16,628, as
against a surplus of $5,591 for 1898-99.

The Northwestern gives its report for 30!'2 days; total passen-
gers. 1.309.74S; daily average, 42,942. Operating expenses, in-
cluding interest and taxes, were 52.7 per cent of gross receipts; the
surplus for stock was $10,055.

The Union Traction Co., of Philadelphia, laid in 125.000 tons of
coal in anticipation of a famine caused by the strike.

598

STREET RAIL\\'.\Y REX'IEW.

[Vol. X, No. lo.

Mr. .-X. E. Le Rossignol. corporation tramways engineer for
Newca<tle-iipon-Tync. England, in commenting on American .street
railway practice, writes of the modern power station as follows:

■'.As economy in current generation is greatly induenccd hy the
expenditure on labor in the station, central station practice in
.\mcrica rightly tends to the introduction of very large steam
power units, but these are all of the open slow-moving type, and so
require a larger amount of attendance than would the same size
units, if enclosed and provided with automatic lubrication, such
as have been largely adopted in this country. .A system of mechan-
ical oil supply to these large open engines has been adopted; but
if the enclosed type were made as strong in proportion and as re-
liable in operation as the large open type, there is no doubt that
increased economy in labor would be obtained, and doubtless
English manufacturers will awaken to this fact in a short time.
Due to the heavy strains encountered in direct-current traction
work. -American steam units have gradually grown to huge pro-
portions of the strain bearing part, the shaft, and even though the
strains probable in alternate current work will be very much less.
the same proportioned engines are being installed in the three-
phase plants. Owing to the adoption of large steam units the
<|uestion of provision of adequate boiler power in a reasonable
amount of floor space to correspond with the engine floor space
has been met by the adoption of two or more boiler floors one
above the other, surmounted by huge coal bunkers at the top, and
exemplify the trust placed by .American engineers in steel-framed
buildings.

"The question of control of the large amount of electric power
generated by the large units is now being taken into adequate con-
sideration: up to the present switchboards have always been strong-
ly suggestive of the instrument making days, but in the new power
station of the Metropolitan Traction Co. the switches are built on
engineering lines of generous proportions, and are worked by
Ijneumatic power and controlled electrically. Three large galleries
at one end of the engine house arc given up entirely to the switches,
each in a brick cell of its own. while tlie actual ccintrolling boards
take up very little space."

A GRAVITY LUBRICATING SYSTEM.

The cost of properly lubricating the machinery in a large electric
station is small indeed when compared with the damage that will
result from an insufficient supply of the lubricant. If the lubricant
be supplied with re,gularity a very little will suffice, hut to guard
against the injury consequent upon a stoppage of the oil it is neces-
sary to supply much more than is really needed; when this is done
economy dictates that the excess be filtered or cleaned and used
again. By this method the cost of lubrication is actually lower
than when less oil is used, but not filtered for reuse. Further there
is a greatly decreased liability of the bearings heating, as the
excess oil will carry away considerable heat.

Where a large amount of the lubricant is fed to each bearing a
filter that will clean the oil quickly is necessary; otherwise too
large an amount must be carried in the storage tanks.

The purpose of this article is to describe and illustrate a system
that has been used in a large power station in New England, and
has given the best of satisfaction.

A journal oil is used costing 14 cents per gallon. .All the oil
cups about the engines, excepting on the valve gearings, are con-
nected by piping to an elevated tank, so that the oil flows by
gravity to each cup. A general view of the engines thus piped is
shown in Fig. i.

Three streams of oil are fed into each main shaft bearing, a
stream to each eccentric, and a stream to each crank and crosshead

pin; two cups furnish fast-fed drops to the crosshead slides. Fur-
nishing so large an amount of oil serves the purpose of reducing
the total friction load of the engine and also the tendency of the
parts to heat and wear. After passing through the bearings, the
oil is carried through pipes placed just under the engine room
floor, to a filter in the basement. The general arrangement of the
filters is shown in Fig. 2.

Duplicate filters are shown, one being in use at all times, tak-
ing care of about 100 gallons of oil per hour. In operation, the

FIG. 1— OIL PIPING OF ENGINE.

oil comes from the engines through the pipe A and enters com-
partment B of the filter tank, where it passes through wool waste
by gravity, down through pipe C and outward over the flange D,
and up through wool waste in compartment F. The filter tank is
partly filled with water, so that the wool waste in compartment F
is partly submerged, the object being to separate any dirt or
entrained water in this compartment. Tlie oil then passes through
the pipe G to the storage tank, where it runs through the com-
partment H filled with wool waste and is then pumped to the ele-
vated tanks in the engine room. The wool waste is taken out
after about two weeks' use, washed and then used over again. The

_r^ ftitife 0//^/oe/rom Cnoiife

^O..

^ac//r£3^f;

/V^is- .-,

"rt

^w^

H?^*^SS

(►S

fiafi

_£

jC/^ojieuf P/fie

FIG. 2-ARRANGEMENT OF FILTERS.

arrangement of valves permits a quick change from one set of fil-
ters to the other and also for washing out the tanks when neces-
sary. The advantage of using wool waste, instead of cotton waste
or sponges is, that wool waste does not pack down or plug with
dirt until practically filled with it.

.A special oily waste press is used to extract the oil from all the
waste used to wipe the engines and the mops used on the floor or
cellar. The waste comes from the press dry enough to use for
wiping, but the oil is dirty, as it contains all the drip from the
stuffing boxes and moppings from the floor and cellar. Fig. 3 is a
shop drawing showing all the parts. The bed plate is a cast iron

Oct. is, igoo.]

STRKKT RAILWAY KKVIRW.

599

-„f—.

CoteAor£/en ^/nf.

09 at/Jrrrr/ie TOfr^

FIG 3-OILY WASTE PRESS.

pan 20^ X 30 X 8J4 ill. inside and has lugs for bolting it to a
bench and braces to which the press is fastened with set screws.
The press consists of a base, to which the cylinder is hinged so
that it can be swung on its side when it is desired to remove the

The screw is of machine steel lJ4 '"■ '" diameter and jO in. long,
cut with a No. 4 square thread. The piston is ^y^ in. in diameter.
The nut for the screw is brass. .\lt parts except the links, key,
screw and nut are of cast iron.

All the oil extracted from the waste in this press is stored in a
spare tank, and when opportunity affords a quantity of fuller's

fk;. 4-filter press.

pressed waste. For holding the cylinder to the base on the side
opposite the hinge a tapered key is driven through links and over
a lug on the side of the cylinder.

The cylinder is 20 in. high and 10 in. in internal diameter, with a
flange at the top to which is bolted the yoke supporting the screw.

Fu;. 5-filter pl.\te .\xp filler.

earth is added and the whole is then pumped through the filter
press in Fig. 4. Periodically all the oil in the station is also put
through this press.

This press consists of 12 cast iron plates and 13 wooden distance
pieces which are clamped between heavy end castings, as shown in

600

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

the engraving. Fig. 5 shows a plate (excepting the supporting
lugs) and a distance piece with dimensions. The filter plates are
covered with one thickness each of two kinds of filter cloth (mat
and chain) on which the dirt and impurities arc gathered. To
clean the press the plates are removed, and the earth and dirt
scraped off the cloth; the plates are again assembled and the press
is then ready for operation.

The object of adding fuller's earth to the oil is that it acts as a
filtering medium, separating the particles of dirt and absorbing
any water. As the oil emerges from the press it is free from all
dirt and is but little discolored.

During the process of filtering, some cylinder oil finds its way
into the engine oil, which discolors it, from an amber to a deep
wine color. This cylinder oil increases the specific gravity of the
oil but after it has passed through the filter press, the gravity test
is the same as for new engine oil, the press having removed some
of the residium. tar. wax, etc.

IMPROVED AIR PUMP AND CONDENSER.

The accompanying illustration shows the latest design of the
jet condensing apparatus for street railway power plants, that has
been developed by the Dean Bros. Steam Pump Works, of In-
dianapolis, Ind. The power required for the operation of this
pump is given as one-hall of one per cent of that developed in the
engine, while the steam consumption of the latter is reduced 30
per cent. This air pump can be speeded to deliver just the amount

471

DEAN' AIR PUMP AND CONDENSER.

of water required for condensation. It is started before the engine
and the vacuum obtained is used to assist in the first revolutions.
This feature is important with compound engines, as the full power
of the low pressure cylinder is secured at once.

It was formerly supposed that a vertical air pump must be single-
acting, but the manufacturers have designed a double-acting, ver-
tical air pump that is believed to be entirely successful. The ver-
tical type of air pump is said to be much more durable than the
horizontal type, because there is no side wear in the cylinder and

stuffing boxes. In horizontal pumps, especially large sizes, there
is a constant downward wear of piston and rods, due to their
weight. Any sediment in the water will settle on the lower side
of the cylinder, where this pressure is greatest, causing the piston
and cylinder to wear rapidly. The vertical air pump occupies
but little floor space, and it is much more convenient to set down
into a pit, should it be necessary to lower the air pump, so as
to reduce the vertical lift of injection water.

The piston rods are separable at the cross heads, tapering keys
being used to hold them in place. The cylinder head can be
easily removed and taken entirely out of the way, for inspecting
the interior of the cylinder or for repacking the piston. The piston
rod stuftmg box is provided with a water seal to prevent air from
entering. The cylinder is lined with bronze and llic piston rod
and all valve seats are of bronze.

AUTOMATIC SHUT-OFF VALVE.

The Locke Regulator Co., of Salem, Mass., as the name indi-
cates, makes a specialty of regulating devices for steam plants
though it is also an extensive manufacturer of steam appliances
other than regulators
and governors. The
illustration shows the
Locke emergency or
automatic shut-ofif
valve which has been
extensively used in
New England power
plants and in a num-
ber of instances has
averted serious acci-
dents by promptly
closing down the
steam supply. The
valve proper is actu-
ated by a piston in
the cylinder mounted
on top of the valve
casing, the lower end
of this cylinder being
connected with the
boiler and upper end
with the steam main
near the engine. So
long as the pressures
are normal the valve remains open but a reduction of the pressure
on the upper side of the piston such as would follow a break in the
piping, permits the piston to rise, closing the valve. A screw a.nd
wheel are provided for operation by hand alter the manner of ordi-
nary valves. When desired electric attachments are furnished
making the valve a perfect engine stop that can be operated from
any point in the station, .\mong the other Locke specialties are
hydraulic damper regulators, water pressure regulators, reducing
valves, pump governors, open and closed float traps, relief valves,
etc.

SUNDAY CARS IN ST. JOHN, N. B.

An attempt by the Sabbatli Observance Association of St. Jolm,
N. B., to prevent the running of street cars on Sunday, has failed,
because of an adverse ruling by the police court. Complaint had
been made against several motormen who were operating cars
carrying passengers, and the street railway company moved for
their dismissal on the ground that the street railway was exempt
under the Sabbath Observance Act. Section i of this act provides
that it shall not apply to persons carrying travelers, and the case
turned on whether street railway passengers could be considered
travelers within the meaning of the act. The principal difficulty
was to determine the length of a Sabbath day's journey. The
local authorities in matters ecclesiastical could give no assist-
ance, but finally a case was found in the law books where a Sab-
bath day's journey was defined as 2,000 paces, or about three-quar-
ters of a mile. Under this ruling the judge dismissed the com-
plaints, holding the company's point as to passengers being travel-
ers to be well taken.

Oct. 15, lyijo.)

STREET RAILWAY REVIEW.

601

ELECTRIC STREET RAILWAY TRACK DRILL.

A tool of this kind Uildng its power from tin.' trolley wire and
doing the work in a fraction of the time re<iuircd by hand, should
certaiidy appeal to every one interested in street railway construc-
tion.

From the fact lh.it this device is used on a grounded circuit and
usually handled by unskilled workmen, the motor requirements arc
very exacting. It must be practically dust and water proof and un-
breakable, simple in constr\iction but of liiKh efficiency, in fad

»'!Z jfi

FIG. 1. -PLANT IN OPERATION.

constructed specially for this kind of service. The Stow Manufac-
turing Co., of Binghamton. N. Y., has been working along this line
for years, some of its earlier designs having been previously illus-
trated in these columns. Several of the more primitive type have
been in active service for the past four years and are still in good
working order, but practical use has from time to time developed
faults in construction which, as fast as discovered, have been cor-
rected. The invention of the Stow multi-speed motor has aided
greatly in perfecting this plant, and wliile no doubt further improve-

FIG. 2.-SECTION OF MOTOR.

ments will suggest themselves, the Stow Manufacturing Co. has no
hesitation in stating that in its present form, the combination of
Stow- flexible shaft and ironclad electric motor is as fiear fool proof
as any electrical device on the market, and that no appliance used in
street railway construction will pay a larger dividend than this.

I'ig. 2 shows the extreme simplicity of motor construction and
also method of speed regulation. By simply raising and lowering
the soft iron plunger in the hollow field by means of the hand-
wheel on top of motor, the speed can be varied even to the frac-
tion of a revolution. The motor is self contained, no outside speed

<^^\

IK.. j-iKAeK likll.l. I'KES.S. "~

regulatoi or starting box being required. — a most desirable quality
in a portable motor.

The automatic track drill press, Fig. 3, is a most valuable tool to
I'se in connection with this plant for rcbonding. If the road is in
operation, this drill can be adjusted and detached in a moment.
Catalogs, discounts and other information desired will be furnished
on application.

GRAPHITE PAINT.

Within the last few years a great deal of experimenting has been
done in endeavors to find a satisfactory paint for use on metal sur-
faces exposed to the weather, or to the action of corrosive gases
such as locomotive fumes, and one result has been a greatly in-
creased use of graphite paints. It is believed an ill-judged demand
has arisen for paints containing rio other pigment than graphite,
due to too much stress being put on chemical specifications and
mechanical specifications ignored. The Detroit Graphite Manu-
facturing Co., of Detroit, Mich., states that its experience shows
that graphite alone is not a good and reliable pigment, as it does
not mix well with oil and lacks body and binding qualities to give
it permanence and effectiveness. Its own product, known to the
trade as "Superior" graphite paint, is made from amorphous
graphite, in which there are other ingredients that give the paint
body, weight and hardness. The greatest care is taken in the
manufacture and the result is a product that can be relied upon as
of uniform quality. The claims made for "Superior" graphite
paint are that it is suitable for wood and all metals; that it will
last five times longer than other paints, and will cover two to four
times more surface: that it is easier to apply than other paints and
can be used on either new or old work; that it has twice the
bulk of mineral and four times the bulk of lead paints; that it is
practically fire, water, acid and weather proof. It is particularly
recommended for bridges and viaducts, especially where exposed
to the fumes from locomotives; a viaduct over steam railroad
tracks in Detroit given one coat of this paint in 1894 is reported to
not yet need attention.

MELBOURNE TRAMWAYS REPORT.

The statement of the Melbourne Tramway & Omnibus Co., Ltd.,
of Melbourne, .\ustralia. for June 30, 1900, shows a total income
of £426,234. of which traffic receipts were £415.024. The ex-
penses were £369.069. The balance carried forward from the pre-
ceding year was £30.420 and the profits amounted to £57.165; it is
proposed to pay dividends at 8 per cent on the capital stock of
£480.000 and set aside £20.000 for depreciation and sinking fund,
leaving a net balance of £29.185. Mr. F. B. Clapp is chairman,
and Mr. W. G. Sprigg is secretary of the company.

WAGES INCREASED AT TORONTO.

The Toronto (Ont.) Railway Co. on Sept. 17th announced
the following rates of wages for trainmen: First year, 15 cents an
hour; second year. 162-3 cents: after the second year. 17 cents;
after the fifth year. 18 cents. The rate heretofore in effect was 15
cents. Men who have been more than five years in the service
w'ill receive 18 cents per hour.

602

STREET RAILWAY REVIEW.

[Vol. X. No. lo.

NEW ELEVATED CARS IN CHICAGO.

NEW YORK STATE MEETING.

The accompanying engraving shows one of the new cars built
for the South Side Elevated Ry., of Chicago, by the Jewett Car
Co., of Newark, O. An order for 30 of these cars was placed in
February. 1900, through Hanna & Gray, of Chicago, who represent
the Jewett company.

The cars are 46 ft. sH >"• over the platforms and 39 ft. 4 in.
over the sills, and weigh approximately 50,000 lb.; the truck cen-
ters are 32 ft. 10 in. apart. The seats are arranged as in the other
cars of the company, cross seats at the center and side seats at
the ends. The interior finish is in mahogany except the head-
linings which are of three-ply oak; the doors, sash, seat frames,
etc.. are mahogany.

These cars are the handsomest ever seen in Chicago and embody
several new features. The uiiulnws have double drop sash, so

The l8th annual meeting of the Street Railway Association of
the State of New York was held at BufTalo on September i8th and
lyth, the sessions being at the Iroquois Hotel. At the opening
meeting Tuesday morning there were over 100 delegates present.
.\fter a brief response to the address of Mayor DichI, who wel-
comed the association to the city, President Rogers delivered his
annual address.

Mr. Rogers believes that before any improvement in the condi-
tion of the railways of the smaller cities and towns of the state can
be expected, the present paving law must be amended; he suggests
that paving requirements should in each case be made the subject
of special agreement between the municipality and the railway.
Reviewing the last report of the Railroad Commissioners, he said
that of the 94 electric roads in llic state, 41 show a deficit for the

lli\\i;i I \_.\K I'clK MIL III SIUK EI.EWM Kl). clIU.M.ll.

that in summer the cars may be made practically open ones, a
design which will be greatly appreciated by the traveling public.
The gates extend from the platform to within 6 in. of the hood and
are covered with wire netting of !^-in. mesh; this arrangement
will effectually prevent attempts of passengers to climb over the
gates, which is sometimes done with the lower gates. The motor-
man's cab is entirely within the car instead of on the platform, and
is a model of compactness and convenience.

The equipment includes Van Dorn automatic couplers, Christen-
sen air compressor, Westinghouse brake cylinder and valve. Peck-
ham i4-.'\-X-L special trucks and electric heaters.

LUMEN BRONZE.

"Lumen"' is the name given to a special bronze which was
patented by Prof. R. C. Carpenter, of Cornell University, and is
made by the Bierbaum & Merrick Metal Co., of Buffalo, N. Y.
This metal was carefully tested and found to give satisfaction in
practical use, before being put on the market. A particularly low
coefficient of friction is claimed for it.

The physical properties of lumen are: Specific gravity, 6.9;
tensile strength, 30,000 lb. per sq. in.; compressive strength, 75,000
lb. per sq. in.; torsional strength. 35,000 lb. per sq. in.; coefficient
of linear expansion. .0015 per 100° F. ; electrical conductivity about
the same as brass. The metal is said not to deteriorate in remelt-
ing, and the tensile and compressive strength are reported to
increase with the temperature to 350° F.

Lumen has been used in the construction of the "Ideal" trolley
wheels recently put on the market by the Bierbaum & Merrick
company. The flanges are of soft cold-rolled steel which it is
stated docs not scale and is not blistered by an electric arc, nor
does it wear the trolley wire more than a soft bronze. The wear-
ing tread is of pure lake copper slightly hardened. The flanges are
held together by a hub of lumen bronze cast in place. A graphite
bushing is used with these wheels. A number of large railways
are using the "Ideal" wheel exclusively.

F. N. Rowley, of Kalamazoo, Mich., is seeking a street railway
franchise at Jackson, Mich.

year and only 14 declared dividends; of the latter 4 were in smaller
cities, being operated partly as interurban roads. The gain in re-
ceipts for the surface roads of the state was 7.1 per cent over the
preceding year; the roads of Greater New York carried 55 per cent
of all the passengers in the state, their increase being 74 per cent
of the total increase for the state. The good will of the people
being necessary for the success of a street railway, Mr. Rogers be-
lieves that the management should take the municipal authorities
into its confidence and appeal to their sense of justice. The ex-
cessive taxes imposed on American street railways were mentioned
and also the injustice of the present law taxing street railways i
per cent of their gross receipts and other corporations only yi per
cent. The municipal ownership agitator. Mr. Rogers thinks, is
wending his way westward.

Speaking of transfers, he states that there is no obligation, ex-
cept on the newer roads, to give transfers and recommends that
the points of issuance of transfers should be limited and designated
by the Railroad Commissioners. In conclusion Mr. Rogers noted
the extensive improvements in the street railways of the state dur-
ing the past year.

The papers read at the two sessions of Tuesday were:

"Accidents on Street Railways; Methods Employed in Han-
dling Them and Preparing for Trial," by D. W. Patterson, of the
legal department of the Metropolitan Street Ry., New York City.

"How Can We Increase the Efficiency of Our Employes," by
E. G. Connette, vice-president and general manager Syracuse
Rapid Transit Ry.

"Railway Power Transmission," by J. H. ."Armstrong of the
General Electric Co.

"The Use of Storage Batteries on Small Roads," by B. B. Nos-
trand, jr., president Peekskill Electric Light & Power Co.

"Storage Batteries," by Thomas Henning, superintendent of
power house, Bufifalo Ry.

"Rochester & Sodus Bay Ry.," by T. J. Nicholl, vice-president
Rochester Railway Co.

"Test of the Buffalo Railway Power House," by Prof. H. H.
Norris, Cornell University.

After the business session the delegates visited the Cold Spring
power house of the Buffalo Ry. and the Pan-American Exposition
grounds. The annual banquet was held at the Ellicott Club on

♦

(JiT. 15. K/in,

s'rKi;i-;i' kailvvay Kiiviicw.

603

Tuesday evening, Prcsiikiil Ko^ts presiding and Mr. V.\y aclinK
as toastniasler.

On Wednesday ihe following papers were read:

"Precision in Sleani Power Making. " by A. S. Mann, assislaiil
engineer. Metropolitan Street Railway Co., New York City.

"Compressed Air Motors," by H. D. Cooke, president Com-
pressed Air Co., New York City.

"Snow Plows," by K. K. Danforlli, sii|HTinleTidenl linlTalo K.iil-
way Co.

"Rotary Transformer Slaliims." by R. K. IXinforlli, -.nin-rinU-Tiil-
ent linlTalo Railway Co.

General discussion followed on "Repair Shop Methods," "I'.Oi-
ciency of lunployes." "Pavements" and "Snow Plows."

The ofl'icers and executive coiTiniittce chosen were: President,
G. Tracy Rogers, president Binghamton Railroad Co.; first vice-
president, John W. Boyle, president Utica Belt Line Street Rail-
way Co.; second vice-president, E. G. Connette, general manager
Syracuse Rapid Transit Railway Co.; secretary and treasurer, H.
A. Robinson, solicitor Metropolitan Street Ry., New York City;
executive committee, the president, H. H. Vrecland, C. L. Rossi-
ter, T. J. Nicholl, W. Caryl Ely. The next meeting will be held
at Rochester.

THE EXHIBITS.

About 25 exhibitors made a display of appliances, among which
were the following:

Harold P. Brown, New York, specimens of the Edison-Brown
plastic bond with demonstration of same.

The Mayer & Englund Co., Philadelphia, a line of its "protected"
rail bonds.

The G. P. Magann Air Brake Co., Detroit, had car No. 607
equipped with its brake, which passed the hotel at freriuent inter-
vals from 8:15 a. m. to midnight.

Speer Carbon Co., St. Marys, Pa., displayed a fine line of carbon
brushes.

The Keystone Electric Instrument Co., Philadelphia, had a
handsome line of meters.

J. W. Gorman, Boston, used a fine collection of photographs to
illustrate the extent of his business in supplying attractions for
pleasure resorts.

The Edison-Johnson Co., New York, exhibited its new form of
trolley harp which allows the trolley wheel a wide play preventing
its leaving the wire.

The Morris Electric Co., New York, had an extensive display
of many of the numerous specialties handled by this concern.

The Consolidated Car Heating Co., .Mbany. presented an at-
tractive and timely collection of electric car heaters.

The Bliss Manufacturing Co., Pawtucket, R. I., showed its car
gate to advantage.

The Weber Rail Joint Co., New York, had a full line of joints
for use on various sections and types of rail.

Hale & Kilburn. Philadelphia, showed several samples of cross
seats.

The Atlas Railway Supply Co., Chicago, exhibited its combined
rail brace and tie plate, and samples of joints for different rail sec-
tions.

The H. W. Johns Co., New York, many of the numerous spe-
cialties made by it for line and overhead work.

The Chisholm & Moore Manufacturing Co.. Cleveland, had track
specialties, and pictures of its appliances for handling heavy ma-
chinery in the power house.

The Bierbaum & Merrick Metal Co.. Buffalo, show-ed its "Ideal"
trolley wheels, and samples of "Lumen" bronze.

Other exhibitors were: Couch & Seeley Co., Boston: Gold Street
Car Heating Co.. New Y'ork: Cutter Co.. Philadelphia: P. H. Alex-
ander, New York; G. S. Allison. New Y )rk.

CONVERTING TRAM RAILS INTO GROOVED
KAILS.

The Springfield (Mass.) Street Railway Co. intends to increase
its capital stock from $1,550,000 to $2,300,000. the proceeds to be
used in making extensions, purchasing additional real estate and
adding to the equipment of the road.

The accompanying illustration shows the method of attaching a
block of cast iron to the flange of a tram rail by means of which
it is converted into virtually a grooved rail; this is designed for use

where city authorities or
the courts have condemned
tram rails and require a
change. This device has
been used very successfully
on the lines of the Spring-
field Street Railway Co.,
Springfield, Mass., and has
now been in service for
more than two years on
about two miles of track in
the city streets and during
that time not one of the
blocks has ever been brok-
en from the traflfic and
none have got out of align-
ment. The blocks are cast
in lengths of one foot.
each, with a groove, which fits over the flange of the tram and is
held in place by the paving blocks and grouting. It is readily at-
tached and serves equally well with granite, brick or asphalt pav-
ing and in the case of Springfield has given entire satisfaction to
the street railway management and city authorities. .All the tram
head rail in the city has been thus fitted.

The blocks weigh, for 5-in. tram rails, about 7'/z lb. each, making
15 lb. per foot of track, one for each rail; for girder rails that
measure only 4'/^ in. across the top the blocks weigh only 5 lb. per
foot of length. The cost is estimated from $r.20o to $1,700 per
mile, where it is necessary to take up and replace the paving.

The device is the invention of Seth J. Buckland. a former coun-
cilman in Springfield, and is being made by the .American Street
Railway Paving & Improvement Co.. of Springfield. Mass.

PROTECTING ALUMINUM CONDUCTORS.

Lord Kelvin, in a recent paper on "Distant Electric Power
Transmission," says of aluminum conductors:

The weight of aluminum required is almost exactly one-half
of the copper which would produce the same eflfect. The diameter
of cable is 28 per cent in excess of one made of copper, and the
cost of insulation for an underground cable is increased in about
the same proportion when we pass from copper to aluminum.

.Aluminum is not a pleasant metal to deal with, but its high
conductivity will make it invaluable for overhead transmission. It
is true also that the weight to be supported on posts is half of
copper, but the surface exposed to the wind is greater, and its
strength is not great. The chief drawback to its use, especially
overhead, is its liability to become rotten. This defect does not
exist if the metal be pure, and especially if free from sodium. But
exposure to the atmosphere, especially near the sea. induces de-
terioration. The fact that aluminum is easily oxidized ought not
to condemn it. The same is true of iron and steel, and yet we do
not hesitate to place structures of these metals in exposed posi-
tions. Only we paint them: so I propose that we paint or varnish
our aluminum conductors wherever necessary. We have had little
experience in this direction. I laid out a few hundred yards of ',4-in.
aluminum wire on a Scotch estate a year ago, and am watching the
eflfects of weather.

» » »

HALF FARE IN MASSACHUSETTS.

Residents of St. Joseph. Mich., have asked the street railway
company to inaugurate an ambulance service over its lines. It is
probable an old single truck car will be fitted up to carry injured
persons and a spur track will be built into the hospital yard.

The Massachusetts Legislature at its last session passed a law-
requiring street railways to transport school children at half rates,
and pending a judicial decision as to the validity of the law the
Consolidated Street Ry.. of Worcester, has decided to put on sale
books of school tickets. The tickets are issued in books of 10 for
25 cents and 40 for Si. good for the transportation of pupils in the
grammar and high schools. The company formerly sold high
school pupils tickets at the rate of 33 for $1.

604

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

ELECTRIC INTERLOCKING ON THE TOLEDO,
FREMONT & NORWALK ELECTRIC RY.

The accompanying illustrations show the signal and interlocking
apparatus recently installed by the Taylor Signal Co., ot Buffalo
and Chicago, at Fremont and Genoa, C, where the Toledo, Fre-
mont & Norwalk Electric Ry. crosses the main line of the Lake
Shore & Michigan Southern R. R. The two installations are sim-
ilar. Figs. I and 2 are diagrams of the crossing and Figs. 3 and
4 show two views of the motor and mechanism for operating the
derails. Fig. i shows the normal positions of the signals and de-
rails and Fig. 2 their positions when an electric car is crossing the
track.

On the Lake Shore track are two home signals, D and D', 600
ft. from the crossing, which stand normally at clear, and two
distant signals. E and E'. each 1.200 ft. from the home signal, and
these are also normally at clear. On the electric line are two dwarf
signals. F and F', which are normally at "stop", and four derail-
ing switches, two of which, C and C, are normally closed, and
two, B and B', are open. A is the tower; this tower is no neces-
sary part of the installation, but the employment of a watchman
was insisted upon by the Lake Shore as a condition of its consent
to make the crossing.

A rail circuit extends to a point 500 ft. outside the Lake Shore
distant signal, 2,300 ft. from the crossing, and the presence of a
train on the rails within this distance locks the signals F and F'
on the electric line. When this lock is released, that is, when no
steam train is within 2,300 ft. of the crossing, and an electric car
reaches the point indicated in Fig. i, the towerman at A sets
signals D, D', E and E" against approaching Lake Shore trains
and this in turn closes the derails B and B' and opens the derails
C and C on the electric line. The electric car can then cross
the track and continue until it is stopped by the open derail C

uS\

•o

■>thim

C B'

M>'

FIG. 1.

nc. 2.

This being closed by the towerman at the same time opens the
derails B and Bi and sets the Lake Shore signals at clear. The
object of having the outlying derails C and C is to prevent the
Lake Shore signals being set against the trains when there is no
necessity for it; the steam road signals must be restored to normal
position before the electric car can proceed. This overcomes one
of the most annoying objections that has been found to some other
interlocking systems, that the trainmen on the electric cars would
proceed and leave the signals for the steam road at "stop." It is
a notable improvement over the clumsy device of locking the oper-
ator in the cabin until he has properly set the signals.

When the towerman goes off duty he connects the controlling
circuits to hand key boxes located on the electric line and the
signals are then operated by the conductors of the electric cars.
It is quite evident that if it is safe to leave the operation of the
signals to the electric railway employes part of the time it is
equally safe at all times and a towerman is unnecessary. Thus this
system is entirely automatic and affords complete protection with-
out the continuing expense of a man to operate the signals, which

is a point of great superiority over mechanically operated inter-
locking signal systems.
The interlocking board and the mechanism for moving the sig-

DEKAIt, OPEN.

nals and derails have been very carefully designed. Current for
operating is supplied at 60 volts from a storage battery. At cross-
ings with electric lines current to charge the battery is taken from

FIG. 4-DER.\IL CLOSED.

the trolley line; at steam crossings a small gasoline engine drives
a dynamo which charges the battery.

The president and general manager of the Taylor Signal Co.
is Mr. A. W. Hall, 1318 Monadnock Bldg., Chicago.

SAVING MONEY ON TIES.

Perrizo & Sons, who are among the largest producers of rail-
way ties in the country, operating yards at Daggett, Mich.,
Marinette, Wis., Nathan. Mich., and Pembina, Mich., in an inter-
view with a "Review" representative made the following suia;-
gestion:

"Interurban and city electric lines will do well to investigate
the merits of the white cedar timber that cedar dealers in northern
Wisconsin and Michigan have commenced to make during the
past five years. In our judgment these ties fully answer the pur-
pose of more expensive woods and in many cases last even longer.
These ties are made from commercially standard white cedar tim-
ber, and furnished either hewn or sawed on two sides, as desired.
They are made in 5 x 6 in. x 7 ft., and 6 x 6 in. x 7 ft. and longer.
."Vs these 7-ft. ties are smaller and shorter than the regular stand-
ard 8-ft. tie they are sold cheaper and cars can be delivered to long
distances at a minimum price, and there is no reason why electric
roads should not use more of this class of ties than they do. It
is conceded that the white cedar tie is as good if not better in
durability than the white oak, and where roads are built on solid
ground, — as is usually the case with electric roads — in clay or
gravel this size of tie will not only last but will sustain any ordi-
nary traffic as well as if they were 7 x 7 in, x 8 ft.

"The cost would be about half of what the larger size ties are
worth, and except in a swampy or spongy soil, where they have
been used they have been found to answer the purpose just as well;
and the economy in construction cuts a very large figure. As
we previously remarked, it will pay any manager to carefully inves-
tigate this tie question, and our experience has been that where
they do so it is almost certain to result in the adoption of the
white cedar 7-ft, tie."

♦ « »

September iith was "Trolley Day" at Wichita. Kan., and the
Wichita Railroad & Light Co. devoted the entire receipts of the
day to charity. Of the $290,000 taken in, $108.87 was presented
to the King's Daughters, $108.97 to the Children's Home, and
$72.66 to the Wichita Hospital.

Oct. 15, 1900.]

STREET RAILWAY REVIEW.

605

rr'^'^^fi^

mmmm:m\

SPLICED CARS AT TOLEDO.

By courtesy of Mr. Thomas II. McLean, vice-president and gen-
eral manager of tlic Toledo Traction Co., we have received a draw-
ing sliowing tile phui adopted liy the company for making long

eluding the ^'/^ x H-in. cross piece, and the y/t x 4-in. longitudinal
from the trap framing to the end sill arc new. New vestibules were
put on the spliced cars and these are somewhat wider than those
on the smaller cars. When finished they present a very attractive
appearance, as shown by the haU-tonc engraving.

MSffiBPHSfflBBIIl

SPLICED CAR, TOLKDO TRACTION CO.

cars by splicing two shorter cars. The old cars were 16 ft. long
in the body and when spliced made a body 28 ft. 8j<j in. long. Very
little new framing was used; the framing around the trap doors in-

The company last year made 12 long cars out ot 24 short ones
and this year has made 7 additional long cars by splicing; the later

ones are i ft. longer than those first spliced.

II 1 II II

II II II II 11 n -11

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SIDE ELEVATION AND FLOOR PLAN.

«•■

606

STREET RAILWAY RK\IE\V

[Vol. X, No. lO.

BAYLEY HEATING AND VENTILATING APPA-
RATUS.

There are many places about a street railway system where
blowing apparatus may be used with advantage, but it is im-
portant that the blowers installed be properly designed for the
work they have to do and particular account must be taken oi
the surrounding conditions. Mechanical draft in the power house,
heating and ventilating systems for the car shops and barns, and
exhausters for those shops where there is much dust or shavings
to be removed, are some of the applications most extensively used.

In a boiler plant with chimney draft, blowers properly installed
will enable a given boiler equipment to carry a temporary over-
load, or the number of boilers may be increased without enlarg-
ing the existing stack or stacks. In building new plants the
idvantages of a forced draft system are carefully weighed; these
include reduced first cost, the ability to regulate the draft to suit
all conditions, reduced temperature of the escaping gases, and
the facility with which additions may be made to the original
installation.

For car barns it is quite important to have some method of heat-
mg the pits so that ice and snow can be readily removed from the
cars and trucks in winter. The peculiar advantages which a hot
air system of heating offers for such a purpose have already been
recognized by railway men and some of the largest car barns re-
cently built have been so equipped.

The paint shops must be thoroughly ventilated at all times and
in winter heated also. If wood working machinery is used to any
extent an exhausting system for removing shavings and dust is
almost a necessity.

The William Bayley & Sons Co., of Milwaukee, has perfected
a system of hot blast apparatus including fans, ventilating wheels
and planing mill exhausters; in all the different types the design
has been carefully worked out to suit the various conditions. The
planing mill exhausters are made in sizes ranging from 30 to 8o-in.
with capacities at i ounce pressure of from 1,250 to 11,000 cu. ft. of
air per minute; at a pressure of 6 ounces the corresponding capac-

known as the volume blower is recommended; these are so called
because designed to move large volumes of gases against compara-
tively small pressures.

Our illustration shows a Bayley steel plate steam fan with sec-
tional heater; the discharge is known as "right hand up," right
hand meaning that when standing so as to face the discharge pipe
the driving mechanism is on the right hand. The heater com-
prises 2,200 ft. of l-in. steam pipe over which the fan draws the
air discharging it through ducts which are built into the walls or
carried through the rooms. The steam pipes arc arranged in sec-
tions one or more of which receive the exhaust steam from the fan
engine, the others being supplied with the exhaust from other
steam apparatus or with live steam. The temperature of the
air moved may be regulated by cutting sections in or out, and
the volume by throttling the air pipes or by reducing the engine
speed. The heaters may also be motor driven.

This type is extensively used for factory and public buildings
and is admirably adapted for railway shops and car barns.
< • »

EFFECT OF TEMPERATURE ON THE FRIC-
TION OF BRAKE SHOES.

liAVLKY STEAM FAK WITH HICATKK.

ities are 3,200 and 26,000 cu. ft. per minute. These are all made
with outlets and pulleys arranged so that the proper direction of
discharge can be secured without the necessity of using crossed
belts.
For use with boilers, forges, heating furnaces, etc., a special type

In the "Review" for July, 1899, page 477, we published a com-
prehensive digest of the experiments heretofore made on brake
shoes tor cars, but this did not include data as to the effect of
heat on the coefficient of friction. At the September meeting of
the Western Railway Club, Prof. R. A. Smart, of Purdue Uni-
versity, presented a paper giving the results of various tests of
brake shoes that have been made at Purdue since the Master Car
Builders' brake shoe testing machine was installed there. Prof.
Smart discussed three points: The variation of the coefficient of
friction with speed, braking pressure being constant. The variation
of the coefficient of friction with braking pressure, speed being
constant. The variation of the coefficient of friction with the tem-
perature of the shoe.

The experiments on the first two of these points confirmed the
results of the M. C. B. tests made in 1896, and we do not give them
here; that portion of the paper dealing with the effect
of temperature is as follows:

The investigations on the effect of temperature were
undertaken for the purpose of finding a partial explana-
tion for the very considerable variations which fre-
quently occur in the results of brake shoe tests under
identical conditions and which it has seemed impossi-
ble to avoid even when e-xercising the utmost care.
Such differences often amount to 2 or 3 per cent, with
a value of the coefficient of friction of, say, 25 per
cent, and as has been stated, they have been attributed
to two causes, namely, variations in the temperature
of the rubbing surfaces and variations in the com-
parative roughness or smoothness of those surfaces.

So far as the writer is aware, no reliable information
has been obtained heretofore on the effects of tempera-
ture, a fact which is easily explained by the difficulties
attending such investigations. In fact, it is well nigh
impossible to carry out the experiments with a great
degree of refinement or to arrive at other than general
conclusions. This, however, has been done in the in-
vestigation under consideration, and the general con-
clusion reached is put forth with confidence as one
which is accurate for all practical purposes.

The tests upon which the conclusion is based involve
ranges of temperature of the shoe up to 1,500° F.,
speeds of from 40 to 60 miles per hour, and normal
pressures of from 2,800 lb. to 6.840 lb. They also
involve continuous runs of about five miles in length
and from five to ten minutes in duration. It is believed
that the range of temperature mentioned is sufficiently
high to embrace all but the most extreme conditions
of service. The term "temperature of the shoe," as
here used, is more accurately defined as the tempera-
ture of two points on the center line of the face of the
shoe and near either end. It is obviously impossible to measure the
average temperature of the whole shoe while running. Two
points of measurement, as just noted, were chosen to represent the
average temperature of the shoe.

(The paper included four diagrams showing the temperature of

Oct. 15, 1900. 1

stri:I':t railway kiaifav.

607

shoe and the cocfllcicnt muasiircd at sliort intervals during four
continuous runs at 40 miles per hour and 2,808 lb. braking pressure;
two were for soft cast iron shoes and two for hard cast iron
shoes, a chilled wheel being used in all four runs. The temperature
of the shoe rose from about 100" or 150" F. at starting to about
1,000° v., and in one case 1,400°, at the end of the test. The
coellkieiit of friction rose and fell irregularly, the maximum varia-
tion being about 5 per cent and the average value of the coeflicicnt
about 20 per cent.)

Both shoe and wheel were cold at the start. Successive readings
were taken, during the run, of the temperature of the trailing end
of the shoe, and these are plotted with the coeflicicnt of friction
for tlie same instant. It was found llial the curve of tenipcr.-iture
of the shoe rises during the run to several times its original value,
while the coefiicient of friction changes but little. The curves show
that the coHicient of friction is practically a constant, while the
temperature of the shoe varies through a wide range.

The curve representing the coeflicicnt of friction does not, in
these diagrams, start at the axis of ordinates. The readings ob-
tained at the beginning of an application are always more or less
irregular, and were, therefore, omitted when plotting the curves.
The lines showing the coeflicicnt of friction are not straight, but
the variations are not greater than the variations found in ordinary
stop tests under identical conditions. Their character and direc-
tion warrant the general conclusion which has been drawn.

It should be said that at no time did the shoe heat up uniformly
over its entire rubbing surface. The point of maximum tempera-
ture during the first part of the tests, particularly, shifted from
the center to cither end and back again for no apparent reason and
with no observable regularity. Readings taken from both ends in
quick succession would sometimes show the leading end hotter and
scmietinies the reverse, although at any time the difTercnce be-
tween them was not great. The general form of the temperature
curve may be explained as follows: Immediately after the shoe is
applied to the wheel, its temperature rises to about 500° F. In this
time the wheel, being of greater mass, has remained practically
cold. At this point the shoe begins to impart heat rapidly to the
cold wheel, thereby keeping its own temperature down, until the
wheel has been heated up and the tread has acquired a compara-
tively high temperature, after which the temperature of the shoe
again increases.

In the continuous tests just described, the initial temperature con-
ditions of the shoe and wheel were the same. Both were cold. To
show that variation in the initial temperature does not lead to
different results 15 stop tests were made in which the wheel was
brought to rest from a 35-mile speed under a continuous brake
shoe pressure of 6.840 pounds. The initial temperature of the shoe
varied from about 200° to 600° F. The temperature of the wheel
varied also, following approximately the temperature of the wheel.
The tests were run in several series, each series consisting of three
or four tests run after the other, the final temperature conditions
of one being the initial conditions for the next, and so on.

The conclusion drawn from these results confirms the one already
stated, i. e., that within the limits of the tests the temperature of
the rubbing surfaces does not aflfect the coefficient of friction.

A number of series of stop tests were made in addition to those
the results of which have just been presented. The results from
these tests were irregular and unsatisfactory and no conclusion
could be drawn from them.

DECISION ON POLYPHASE MOTOR PATENTS.

The Weslm.ulioiise Electric & Manufacturing Co.. in August last
brought suit against the New England Granite Co., for infringe-
ment of the Tcsla patents covering the polyphase system of trans-
mission. The case was heard by Judge Townsend. sitting in the
United States Circuit Court for the District of Connecticut, and
the entire field of power transmission was thoroughly covered by
the experts employed on the case, and much interesting matter
relating to the early days of alternating current work was brought
to light. The Westinghouse company sends us the following data
concerning the most important citations bearing upon the case,
which were those which related to the Deprez, Bradley, Siemens.
Gramme and Bailey apparatus, all of which were taken up in detail.

Deprez' invention related to the use of an annular electro-
magnet wound with two coils at right angles to each other. Cur-

rents of difTerent strengths being sent through the two cells, the
resultant polarity of the magnetic field would of course depend
upon the ratio between the two current strengths. It is important
to note that Deprez designed his shifting magnetic field for use in
combination with a magnetic needle suspended in the center of
the annual magnetic field. The direction of the magnetic needle
was to be controlled from a distance by simply varying one or both
of the currents in the two different field windings, direct currents
of course being used.

The next point brought up by the defending company bore upon
the invention of C. V. Bradley, who in 1887 api>licd for a patent on
a dynamo electric machine, in which two currents were generated
in separate windings. The complainants showed, however, that
Bradley had no conception of the use of these two currents for the
purpose of driving a motor, the sole object of the invention having
been "to obviate difficulties in prior constructions."

The defendants then took up the case of Bailey, who had, as
suggested by Arago, effected the rotation of a disk by means of
rotating electro-magnets. It was, however, shown, as indeed the
defendants admitted, that Bailey's apparatus was merely for a
laboratory experiment, and that the inventor had not used alter-
nating currents.

The Siemens and Gramme multiple circuit machines were next
considered, and the defense set up the point that these machines
might have been used as motors, since they contained the necessary
elements for such use. Judge Townsend ruled, however, that such
use was at no time developed, and that its development would
have called for distinct invention.

The evidence all showed that, while many earlier inventors had
at one time or another touched upon the general field of magnetic
rotation, no one had ever evolved a machine embodying the prin-
ciple of magnetic rotation by means of alternating sine currents
differing in phase, and that Tesla's conception of the rotating field,
as applied to the induction motor, had produced a sweeping change
in the electrical industries. The court declared that Tesia was
therefore entitled to the protection of a patent, quite as much as
were the inventors of electric telegraphy and telephony. Judge
Townsend spoke eloquently of Tesla's achievements, and his de-
cision in favor of the Westinghouse company concluded thus: "It
was he (Tesla) who first showed how to transform the toy of Arago
into an engine of power; the 'laboratory experiments' of Bailey
into a practically successful motor; the indicator into a driver; he
first conceived the idea that the very impediments of reversal in
direction, the contradictions of alternations, might be transformed
into power producing rotations, a whirling field of force. A de-
cree may be entered for an injunction, and accounting as to all
the claims in suit."

PHONOELECTRIC WIRE.

"Phono-electric" wire is a product of the Bridgeport Brass Co.,
and is described by the maker as follows: "This wire is the result
of a demand for a material that would stand up under all sorts of
trying conditions, endure extraordinary stress without yielding,
and prove absolutely trustworthy in all extremes of wear and
weather. It is a special copper alloy designed to give the best pos-
sible combination of strength, toughness and conductivity. Phono-
electric wire is nearly twice as strong as annealed copper, and
nearly 50 per cent stronger than hard-drawn copper, and its good
properties are permanent; it is as tough as mild steel, vastly more
durable, and four times as good a conductor. It is a homogeneous
metal, while hard-drawn copper is only hard on the surface."

We have made inquiries of Mr. J. R. Chapman, electrical engi-
neer of the Chicago Union Traction Co.. as to the service he had
been getting from this wire, and he states that the Traction com-
pany has been using it for about two years and is putting up more
of it nearly every month. Phono-electric wire has been adopted as
the standard trolley wire to be used at all points where the service
is particularly severe.

The Jackson (Mich.) Street Ry. was sold at auction on Sept.
13th. After spirited bidding by W. A. Boland, representing the
Michigan Traction Co.. J. D. Hawks, of Detroit, president of the
Detroit & Ann Arbor Electric Railway Co.. C. D. Beebe. of Syra-
cuse, N. Y., and others, the road was struck off to Mr. Boland at
$153,500.

608

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

RAIL BOND TESTS.

Madv by Exports of Mic Kreiicli Government in July, IWi, at the Ecolc d' Elec-
tricitc, Paris.

To determine which was tlie best method of rail bonding, very
careful and thorough tests of the leading types of rail bonds were
made in July by experts of the French Government at the Ecole
d" Electricite in Paris, and the formal report has just been issued.
To insure fairness each bond was applied by one of its representa-
tives, who was present at the test. In each case the current and
potential difference were measured from which the resistance was
calculated. In each test the same pair of grooved girder rails were
used, weighing about 80 lb. to the yard, and joint plates were not
used.

1. Edison-Brown plastic copper rail bond; size, No. 0000; length
76 mm.; height 38 mm.; thickness 3.2 mm. This bond was merely
laid by its own weight so that one-half touched the amalgamated
spot upon one rail and the other half a similar spot upon the
other rail. A current of 1,915 amperes was passed from rail to rail
through this bond with a difference potential of 0.0234 volt; cal-
culated resistance 0.0000122 ohm. After five minutes the current
was 1,806 amperes; difference of potential, 0.0233 volt, and cal-
culated resistance, 0.0000129 ohm. After the passage of the current
for five minutes through this bond the finger could be held upon
it without discomfort.

2. Conditions the same as in the first, except that two No.
0000 Edison-Brown plastic copper rail bonds were used. In this
case the current was 1.915 amperes; difference of potential, 0.0127
volt, and calculated resistance, 0.00000666 ohm. No apparent heat-
ing above temperature of room.

3. Conditions the same as before, except that one Edison-
Brown plastic copper rail bond. No. 000000 size, was used. Length,
89 mm.; height. 44.5 mm.; thickness, 4.7 mm. The current was
1,910 amperes; the difference of potential 0.0114 volt, and the cal-
culated resistance 0.00000598 ohm. No appreciable heating above
temperature of room after five minutes' passage of current through
the bond.

4. Conditions the same as in No. 3. except that two Edison-
Brown plastic copper bonds. No. 000000. were used. The current
was 1,880 amperes; difference of potential, 0.00678 volt; calculated
resistance, 0.0000036 ohm.

5. Copper bond of No. 00 size set in rails by driving steel pin
in the longitudinal hole in the terminals. Diameter of conductor.

peres; difference of potential, 0.1213 volt, and calculated resistance,
0.0000659 ohm. Bond became very hot.

8. One end of a permanent copper bus-bar on switchboard in the
laboratory of Ecole d' Electricite was connected to adjoining bar
by the experts of the school, in the best French manner. The
other end of the same bus-bar with contact of the same area and
with the same number and size of bolts, was made up with the
Edison-Brown contact alloys. With a current of 1,760 amperes the
loss at the first joint was 0.048 volt; the loss at the plastic alloy
joint in series with the first was o.oooS volt, or only 1-60 as much.

9. A current of 202 amperes w'as passed through a copper rod
II mm. in diameter. Difference of potential measured between
two points about 10 cm. apart on the rod was 0.0038 volt; calculated
resistance, 0.0000188 ohm. The rod was then sawed in two, the
ends of the rails were amalagamated and a small amount of plastic
alloy was placed between the ends in contact with each other.
With a current of 206 amperes the difference of potential was .0045
volt, and the calculated resistance, 0.0000218 ohm. The length of a
bar of unbroken copper to give the same resistance measured
1 1.5 cm. Resistance of the rail per metre, 0.0000564 ohm.

ROUND TOP HANGERS.

The comparative simplicity in design of the round top form
of trolley wire hanger, has led many street railway companies to
prefer this type of hanger to the other standard forms now on
the market. To meet the demand for hangers of this form, the
Ohio Brass Co. has recently brought out, as an addition to its
Type R hanger, a variety of round top hangers, which it designates
respectively as the Types J, N and N-W straight line hangers.
The various styles are shown in the accompanying cuts, which
illustrate not only the general form of each hanger, but also their
internal construction. They are made in either bronze or malle-
able iron, galvanized or Japanned, and are regularly fitted (with
the exception of the Type N-W) with a ^ in. stud bolt to fit the
standard forms of ears and clamps. Where special sizes of stud
bolts are desired, these are furnished to order. The Type N-W
hanger is almost a duplicate of the Type N, and is designed espe-
cially for use with the D-W trolley clamp, made by the same com-
pany, and, in place of the regular -5^ in. stud, is provided with
a conical stud bolt, internally threaded to fit the stud bolt in the
clamp.

For insulation the Ohio Brass Co's. well known "Dirigo" is used

Type N.
ROUND TOP HANGERS-OHIO BRASS

9.3 mm.; diameter of terminals, 16 mm. In this case the current
was i,6io amperes; difference of potential, 0.75 volt, and calculated
resistance 0.00046 ohm when the circuit was closed. After five
minutes the current was 1,530 amperes; difference of potential, 0.83
volt, and calculated resistance, 0.00054 ohm. After the current
had passed for two minutes it heated the bond to redness.

6. Two copper bonds aggregating the same section as in test
No. I; these bonds were set by driving steel pin in the longitudinal
hole in the terminals. The diameter of each bond was 9.3 mm.;
diameter of bond terminals, 16 mm. In this case the current was
1,805 amperes; difference of potential, 0.278 volt, and calculated
resistance, 0.000154 ohm at the start. After 5 1-3 minutes the cur-
rent was 1,620 amperes; difference of potential, 0.37 volt, and
calculated resistance, 0.000219 ohm. Bond became very hot.

7. In this test the leading type of flexible copper bond with
solid terminals was used, which had exactly the same section
as the bond in test No. i, viz.: No. 0000; diameter of terminals
22 mm. The current was 1,830 amperes; the difference of poten-
tial, 0.1 19 volt, and the calculated resistance 0.000065 ohm when the
circuit was closed. After five minutes the current was 1,750 am-

exclusively, and is molded directly in the body casting of the
hanger. The interior ribs and corrugations on the body casting,
which project inwardly into the insulation, serve to hold it securely
in place. As will be noted the stud bolt is furnished with a flanged
head, which in like manner secures a firm anchorage in the insu-
lation. This form of construction prevents all possibility of the
insulation becoming loose in the shell, or the stud bolt pulling out.
The Types J and N hangers are fitted with a circular washer,
which is set flush with the lower face of the insulation, and fur-
nishes a bearing surface for the boss of the trolley ear or clamp
used in connection with it. The body casting entirely envelops the
insulation and serves to protect it, not only from rain and moisture,
but also from accidental blows of the trolley wheel.

On Oct. 1st a new scale of wages went into effect on the lines
of the Pueblo (Col.) Traction & Electric Co. Trainmen that have
been with the company for one year will hereafter receive 19 cents
per hour instead of 18; two-year men will receive 20 cents instead
of 19; and three-year men will receive 22 cents.

Oct. is, 1900.]

STREET RAILWAY REVIEW.

r,09

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TRAMWAYS IN HONOLULU.

1 Iciiiuliihi, II. I., Sept. 13, lyoo.

lulilor "Review": It may iiilcrcst yuiir readers lo know that
we are about lo commence active construction work on the first
electric railway built in the Hawaiian Islands. Contracts for the
material to be used nn this road were let some time ajjo but vari-
ous unfavorable condilions have prevented work from jirogressing
more rapidly.

You are probably aware lh.it building a railway in Honolulu is
a somewhat different matter from building one in Chicago, as
there you are close to and in constant touch with the various points
of manufacture, while we are a very long distance away and we
have no cable. In the manufacture of our material, for instruc-
tions as to any particular point, it is necessary to communicate by
mail with Honolulu, and by the time the reply has been received,
practically a month has gone by, and then the reply may not be
satisfactory and further delays are caused.

The matter of transportation is a very serious one, as the steam-
ship companies between the coast and the Islands have a habit
of exercising their own judgment as to what they will load, regard-
less of what the fellow at this end may particularly require. In the
United States an engine, for instance, loaded at the machine shop,
would be shipped to any part of the country and delivered com-
plete, whereas with us we arc apt to get the beds in one shipment,
probably all the wheels in another, mixed up with various smaller
parts, and the rest following in the third shipment, the first being
useless until we have received the whole outfit.

However, we are glad to be able to say that while our stuflf has
not arrived in its entirety, still we have on hand materials for a
complete railway system of 20 miles, including power i)lant, road-
bed and overhead material. If all goes well, we shall have part of
the system in operation during the earlier part of next year.

Yours truly,

C. G. B.\LLENTYNE,
Manager Honolulu Rapid Transit & Land Co.

• « ♦

NEW YORK STREET CAR BRAKE TESTS.

Editor "Review:" The comments m:ule in your -\ugust. 1900,
issue, page 422, upon the New York street car brake tests seem
to us eminently just and proper, although we do not think your
strictures are nearly as severe as the incompetency disphiyed and
inconclusiveness of the tests deserve.

These tests were made primarily for the purpose of showing the
relative efficiency of the ditTerent styles of brakes. Extreme ac-
curacy is presupposed from the fact that the figures given are car-
ried in all cases to several places of decimals. Times of stops are
indicated in hundredths of a second, while the figures in other
cases are carrieil out to 4 or 5 places. Upon an iniiuiry into the
facts connected with the tests the absurdity of tlie figures becomes
astonishing.

Then the question of skidding wheels is one where the most
accurate figures are given, the allowance here being carried out
to five places of decimals. It was a standing joke among engineers
some years ago that in one of the old handbooks data were given
with figures extending to si.x decimals and foot notes were added
saying the figures were probably within 25 per cent of truth. In
this table of skidding we have five places of decimals which are
correct within 50 per cent, for according to headings of the table
skidding to which these long decimals belong varies by one-half.

As you intimate, the utter worthlessncss of these figures is best
shown Dy the fact that the cars frequently ran further in the given
time than they would have gone in the same time at the given
speed. From this we may derive several conclusions: we inay
believe that some of these brakes when applied to the wheels
greatly increased the speed of the car, or that the recording appa-
ratus of the New York State Railroad Commission produces a
great acceleration, or we may reach the less charitable but more
practical conclusion that the Commissioners paid so little atten-
tion to the matter that the car was accelerating with great rapidity

when the required speed was reached, and this acceleration ac-
counts for the seemingly impossible figures. Such reports are a
waste of good printing paper.

Railroad men are deeply interested in the question of brakes
and their relative merits, but they have no practical interest in
comparing brakes with the incident of skidding wheels nor of the
personal equation of the operator in manipulating the brakes.
'I'hcy have no interest whatever in the operation of brakes before
they are properly adjusted to the cars and before they have run
long enough to obtain contact of the shoes with the wheels.

We do not think there is a brake man in the country who can
look over these figures and feel that he has learned anything.
Some of the best brakes arc put at the foot of the list. Some of
the brakes which made the most absurd stops have receivc<l a high
position, while others making good stops seem to have been
ranked very low. The advantages which a power brake has over
even an expert motorman were not shown. Mr. Thomas Millcn's
operator with the Sterling brake, if we understand the figures,
made better stops than any of the power brakes, and in fact should
have been placed at the head of the list. At the highest speed his
stops were practically equal to the best.

But one conclusion can be reached from looking over the tabic
and reading your remarks, and that is that tests of this kind are in
the highest degree desirable and they should have been put in the
hands of an expert mechanical engineer, and an electrician might
have been with advantage associated with him as consulting en-
gineer, but an electrical engineer is out of place when Liking
charge of a matter purely mechanical like these tests. Yours truly,

J. G. BRILL CO.

THE LAST HORSE CAR IN SYRACUSE.

With the turning on of the current on the Lodi St. line of the
Syracuse (N. Y.) Rapid Transit Ry. early in this month, one more
of the few remaining horse car lines in the United States passed out
of existence. Another horse car is for sale cheap and the two

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faithful servants that drew it have ended their labors in that field.
Through the kindness of Mr. E. G. Connette, general manager,
we are able to reproduce herewith a photograph taken of the last
car as it stood at the corner of James and Lodi Sts. ready to make
its last run. The fog at the end of the white horse is due to the
fact that the photograph was taken in fly time.

The latest thing in trolley wheels is one having the harps extend-
ed into outwardly flaring wings which make it more diflicult for
the wheel to leave the wire and greatly facilitate replacing the
wheel when it does jump.

.\s a result of the coal miners strike in Pennsylvania several
street railway companies, including the Scranton Ry., were forced
to shut down part of their power stations and run on longer
schedules for a number of days.

Washington. D. C. has a novel advertising scheme. In several
places along the street railway lines the ordinary bill posters' signs
have above them a reflector, containing incandescent lamps. An
overhead line taps the trolley feeder and supplies current to the
lamps, which at night light up the signs for the benefit of the trol-
ley passengers.

610

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

The Great Storm at Galveston, Texas, September 8, 1900,

Loss of Life Estimated at Between 7,000 and 8,000 — No Person Escaped Property Loss — Total Property

Loss from $25,000,000 to $30,000,000.

ItY CHARLES B. WOOLVERTON, GALVESTON.

The story of Galveston's storm tragedy can never be completly
written. Since the terrific gale of Saturday night September
Sth, an army of faithful men have been struggling to restore
the afflicted city to something of its previous condition, while
others have worked as faithfully trying to convey to humanity
some of the particulars of the tragedy. They have told much, but
they could not tell all. and even at this late date it is impossible

The strongest wind blew lato in the evening when it shifted from
northeast to southeast and attained a velocity of about no miles
per hour. The exact velocity was not recorded owing to the de-
struction of the wind gage of the United States Weather Bureau
alter it had registered 100 miles per hour for two minutes at 5:10
p. m.

The poles of the East Broadway street railway line are standing

CORNER 2:11 ST. AND AVE. H.

WRECK OF POWER HOUSE.

to give a full description; only those who liveil through the awful
experience can imagine how terrible the whole thing was.

Over four miles of the beach were swept clean of buildings.
Some idea of the destructive path of the hurricane can be had from
a view of the beach from Tremont St. east. Standing on a pile of
debris 20 ft. high that marks the line of devastation extending from
the extreme east end to Tremont St., an unobstructed view of the
awful wreckage is presented. A line from Tremont St. and Ave.
P straight to Broadway and 13th. where stands the demolished Sa-

but the lines are all down as a matter of course as far east as 14th
St.; beyond that there is not a pole left standing and the tracks
are all filled with wreckage. The line of wreckage crossed Broad-
way between 13th and 14th Sts. and in it at this point were a num-
ber of bodies which could not be got out for several days owing to
the great piles of lumber. The great bulk of this lumber is un-
broken and represents sides or roofs of houses still intact.

The entire plant of the Galveston City Railroad Co. was demol-
ished but fortunately none of the employes of the company were in

WRECK OF A VESTIBULED CAR.

cred Heart (Jesuit) Church, is now as accurately marked by the
ridge of wreckage that once stood as homes, as if staked out by ex-
perienced engineers. All the houses to the south and east of this
line were razed to the ground. This territory embraces 70 blocks
and was thickly populated. Not a house withstood the storm and
those that might have held together if dependent only upon their
foundations, were buried beneath the stream of buildings and
wreckage that swept like a wild sea, from the east to the west.

BRIDGE AT 43d ST. AND AVE. K.

the building at the time. Their escape may be accredited to the
fact that the cars could not run after three o'clock in the evening
and by five, the water was high enough in the boiler rooms to ex-
tinguish the fires. This building was constructed nine years ago.
The machinery in the power house was all of the most modern type
and it is an entire loss. Major Baer, receiver of the road, said to-
day that the plant was a total wreck, the loss amounting to over
$200,000. All records of the property and bonds of the company

Oct. 15, lyoo.]

STREET RAILWAY REVIEW.

Gil

and all books were ruined in the (lood. In the offices of the com-
pany not a desk remained. Bookcases were demolished and their
contents strewn about the rooms. The offices of the company are
located on one of llie liiKhest streets in the city and it is of interest

made the horrors could not then be realized. Three or four barge
loads of the dead were carried out to sea and there buried, while
thousands upon thousands of others were cither buried or burned
where found and among these were fathers and mothers, who in a

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\j' -, , ,

TK.\tK iMOVEt) 2(.K) YDS.

to know that the water rose to a dcjjth of 4 ft. I in. in these offices,
which are 2 ft. above the street level.

It is the desire of Major Bacr to give the patrons of the company
electric service in the lesser damaged districts by the end of the week
and men arc now at work repairing breaks in the trolley wires and
car tracks of the Market St., Center St. and West Broadway lines,
arrangements having been made with the Brush Electric Co. for
power. One of the engines owned by the Galveston City Railroad
Co. is being repaired and will probably be used to furnish part
of the power. The work of repairing the broken trolley wires is
really a minor task. The chief consideration is the question of
power and it is hoped that the teinporary arrangements will
suffice until the repairs to the power plant can be completed.

A few of the piles that once supported the street railway trestle,
extending from Center St. to Trcmont, on the beach is all that
remains to mark the curved line of the right of way at that point.
At Denver Resurvcy, the extreme western portion of the city, the
wires and poles are down and the tracks badly disarranged.

Wharjgge Frcrt ^rt

COKNEK OF Zlu .SNI) WINMK ST.

Former riHe L inf

t<Hea cittf Pif. Trestle
V/^Pertiel oeiTrucTiOit
^^ TeTol Destruction

Gulf 0/ neiico

PORTION OF THE CITY DESTROYED.

The Galveston City Railroad Co. was chartered in 1867, and is a
consolidation of two smaller companies; a receiver was appointed
in 1897 and on Feb. 6, 1900, the property of the company was
purchased by the Guaranty Trust Co., of New York. The system
had 40 miles of track and 76 cars were operated.

There is a well organized citizens' committee at work in a busi-
ness-like manner, but the work before them is a vast undertaking,
and it will be some time before thousands will know the real
nature of the disaster which has overtaken them and the world
will never know it all.

The accompanying illustrations will show a small part only of
what has been, and even could a picture the size of the town be

twinkling had been taken from their all, leaving them in a wide
world to battle with the coming storms of life, homeless, penniless
and barely with friends.
Sept. 26, 1900.

WOVEN WIRE FENCING.

With tlie development oi electric traction, the problem of fenc-
ing rights of way through rural districts has become as prominent
as it has been for years with steam railroads; but fortunately for
the traction companies, they are able to profit by the experience
of the railroad companies, and are in position to avoid the expen-
sive experiments which have caused the railroad companies so
much annoyance and unprofitable outlay.

The traction companies are able to apply at once to their rights
of way the most improved and most economical of fences, which
are now taking the place of all the more primitive forms hitherto
used by railroads. During the past year, thousands of miles oi
railroad property have been fenced with the American steel woven
wire fences, and a number of traction companies have also availed
themselves of the advantages aflforded by this form of fencing and
have placed it along their rights of way. It goes without saying
that the expense of construction and the still greater expense of
maintenance of wooden fences oi any character, whether made of
finished lumber, pickets, or split rails, cannot be considered for a
moment as the proper solution of this problem.

A fence that is proof against wind, fire, snow drifts, against
heat and cold with their expansion and contraction, is what the
traction companies must have. These requisites are found in the
woven wire fence, of which the American style, manufactured
by the American Steel & Wire Co.. is recommended as at once
the cheapest and strongest.

The immense production of wire by the American Steel & Wire
Co., and its facilities by reason of producing irom the ore every
grade of steel by the besseraer, open hearth and crucible pro-
cesses, enable it to make for this fence just that grade of steel
wire best calculated to meet the peculiar requirements of fencing.
And, further than this, the galvanizing being done with zinc or
spelter of its own production, assures a finished wire strong and
durable.

Another feature in which the American Steel & Wire Co. is
unique is in its contracts for furnishing the fence erected. It
has a corps of trained fence builders, and will take contracts to
build any amount of fencing, including furnishing the posts, all
necessary appurtenances and all labor. Fence erected by these
expert workmen is sure to be properly put up.

The American Steel & Wire Co. solicits correspondence from
all interested in fencing, will promptly furnish estimates for any
quantity of American fence of any height, either delivered in rolls
of 40 rods, or fully erected and in place.

611

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

COMPRESSED AIR TRACTION IN NEW YORK.

VAN DORN COUPLERS.

About three years agu the street raihvaj companies oi New
York, wishing to secure a practical and economical motor that
could be used on their cross-town lines, where the installation of
electrical conduits was not justified, because of the light trafiic,
undertook extensive experiments with compressed air lor traction.
The Third .-Vvenue R. R. had motor cars built by the General Com-
pressed .•\ir Co., on the Hardie system, which comprised long
stroke single expansion engines driving one of the car a.xles, the
two axles being connected by side rods, as in the common type
of steam locomotives. The Metropolitan Street Ry. had Hoadley
motors, built by the Compressed Air Power Co.; these motors
were compound, of short stroke and ran in oil. driving a shaft
geared to the car axle.

The success of the Hardie motors on the Third Ave. lines con-
vinced the managers of the Metropolitan Street Railway Co. that
the patents of the General Compressed Air Co. were necessary for
the best results, and the Metropolitan syndicate formed the .■\mcri-
can Air Power Co., which was a consolidation of the two air
companies mentioned. Some modifications of the motors used
on the Metropolitan lines were m:ule, but the general cliaracter-
istics remained the same.

About this time Mr. Robert Hardie became engineer for the
Compressed .Mr Motor Co., which was the licensee of the General
Compressed .Air Co. for Wisconsin and Illinois, and introduced
the Hardie motors for the night service of the North Clark St.
cable line of the Chicago Union Traction; the cars used in Chicago
were described and illustrated in our issue for October, 1899,
page 729.

The excellent results achieved with the Hardie motors in Chi-
cago led the Metropolitan syndicate to open negotiations for a
further consolidation, and as a result the Compressed Air Co. was
formed, thus merging all interests. Hardie motors have been
substituted for those formerly used by the Metropolitan company,
and the future of compressed air traction is now brighter than
ever before.

The cars as now used in New York carry 14 reservoirs on the
truck, and one under each seat, having an aggregate capacity of 55
cu. ft. and weighing 4.340 lb. The air passes from the reservoirs
into a common header, and from the header into a pipe running
to each end of the car. A stop valve under the control of the
motorman regulates the flow of air. The air passes through a
reducing valve and comes out at a working pressure of 150 lb. I't
then passes into the reheating tank, which is placed in the middle
of the truck, and contains 500 lb. of hot water, varying in tempera-
ture from 320 to 170 degrees. The air passes into the bottom of
this heater and escapes into the water through a perforated pipe.
The air is heated to the temperature of the water, and is then drawn
off at the top whence it passes from the exit pipe to the throttle
valve of the motor, and thence to the valve chest of the engine,
in the same way as steam in a steam engine. The cars are fitted
with air brakes.

The compressing station at W. 24th St. and the Hudson River,
which was built for use with the old cars, will be used for the
new. It has a capacity of 56,735 cu. ft. of free air per revolu-
tion, and compresses to 2,500 lb. per sq. in.

FOR A BIG INTERURBAN IN CANADA.

An act is being prepared to incorporate the Toronto & Central
Ontario Electric Railway Co., with $5,000,000 capital, to construct
and operate a system of railways in conjunction with different
municipalities. Assurance has been received that such a system
could be financed in New York, as interurban systems in the
states have been wholly successful, and this stock is very popular
with investors. It is intended that there shall be main routes
with branch lines; and the standard railway gage will be adopted.
This system is to be equipped with vestibuled palace cars at least
75 ft. long, having separate compartments for mail and packages.
There is also to be a smoking compartment. It is the intention to
furnish the cars in the most luxurious manner in order that pas-
sengers may be carried long distances without fatigue. There will
also, it is intended, be small and suitable freight cars provided for
shippers of farm produce. It is hoped that at least 500 miles will
be constructed within five years.

The business of the W. T. Van Dorn Co. tor 1900 to date is
almost double that of any previous years, and Mr. Van Dorn states
that now all the elevated roads of this country have adopted the
Van Dorn couplers as standard, the Manhattan and the Boston
elevateds being the last ones to do so. Large shipments have
lately been made to Yokohama and to Glasgow, and orders have
recently been received from Europe and from many interurban
roads in the United States.

The company has now 13 distinct patterns in 13 sizes, which it
has been necessary to build to meet the requirements of customers.
The No. 3 and No. 4 draw bar heads with draft rigging, shown

NO. 3 AND NO. 4 VAN DORN DRAW BAR HEADS.

in the illustration, have been built for the Manhattan Elevated, of
New York. They have been made on strong lines to withstand the
heavy service; the rail is comparatively straight and the spring
power in the heads has been materially increased, each head
having five lifts of springs, 2 x 3-16 in. each. The draw bars for the

NO. S VAN DORN DRAW BAR.

Boston Elevated arc similar to these, except that the drop is less
and the stop casting slightly different.

The No. 5 draw bar is shown here connected to a hall joint. This
is the company's standard for street cars. The No. 7 and No. II are
similar to the No. 5. but are heavier, being for interurban cars.

BAD WIRE THIEVES IN CHICAGO.

The police of Chicago have spent considerable time of late trying
to catch a gang of wire thieves that have been despoiling the elec-
tric lighting, trolley and telephone systems. The gang seems to be
composed of expert electricians and in one or two instances they
have gone so far as to drive up to the wires in a wagon resembling
a street railway repair outfit and remove several hundred feet of
feeders without attracting suspicion.

This was bad enough, but to cap the climax the thieves one day
recently, after securing 500 ft. of cable, went and stole the telephone
instruments and batteries from two of the patrol boxes used by the
policemen for reporting to headquarters. The policeman on the
beat had to walk to the station to turn in notice of the theft and the
boys in the police department are feeling sore.
■« » »

The Toledo Traction Co. has decided to permit firemen and po-
licemen in uniform to ride free at any hour of the day or night.

The report of the Auburn (N. Y.) City Railway Co. for the
year ending June 30, 1900. shows net earnings of $76,237; operat-
ing expenses, $50,002; other income, $342; fixed charges, $22,416;
net income, $4,160; deficit from previous year, $26,080; total deficit,
$21,920.

Oct. 15, 1900.]

STREET RAILWAY REVIEW.

613

VERTICAL WHEEL GEARED BRAKE.

Thr ;ucniii|i.LiiyinB illuslrali<Mi shows a ratchet geared brake han-
dle, designed fcjr nse on vestdjiiled cars, where there is not sufTicient
room for the ordinary horizontal wheel or ratchet handle. This
vertical wheel brake handle is known as the Beverly, and is made
by the Heverly Engine & Machine Co.. of Beverly. Mass,

'I'lic wheel is any desired size from 12 to 15 in. The bevel ge;irs
are in the ratio of 2 to r, and are made of brass with the teeth milled
In secnre a good fit .nul noiseless operation; the gear case is of

IlKVKKLY K.\TCHET CLUTCH.

malleable iron and is attaolud to the dashboard of the car. The
ratchet clutch is in the spindle in the lower part of the case and the
device is so arranged that it can be welded to the ordinary brake
spindle. The wheel takes little room on the platform and the gear
and the ratchet clutch gives a great leverage, as the motorman can
work the wheel back and forth from any position the same as he can
the ordinary ratchet handle. The device has been in use for the past
two or three seasons on a large number of vestibuled cars in New
England and in some of the Middle States, and is rapidly gaining
favor with street railway managers.

MULTIPLEX ELECTRIC HEADLIGHTS.

It is a well-known fact that the use of electric headlights is
much more convenient and economical for street railway purposes
than is the use of the now out-of-date oil headlight, and it is
equally a recognized fact tliat the light from an electric headlight
consisting of a 16-c. p. lamp and a parabolic reflector is not much
more than the light obtained from the lamp itself. The reason for
this is, that a true parabolic reflector requires the source of the
light to be practically a point, such as an arc light produces,
or as is produced in less degree by a brilliant oil light.

Therefore, a regular locomotive headlight with an oil lamp will
always be more efficient than the same headlight would be, fitted
with an incandescent electric lamp of equal candle power, because
the reflected image of the latter is very much distorted and out
of focus. The light of the oil lamp is more condensed and con-
sequently most of it is in proper focus with the parabola, while
but a very small portion of the light of the incandescent lamp is
in focus.

It is for these apparent reasons that the inventor of the "Multi
plex" reflector conceived the idea of making a reflector which is
adapted to the requirements of the incandescent lamps. The gen-
eral form of the "Multiplex" reflector is on the lines of a true
parabola and the "Multiplex" improvement consists of so alter-
in.g the form of the parabolic reflector as to form a number
of annular and concentric separate reflectors which illuminate the
distortion of the reflected image of the incandescent lamp, with the
result of a reflector which is several times as efficient as an ordinary-
parabolic reflector.

"Multiplex" reflectors have now been on the market little more
than one year and have attracted the attention of street railway

managers everywhere, their introduction and adoption having been
extremely rapid. The cost of headlights fitted with these improved
reflectors being on a par with that of ordinary headlights, they
arc very naturally preferred and adojiled in competition with the
latter.

Kor railway headlights they arc constructed in accordance with
scientific principles. They arc spun out of brass of heavy gage,
and consist of a scries of convex or concave corrugations of
shape, size and radius varying with the style and kind of light to
be used in combination therewith. They arc polished, heavily sil-
ver plated, and then burnished, or nickel buffed, and arc finished
in such a manner as to maintain a lasting brilliancy. Each one
of the concave corrugations performs the functions of a separate
and distinct reflector, reproducing the light in a greatly magnified
and intensified beam, the beams from each corrugation merginff
into those of the other corrugations, and this multiplication of
separate beams of light is the secret of the intense light produced
by the "Multiplex" reflector headlights. Two kinds of rays are
projected from this reflector. One set forms a bright beam of
great intensity, projected in a comparatively small field and pene-
trating to a great distance, while the other set has a much larger
field of less intensity. This feature makes the headlights espe-
cially desirable for street railway purposes.

The Multiplex Reflector Co. makes a specialty of furnishing re-
flector shells to parties who may desire to substitute "Multiplex"
reflectors in the cases which they now have. The factory of the
company is at Cleveland, O., a convenient and centrally located
shipping point for all parts of the United States. The celling
agents for these headlights and reflectors are the W. R. Garten
Co.. Chicago: Western Electrical Supply Co., St. Louis: Morris
Electric Co., New York: and Percy Hodges, Boston.

MR. YERKES WILL BUILD LONDON ROAD.

Mr. Charles T. Yerkes has purchased the charter for an under-
ground road in London, and will proceed at once to build the line.
The price paid for the charter was about $500,000. The road is
from Charing Cross to Hamstead. and will cost about $12,000,000.
It will be built of .\merican material, by .\merican men with
American capital, everything, in fact, about the road will be Ameri-
can except the employes and passengers. It will be of a type
representing the highest development of the electric railway art
and cannot fail to be a revelation to the British riding public.
The third-rail system will be used and special attention will be
devoted to ventilation and lighting. The equipment will be some-
thing fine, and fast time will be made.

Mr. Yerkes sailed on October 6th for this country, where orders
for necessary material will be placed, and everything connected
with the construction of the road will be pushed with the utmost
possible speed.

ROCK ISLAND ROUTE TO CONVENTION.

.\ large number of delegates will take the Chicago. Rock
Island & Pacific from Chicago and intermediate points to the
Kansas City convention. The usual concession is made in rates,
which are one and one-third fares ('$16.70") for the round trip. The
well known excellence of the Rock Island and its great popularity
need no recommendation to travelers who want everything the
very best. The train leaving Chicago at 5:45 p. m. carries buflFet.
library, smoker and dining cars. Reservations and further infor-
mation can be had of any of the following agencies: Chicago. 91
.\dams St.: New York. 305 Broadway: Boston. 290 Washington
St.: Philadelphia, tii South Ninth St.: Pittsburg. 415 Park Build-
ing: Detroit. Ti Fort St.. West.

RELIEF ASSOCIATION AT WASHINGTON.

The officers and employes of the Washington (D. C.) Traction
& Electric Co. are planning to form a relief association for the
benefit of the 050 men employed on the system. President Stevens
has promised to give $1,000 as a nucleus for the insurance fund.

The Rockford (Ill.V Beloit & Janesville Electric Railway Co.
has filed a bond to insure the construction of the road.

614

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

NEW CARS FOR ALBANY & HUDSON RAIL-
WAY & POWER CO.

The accompanying illustrations show two styles of cars recently
built by the Wason Manufacturing Co., of Springfield, Mass., for
the .\lbany & Hudson Railway & Power Co., which has a 40-
milc third-rail line connecting Albany and Hudson, N. Y. The
cars have overhead trolleys, as well as shoes for taking current
from the third rail, as they operate over the local street railway

the ceiling at intervals of about 4 ft. The buffers are curved
angle bars, and are braced by the wooden floor beams and by two
steel channels extending in a flaring direction and bolted to the
platform timbers.

The summer cars are 53 ft. 6 in. long over the buffers and 52
ft. over the vestibules; the body proper is 43 ft. long, 8 ft. 6 in.
wide, and 9 ft. 2 in. from the bottom of the sill to the top of the
roof. The weight of the car body is 27,763 lb.; trucks, 15,900 lb.;
electrical equipment, 12,600 lb.; air brake equipment, 1,465 lb.;

FIG. l-SUMMER CAR FOR ALBANY & HITDSON WASON M.-VNUFACTURINO CO.

tracks in Albany and Hudson. There are 10 summer cars, Fig. i,
and 8 winter cars, Fig. 2; of the winter cars 5 are full passenger
and 3 combined passenger and baggage cars. The trucks are the
Brill No. 27 extra heavy, the type developed by the J. G. Brill
Co. for operation over T rails at high speed, while also suitable
for the grooved rails in cities. The summer cars each have four
G. E. 57 motors, 50 h. p. each, and K-14 controllers; the winter
cars have four G. E. 51 motors, 75 h. p. each, and L-4 controllers.
.•\11 cars have Christensen air brakes, with motor compressors, the
compressors being housed in under the floor near the middle of the

total, 57.728 lb. This is heavier than the standard passenger
coach of the Boston & Albany R. R., which weighs 52,000 lb. The
window sashes are in two parts, and drop into the walls of the
car flush with the coping. The vestibules have low side doors
and curtains; the windows are shaded with ordinary duck curtains,
which roll up. The interior finish is in white ash, white grained,
while the ceilings are of light colored bird's eye maple simply
decorated. Double sliding doors are provided at each end, giving
a clear opening of 36 in. The cross seats are of the Wheeler patent
type, made by the Haywood Brothers & Wakefield Co., of Wake-

FIG. 2-WIXTER CAR FOR ALHANY & HUDSON-WASON MANIIFACTURINC. CO.

car; also, ordinary ratchet hand brakes. They also have Providence
fenders, and track sanding devices made by the American Loco-
motive Sanding Co., of Philadelphia, using compressed air. For
lights there are 15 single keyless electric lamps on each side along
the ventilator stringers, and two candle lamps at each end for
use in case of failure of the lighting current. The registers are
the Meaker duplex type; the two register cords and the bell cord are
carried above the center of the aisle, being strung through rings
at the lower ends of thin flat bronze strips, which depend from

field, Mass. The seats and backs of the summer cars are of wooden
slats, and have corner grab handles.

The winter cars are divided by glass partitions into two com-
partments, one for smokers, and are to be run one way all the
time, smoker end forward. They have 15 windows on each side,
and the lower sash is designed to drop into the wall of the car.
The interior finish is in mahogany, with paneled ceilings to the
windows, finished in special marquetry design at the posts; the
upper sashes are provided with embossed plate glass windows.

Oct. is, 1900.]

STREET RAILWAY REVIEW.

615

Tlie ceiling is painted and decorated with tasteful designs. The
cross scats are of the same type provided for the summer cars,
and are upholstered in carpet, and provide seating capacity for Co
passengers. The ventilator shifting device is a rod and lever ar-
rangement recently designed by the car builder, by which the
ventilators can be operated from the rear end of the car. These
cars have Perry ventilators, designed by R. S. Perry, of New
Bedford, Mass. There are call buttons on the posts, and corru-
gated rubber floor mats. The additional equipment includes Con-
solidated electric heaters and Dorner & Dullon track scrapers.
The total weight of the car is 59,700 lb.

The sills are reinforced by steel trussing; there are no steel
plates used with the sills. The steps are of the double Stanwood
type. Besides the ordinary grab handle at the ends an outrigged
wooden vertical handle is provided against the end of the car.
The gates are of the Wood type, made by the R. Bliss Manufac-
turing Co., of Pawtuckct, R. I.

The three combined baggage and passenger cars are similar to
the other five winter cars, except that a baggage compartment
14 ft. 6 in. long has been partitioned ofT. This compartment has
seats that can be used if needed.

There are also two 4.3-ft. cars for express or freight; these are
really electric locomotives, and have M. C. B. couplers. The
express cars have side doors near the center 5 ft, in width.

ADVERTISING IN STREET CARS.

IIY OEOKOE KIKKAM.

DAMAGES FOR JOINT USE OF TRACK.

There has been much litigation at Atlanta, Ga., concerning the
exclusive right of the Atlanta Railway & Power Co. to operate
street railways. As we understand the situation the predecessors
of the Atlanta Railway & Power Co. had the exclusive right to
operate street railways over streets already so occupied by it, for a
term of 30 years from Jan. i. 1806; and that in consideration of an
ordinance granting permission to change the motive power the
companies agreed to submit to the condemnation of their tracks
under certain conditions.

The Atlanta Rapid Transit Co. sought to condemn portions of
the tracks of the Atlanta Railway & Power Co. for joint use. and
three separate suits were Begun. The matter was referred to three
assessors. The portion of the assessors' report considering the
elements of damage is as follows:

1. That the Atlanta Rapid Transit Co. shall pay the cost of the
special work and the readjustment of tracks to suit the present
situation.

2. That it shall be the duty and obligation of both companies
to bear in equal proportion — that is to say. one-half each — of the
cost of maintenance during joint occupancy, and what we mean
by maintenance includes renewals necessary to keep the track and
appurtenances connected therewith in good condition.

.1. That upon abandonment of the joint use of these tracks by the
Rapid Transit company the street railway structure shall belong to
the Power company.

4. That the .\tlanta Rapid Transit Co. shall pay to the .Atlanta
Railway & Power Co. for a one-half interest in the use of the
property condemned, the sum of $i.o7S.R5. and for interference
and damage to its property, and interference with its exclusive
richt. the sum of $3,500.

Tn the other two suits the awards were $1,221.48 and $740.40 for
the use and $1,000 and $3,000 respectively for damages. One of
the assessors dissented as to the award, but concurred in the rea-
soning of the report, while another dissented as to the reasoning
but concurred in the amounts, .\ppeals were taken in all three
cases by the Rapid Transit company.

C, B. & Q.S FINE SERVICE TO KANSAS CITY.

Three fast trains daily leave Chicago for Kansas City on the
Chicago, Burlington & Quincy R. R., one at 6:10 p. m., arriving in
Kansas City at 8:40 a. m. This train, which offers unsurpassed
accommodations, comprises buflfet. library and observation cars,
high grade sleepers, and dining cars in which meals are ser\'ed
a la carte. Special arrangements will be made to accommodate
all delegates to the street railway convention at Kansas City, Oc-
tober i6th to igth. and their guests. .Application for accommo-
dations or for special cars should be made to F. E. Bell, city
passenger agent of the Burlington Route, 211 Clark St.. Chicago.

[Mr. KiNH.'im in ihe wfiiior parltirr of (irorifr Ki*.Hani dc Co., a firm whicti ilofn
a lllon- f.xtt>iisi%-e litj<tittt;MH in H(rf'*-l car ad vrrtiKinif lliati any olhiT in iIh^ worlil.
- K<l.|

Nowadays when street railways arc projected the possible incoinc
from advertising in the cars is always considered, and in many
cases it is put too high. Fifteen years ago there was very little
advertising seen in the cars, and it was of a character vastly dilTcr-
ent from the present display; the cars and advertising have both
advanced materially in that period.

The late Mr. Wm. F. Carlcton. of Boston, was really the pioneer
of legitimate street car advertising, and his methods were of a
character to induce a rapid increase of this business by reason
of the fact that they were agreeable and profitable to both the street
railway companies and the public. In the early years of his career
Mr. Carlcton made money rapidly as he had exceptional ability
to secure advertising contracts, but he was compelled to expend
thousands of dollars in the purchase of advertising racks to equip
the various cars controlled by him, all of which capital and much
more invested by Carlcton & Kissam was practically sunk for-
ever.

In the early days of street car advertising contracts were plen-
tiful at good rates, but as the cars increased rapidly the demand
for space did not keep pace with it. there was no particular trick
in selling space in a thousand cars, but ten or twenty thousand
car contracts are like century plants and bloom about as often.

Few railroad officials are aware of the amount of time, work
and expenditure involved in securing advertising for street cars; it
takes years sometimes to close a deal, many costly designs by the
best lithographic artists, reading matter evolved by writers of
national fame, who must condense their copy and keep it absolutely
free from even a word that might be oflFensive to the passengers.
solicitors who must be paid liberal commissions and who are de-
pended upon to induce the prospective advertiser to use street
car space. The competition of other advertising mediums is very
keen, and inducements are offered and prices made that, in many
cases, place the buyer of space in a position to dictate the price
of street car advertising and pay considerably less for it than the
railway companies actually receive from the lessees. This state of
affairs has been largely brought about by the competition for
privileges of the various street car advertising concerns and by
the erroneous idea of what the advcrti.sing should bring on the
part of railway officials.

It is a fact that since 1893 hardly any of the advertising com-
panies have made any money, several have "gone up" leaving
unpaid rentals and some have been on the "ragged edge." The
concerns with large capital have hung on hoping for better rates
and reasonable terms from the railway companies. Eighteen hun-
dred and ninety-nine was a good year for all. but it would fake
several good years to make up the losses sustained previously.
The large lessees of advertising privileges — and they could be
named on the fingers of one hand — must have plenty of capital to
carry on the business, the outlavs for labor, office expenses, com-
missions and rentals are all cash down and in advance, while the
receipts are necessarily of a credit nature with the accompanying
losses.

Open cars are the bane of street car advertising concerns: during
the months of their operation there is a certain loss to be faced.
Ihe transverse seats make it difficult to see the advertising cards,
and many regular buyers of space eliminate the summer months
in consequence: the cars are usually longer than box cars and card-
board to keep the spaces full is quite an item of expense.

Many roads are building long box cars with transverse seats
and center aisles: these are open to the same objection, though
in a milder form: but they are not desirable because railway offi-
ci-ils imagine that because they are longer more should be paid
for them. If the railway men knew how hard it was to sell 20
spaces in a car they would faint at the prospect of selling 30 or 32.
.•\s a matter of strict fact these long cars funless every car is long')
are a two-edged sword in respect to selling space: the spaces
must be kept full of something unproductive, and the companies'
idea of their value is based on their length.

Small plants of from 10 to 30 cars are almost invariably unprofit-

-r

616

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

able to the lcs,';ce; the experience of all is singularly similar in this
respect. The first year is a good one, then the local merchants
drop out like a drove ot sheep and the large general advertiser,
the backbone oi street car adveriising, docs not want the small
towns, yet the railway companies contrulling these plants expect
to receive the same price per car yearly as is paid in large cities.

The lessees of large plants are compelled for self-protection to
carry many o( these small places at a loss or with the prospect
of their being consolidated in the future with plants of a larger
number of cars; when this docs not occur the small town shows
an invariable loss, and is not only an expensive Ui.xury, but an
annoyance, as well, for the lessees of reputation must keep these
cars looking well. To do this properly requires frequent visits
by men of experience, an experience that takes years to acquire,
even though it "looks easy enough to put the cards in" to an out-
sider.

Some companies have experimented with running the advertising
themselves, and some have been quite successful (apparently) the
first year, but experience has shown that there is a vast dilTcrcnce
between running an advertising business and a street railway, and
the invariable sequel has been to make a lease with some one who
understands street car advertising and how to run it
properly. In this connection it is projicr to say that
far seeing and experienced street railway ollicials prefer
to contract with concerns who understand the requirements
of street railways and adapt the advertising to existing
conditions, than they do with amateurs or people who
imagine the business an easy one and offer more for the privileges
than those who know its real worth can afford to.

To run street car advertising properly requires years of ex-
perience. The appearance of the cars, reading matter and illustra-
tion oi the advertising must be of a character pleasing to the
public; the railway companies must not be hampered or annoyed,
and the work is necessarily done at hours and places not to inter-
fere in the slightest degree with the road's management. This
means running the business agreeably to all. those who do it usually
find the street railway officials in harmonious mood.

There is one grand underlying principle which the railway olli-
cials should consider, that it is for their interest the lessee should
make something on his contract, otherwise the old proverb of
"killing the goose that laid the golden egg" is bound to be exem-
plified: the men who devote their time, capital and energies to pro-
cure advertising in the street cars should enjoy a fair profit on their
investment and efforts, otherwise it is only a matter of time when
they cither fail or retire from the field.

In a sense the street railway companies are special partners of
the lessee; any special partner in other business would be glad to
realize 20 or 25 per cent on his capital and assume all business
risks. The street railways, when dealing with responsible parties,
assume no risks and receive from 50 to 90, and sometimes over 100
per cent. They are put to no trouble except to receipt bills and
draw sight drafts for rentals; the advertising space used in the
cars is of no practical utility so far as running the roads is con-
cerned, so the revenue thus derived is, in a certain sense, "velvet."'

A phase of the business that street railway presidents should
carefully consider and analyze is "malicious bidding" for the adver-
tising privileges by so-called advertising companies and piratical
individuals, who have no idea of taking the cars, and only bid to
compel the lessee to pay a higher price than it is legitimately worth,
so they can gratify their malicious spirits or get revenge for fan-
cied injuries. The respectable and responsible concerns engaged in
street car advertising have been considerably annoyed by these
pirates, and in many cases put to great trouble and financial loss
by reason of their illegitimate bidding. Let railway officials care-
fully study the apparently attractive letters they receive in reference
to their advertising privileges, analyze them thus: Do they come
from a distant city, do they treat somewhat bombastically of the
writer's great responsibility, and practically contradict it by offering
to put up surety bonds? Let the manager hesitate and ask hiinself
why they should want cars out of their territory; why offer bonds
if they're good. Maliciousness and want of good faith are appar-
ent in the one case, bluff in the other; they may succeed in com-
pelling the old reliable tenant to pay more and lose money, but
when a new lease is made, is it logical to suppose the said old
lessee will continue unless he gets a fair deal? If these "malicious
bidders" should succeed in driving out the old lessee they will find

a way to squirm out of closing a losing lease, or if they should
take the cars they immediately proceed to sell to the advertising
public a number far in excess of what are run; this swindle goes
on until detected, often involving the railway company in consider-
able trouble. Is it worth while for the sake of a few more dollars
(offered) to take the chances here alluded to or possibly worse?
Any concern capable of malicious bidding and over selling cars
will be capable of any other crooked action. Is it not better to "let
well enough alone" and stick to the "old reliables," whose con-
tract means sure money and no annoyance?

EXCELSIOR ' TROLLEY HARP.

The "F.xcclsior" self-oiling trolley harp has come lo be well-
known in the trade, and is now being used by over 25 of the large
electric railway systems of the country. An excellent testimonial
as to the merits of this harp is the fact that the largest users of it
are roads operating heavy cars at high speed; among these are
the Cleveland City Ry. and four of the Cleveland interurban roads,
the Detroit Citizens and three of the Detroit interurbans, the inter-
urbans at Toledo, the Mill Creek Valley Street Ry., the Cincinnati
Street Ry.

The harps are iikhIc in three sizes, for 4, 5 ami 6'in. wheels.
The 4-in. size is made of brass, but the laryor sizes, where the

••E.\CEL.S10R-' TROLLEY HARP.

weight is too great in brass are made of alumnium; the 4-in. harps
will be made of aluminum if desired. The self-oiling feature is
readily understood by examining the illustration. The main res-
ervoir C is filled through oil filler holes D. The auxiliary reser-
voir A is filled every time the trolley pole is lowered, and the par-
tition B holds this supply around the end of the axle through
which the oil is fed to the wheel by way of passage E centrally
bored through the axle. In a slot on the axle is placed a piece of
"piano" felt to distribute the oil and prevent too free a flow.

These harps are made by the International Specialty Co., of
Detroit, which makes the following claims for the harps: They
effect a saving in oil and at the same time efficiently lubricate the
wheel. They are noiseless and cleanly. Having no bushing to
wear, the wheel runs true. The oil is fed by gravity and reaches
the bearing where it is needed.

LACKAWANNA LIMITED TO CONVENTION.

The Lackawanna Railroad announces its facilities and calls at-
tention to the mountain scenery afforded by its route from eastern
points. The limited leaves New York daily at 10 a. m., crossing
the Delaware and the Blue Ridge Mountains at noon. Bingham-
ton is reached at 3:20 p. m. and Buffalo at 8 p. m. ; from Buffalo
the run is made over the Wabash lines, reaching Detroit at 2:40
a. m., and St. Louis at 2 o'clock in the afternoon. At 9:33 p. m.
the train arrives at Kansas City having made a run of over 1,400
miles in less than 36 hours. Sleepers, dining cars and all equip-
ment are strictly first class. Tickets are sold on the certificate
plan, one and one-third fare for the round trip.

Reservations can be made of H. J. Ball, 429 Broadway or Guy
.Adams, 26 Exchange Place, New York City; M. L. Smith, Scran-
ton, Pa.; W. C. Brayton, Syracuse, or F. P. Fox, Buffalo.

Oct, 15, lyoo.]

STRI'.KT KAII.WAY RF.VIEW.

617

NEW INTERURBAN LINES IN CHICAGO
TERRITORY.

I'^k'Clric intcriirbaii iiitcresls are (iiiile aclivc al the present time
proinotiiiR new lines in the vicinity of Chicago, there being one
sncli line approaching completion, one well innler way and three
others which seem certain to be bnilt.

'I'lie Jiiliil R.iilinad Co., of Joliet, 111., ha> fnr two years been
operating a line to the town of Lockport, abont five miles dis-
tant, where the controlling works of the Chicago drainage canal
arc located, and about a year ago a further extension to the town
of Lcmont was pUonucl. Tin- idr.i originally was not to e.xteiiil
the system beyond Lemont, but the numerous excursions from
Chicago to the drainage canal, anil the lack of proper facilities
for easily rcacliing the various points of interest led the American
Railways Co., which controls the Joliet company, to decide upcjii
a line to Chicago. The first car was run over the Lcmont exten-
sion on September 17th, and the hope is that the track can be
laid to connect with the Chicago lines before winter stops the
work. The line, when completed, will be 30 miles long, and open
up wli.il is believed will prove a ilcsii.ible suburbait residence dis-
trict in llie Dcsplaincs Valley. The route keeps close to the drain-
age channel, and this fact insures a heavy excursion business in
summer. In Chicago the line will connect with the Chicago City
Ky. at .Archer Road ;uid 59tb St. l''roni this point a branch will
extend north and connect with tlie Suburban R. R. in Lyons, thus
making the Joliet road accessible frinn the west, as well as from
the south side of the city.

CJrading for tlie Aurora, Wliciton S: Chicago Mlectric Ry. was
begun on September i8th, and the w-ork is to be pushed as rapidly
as possible. The route of this road is from Aurora to Wheaton,
the county seat of Du Page County, via Eola and Warrenville,
and thence to Cliicago, where it will connect with the Metropolitan
Elevated at W. 48th St. From .\urora to Wheaton is about 14
miles, and from Wheaton to the connection with the Metropolitan
is about iS miles. There are a number of cuts and fills on the line.
some being 25 ft. deep; though there are 11 railroads on the route,
only two or three of the crossings will be at grade. Messrs. L. P.
Wolf and U. P. Hord are the principal local promoters of this line,
and they expect to have it in operation before the winter of 1901.
This is the road in which Mr. Henry \. Everett and his Cleveland
associates are largely interested.

The Illinois & Rock River Railway Co. has been organized
with a capital of $1,000,000 to build a 64-mile line along the Rock
River from Sterling north to Rockford. Most of the necessary
franchises have been secured and grading will be commenced
after the election, so that a jKirtion of the road is expected to
be in partial operation by spring. Mr. Glenn E. Plumb, formerly
president of the Chicago (Seneral Railway Co., is the principal
promoter.

The two other interurbans projected in the territory directly
contributory to Chicago are the Waukc,gan, Fox Lake & Western
Electric R. R., of which R. D. Wynor is president, and the Rock-
ford (111.), Beloit & Janesville (Wis.) Electric Ry. It is expected
that the former road will be graded so that track laying can com-
mence by May l, 1901. and a forfeiture bond has been file<l to insure
the construction of the Rockford-Janesville line.

REPORT OF UNION TRACTION,
PHIA.

PHILADEL-

NEW HAVEN REGISTERS.

One of the interesting exhibits at the street railway convention
in Kansas City will undoubtedly be that of a register which in
actual use on quick running wood working machinery has regis-
tered nearly eleven million times. This machine will be exhibited
by the New Haven Car Register Co. at its space, No. 65. The
company advises us tliat this number of registrations is many
more than would be made on any street railway in over too years,
and that the test is a much more severe one than the same number
of registrations made in actual service on any street railway. The
machine is still unimpaired for re.gnlar service, which speaks
volumes for the great wearing qualities of the New Haven fare
registers. The company will make a full exhibit of its widely-
known single, double and triple registers, both round and square,
such as are in daily operation on the leadin.g railways in all sec-
tions of this and foreign countries.

The Union Traction Co., of i'lnlailelphia, makes the followini?
report for the year ending June .^0, njoo, which shows an increa<':
in recei|)ts and exiienditurcs over the previous year:

1900. Increase.

keeeipis from operation $l2.(//i.j<;l $1,202,43.1

Operating expenses 5,624,898 831,532

Net receipts 7.371.392 370,9^1

Other receipts 253,528 1 1,1 19

Net income 7,624,921 382,020

Fixed charges 6.686,900 61,073

Surplus 938,021 320,947

At the animal meeting on September I9lh, Charles O. Kruger
was elected a director to fill the vacancy caused by the death of
James McMancs, and the following directors were elected: Thom-
as Dolan, William L. Elkins, Alex. M. Fox, John B. Parsons,
William H. Shelmcrdine, Alfred Smith, J. J. Sullivan, P. A. B.
Widener, George D. Wi<lener, George W. Elkins and Alex. Balfour.
Resolutions were adopted commending President Parsons and
other officers for the way they have managed the afTairs of the
company during the past year.

— ♦ • »

CROWN RAIL BONDS.

The simplicity of the "Crown" bonds furnished by the Wash-
burn & Mocn department of the American Steel & Wire Co. is
doubtless the key to their widespread adoption in the construc-
tion of electric railways and tramways. Taking it for granted
that the copper of which these bonds arc made is of standard
conductivity, and that the company is able to furnish every style
of bond, solid or flexible, for bonding over or under the fish
plates, under the rails, or for cross-bonding, the simplicity of
application is a reason for the popularity these bonds have attained.

When it is noted that the work of applying "Crown" bonds is all
done on one side of the rail, and that only one man is required

CROWX RAIL BOXD.

to handle and properly attach the bond, the economy effected on
the score of labor alone is a very considerable item in every
mile of bonding and accounts for the claims made by this com-
pany that unquestionably more "Crown" bonds are in use on
electric railroads than bonds of all other patterns combined. Per-
haps one of the greatest labor saving points in connection with
this type is in re-bonding work. The ability of one man to handle
the rc-bonding without assistants is a point in economy which
cannot be overlooked by street railway superintendents and con-
tractors.

.\ catalog or little booklet on "Crown" bonds will be sent free to
anyone writing for it to the .■\merican Steel & Wire Co.. at either
the Worcester. New York or Chicago offices, and the company
will be glad to extend the services of its expert electrical engineers
to facilitate by suggestions the settlement of all questions regard-
in.g bonding, line wires, feeders, whether aerial, underground or
submarine, and other electrical work for lighting or power plants.

The Cleveland. Berea. Elyria & Oberlin Railway Co. is now
using at its outing resort, Puritas Springs, a starting bell that 25
years ago served to announce the leaving of the single horse car
that comprised the rolling stock of the street railway of Berea in
those days.

618

STREET RAILWAY REVIEW.

[Vol.. X, No. 10.

KNELL AIR BRAKE FOR STREET CARS.

The accompanying illustrations show the air compressor and the
general arrangements of an air brake system for street cars recently
patented by Mr. W. F. Knell, of Battle Creek, Mich.

From the two views of the compressor, one with the upper part
of the gear case removed, the general arrangement of the parts

control of the niutorman at all times. Noiseless operation. Econ-
omy of first cost and maintenance. Intcrchangeability of parts.

These brakes arc made by the Knell .Mr Brake Co., of Battle
Creek. Mich., of which the officers are as follows: President,
Charles E. Thomas; vice-president. Minard Lafever; secretary,
Joel C. Hopkins; treasurer, R. F. I^llTlna^tol■; superintendent, A.
H. Mctzelaar.

.MK COMPRESSOR.

is readily apparent. The gear case is dust proof and partially
filled with oil, which the motion of the crank carries to every
part of the interior, lubricating the crank pin, crosshead pin, cylin-
der and gears. .Ml these parts are carefully made and fitted; being
amply strong and with bearing surfaces large and well lubricated,
the wear will be found slight and the rojiair bills small.

At the front end of the pump is an automatic pressure regulating
valve. The mechanism of this valve is such that a uniform pressure
is maintained in the reservoir. When the pressure in the reservoir
reaches the desired point, usually from 60 to 80 lb., depending
a great deal on the speed and weight of car and the conditions
under which a service stop has to be made, the automatic valve
goes into operation and maintains the pressure in the reservoir

COMPRESSOR WITH TOP OK CASE REMOVED.

The Michigan Traction Co., of Kalamazoo, Mich., has been
making a trial of the Knell air brakes and advises us that they have
been most satisfactory in service.

SANTA FE ROUTE TO CONVENTION.

Two fast trains daily over the Santa Fe route will afford excel-
lent accommodations for delegates or visitors to the convention at
Kansas City October i6th to 19th. Trains leave Chicago at 6 p.
m. and 10 p. m. over this route, arriving in Kansas City at 8:30 and
10:30 a. m. respectively. Both trains carry palace sleepers and din-
ing car. Three special sleepers have been engaged, one being for
Mr. A. S. Littlefield and party, to leave at 10 p. m. October 15th.

DIAGRAM OF KNELL, AIR HR.AKE EIJUIPMENT.

at tliat point until air is taken from the reservoir for use in tlic
brake cylinder.

During the time that the air from the reservoir is maintained
at the desired pressure by the action of the valve, the pump i>
released from all duty, simply working back and forth, but exert-
ing no pressure against the air contained in the reservoir, and
simply "pumping the atmosphere" through an open port in the
automatic valve, the air being forced through the same port to the
atmosphere again.

As soon as the pressure in the reservoir has been reduced by
an application of air, the automatic valve is instantly released
and the pump goes into operation, and in a few revolutions raises
the pressure to the maximum point, when the valve again operates
and the pressure is maintained in the reservoir until it is reduced
by another application of the brakes.

The line drawing shows diagrammaticaliy the arrangement of
the apparatus. Pipes lead from the reservoir to each platform, and
thence back to the air brake cylinder; in the bends are inserted the
motorman's valves.

The advantages claimed for the system are: Simplicity. The
wearing parts run in oil, securely protected from dust and dirt,
thus ensuring durability. Low weight, from 350 to 400 lb. for a
complete equipment. Constant supply of air at full pressure, being
always ready for any number of emergency applications in quick
succession. Positive and instantaneous release of brakes under

Representatives of the General Electric Co. have chartered a spe-
cial car, and another has been engaged for a party of prominent
officials of different street railway supply companies. Mr. J. M.
Roach, president, and Mr. T. C. Pennington, secretary and treas-
urer, of the American Street Railway Association, have arranged
for accommodations over the Santa Fe route, as have Mr. J. G.
McMichael, president and treasurer of the .\tlas Supply Co., for
himself and party, Mr. C. K. Knickerbocker of the Griffin Wheel
Co., Mr. Brazier of the Laughlin Brake Shoe Co., Mr. Finney of
the Curtain Supply Co., and many others. Application for accom-
modations should be made to J. M. Connell, general agent passen-
ger department, Santa Fe Route, 109 Adams St., Chicago.
< » »

The Indianapolis Street Railway Co. intends to keep its park
open all winter, and the merry-go-round and some of the other
features will be operated regardless of the temperature.

In exchange for a renewal of its franchises for 25 years the Col-
umbus (O.) Street Railway Co. ofifers to pay $40,000 cash and a
percentage of the gross receipts beginning at 2 per cent and grad-
ually increasing to 5 per cent. It will also sell 28 tickets for $1,
good at all times, and will give universal transfers. The company
further agrees to make the experiment of selling workingmen's
tickets good morning and evening at 32 for $1, but if the receipts
show a falling ofif it will not continue this rate.

Oct. 15, 1900.]

STREET RAILWAY REVIEW.

619

TWO INTERESTING CARS.

'riic ilhislratioiis herewith show two interesting cars recently
turned uiit by tlic J. G. Brill Co., ot Philadelphia. The closed
car, which is one of the standard American types, is one of a num-
ber built for the Tirooklyii City & Newtown Railroad Co., of
Brooklyn, and is f<ir I lie run bit ween New York and Coney
Klatirl. liiinn intinilirl to sonir extent for special service, there

Government Tramways; it is the modified California type, similar
to that adopted by the Metropolitan, of New York. The cars arc
intended to be operated in trains of two each, the closed sections
being next to each other; no means of passing from one car to
the other are provided, and a train crew consists of a motorman
and two conductors. Brakes, controllers, etc., arc ojx-rated from
the open end of the forward car. The general dimensions arc:
Length over dashers, 36 ft. 4 in.; width at sills, 6 ft. $14 >"■', width

A ST.-\NnARI) AMICRICAX CAR- J. (;. BRII,!, CO.

are some features in which the design differs from the usual typo;
perhaps tlic most noticeable is the absence of vestibules. The car
body is 25 ft. long, with 4-ft. platforms, giving a length over the
dashers of 33 ft.; the width is 6 ft. 10 in. at the sills and 7 ft. 6 in.
over the posts. The seats are longitudinal, of cherry slats covered
with Wilton carpet. To permit the car to be used in winter a
stove is provided. The body is strengthened with truss rods pass-

over posts. 7 ft.; length of closed compartment. 11 ft. 2'A in.;
platform at closed end, 3 ft. 11 in.; platform at open end, 3 ft. 8 in.
The trucks are the "Eureka" maximum traction, which are arranged
to pass a 46-ft. radius curve; a G. E. 1.000 motor is mounted on
each truck. The cars have duplex standard air brakes. The ar-
rangement of seats, steps and drainage pipes through the grab
handles is quite similar to that of the Metropolitan Street Ry. cars.

CALIFORNIA TYPE CAR FOR AUSTRALIA.

ing over saddles and bearing on needle beams against the bottom
of the car. Many of the cars of this general type when for winter
use only, have the glass stationary. The trucks are Brill maximum
traction, with 33 and 20-in. wheels; each has a No. 49 Westinghouse
motor. The details include spring roller curtains at the windows;
Brill folding gates, which are hinged to the dasher, instead of to
the car body; electric headlights at each end; Brill angle iron
bumpers, with 6-in. face; two Brill sand boxes and two gongs.
The weight of the car body is 10.500 lb., and of the trucks about
3.250 lb.
The other car is one of a lot built for the New South Wales

In building these cars the Brill company has employed a modifi-
cation of its ordinary system for the shipment in the white. Elec-
tric headlights, angle iron bumpers and Brill folding gates are
used.

The hackmen of Detroit. Mich., have asked the city council
to pass an ordinance preventing the Detroit Citizens' Street Rail-
way Co. from running its private car Volande around the city
and carrying passengers at 25 cents each tor the round trip. Thcj'
contend the company's franchise does not authorize it to charge
more than the regular fare on any of its cars.

620

STREET RAILWAY REVIEW.

[Vol. X, No. lo.

PERSONAL.

MR. .\. C. MOTT was on September jStli appointed receiver
for the Eric (Pa.) Rapid Transit Railway Co.

MR. W. .\. HOUSE, manager of the United Railways & Elec-
tric Co., of Baltimore, has been making a pleasure trip through the
Eastern stales.

MR. FRANK E. LOWE, president of the Greenfield (Mass.) &
Turner's Falls Street Ry. was married to Mrs. C. F. Towlc on
September 27th.

MR. CH.ARI.ICS H. BIGEI.OW, inspecting engineer of the
bureau of surface lines of the Boston Elevated Railway Co., was
a "Review" caller last month.

MR. J. G. MILLER has taken the Northwestern agency for the
.\ja.\ Metal Co., of Philadelphia, and will make his headquarters in
the Marquette Building, Chicago.

MR. E. AD.\MS, of Toledo. C, has been appointed general
manager of the Sandusky. Bellevuc, Monroeville & Norwalk Elec-
tric Ry.. succeeding Mr. J. D. Parker, resigned.

MR. MAX LOWENTHAL, a well known electrical engineer
of New York and a frequent contributor to the electrical press,
was married last month to Miss Elizabeth Trier.

MR. GEORGE >L BRILL, of Chicago, has recently returned
from Peoria, III., and Indianapolis, Ind., where electrical plants
for which he is the consulting engineer are being installed.

MR. \V. R. MORRISON, in charge of track work on the Wich-
ita (Kan.) Electric Railway & Light Co., called at the "Review"
office recently on his way to Joliet, 111. He is taking a month's va-
cation.

MR. F, J, J, SLO.\T, general manager of the Southern Ohio
Traction Co., and his wife will speitd three months in California.
During Mr. Sloat's absence Mr. Bickncll, auditor of the company,
will act in his stead.

MR. C. S. KNIGHT, JR., for the past four years sales agent at
Pittsburg for the American Steel & Wire Co., has removed to Chi-
cago and will have charge of the electrical and wire rope depart-
ment of the same company.

MR. J. W. H.\RKINS, who enjoys a large acquaintance among
power station engineers through his long and successful connec-
tion with Wm. Baragwanath & Son, has accepted a position with
the Dearborn Drug & Chemical Works, of Chicago.

M R. E. W. GOSS, for several years superintendent of the
Middltown (Conn.) Street Ry., has resigned that position and
will devote all his time to the Milford (Mass.), Hollister & Fram-
ingham Street Ry., of which he has been superintendent since
last spring.

MR. T. H. M'LEAN, general manager of the Toledo (O.) Trac-
tion Co.. was recently the recipient of a silver loving cup presented
by the Ohio Electrical Light Association, as a token of the metn-
bers' appreciation of his interest and hospitality displayed during
the recent convention of their association in Toledo.

MR. EDWARD P. SHARP, of BufTalo, has lately become con-
nected with the Bierbaum & Merrick Metal Co., maker of "Lumen"
bronze bearings and trolley wheels, as manager of the street rail-
way department. Mr. Sharp has been in tlie railway supply busi-
ness for years and is one of the best known supply men in the East.

MR. H. S. COOPER, until last month general manager of the
Ithaca (N. Y.) Street Ry.. and formerly manager of the Schenec-
tady (N. Y.) Street Ry., has been retained by a prominent syndi-
cate of capitalists as a street railway expert, and will devote his
time to examining and reporting upon bankrupt street railway

companies with tlie view of reorganizing iheni and placing them
on a paying basis.

MR. A. C. VOSBURG, secretary of the New Process Rawhide
Co., Syracuse, made a western trip the latter part of September,
and reports a fine trade in gears and pinions. Managers are al-
ways glad to see him and only wish his visits were more frequent.
The noiseless 'eature of the New Process gears have made them as
popular with the manufacturers of automobiles as they long have
been with street railway operators.

THE WASHINGTON (D. C), FRKDl'RKK S: GETTYS-
BURG ELECTRIC RAILWAY CO. has decided to build a new
road and has elected officers as follows: President, L. Victor
Baughman; first vice-president, D. C. Winebrener; secretary, Chas.
C. Waters; treasurer, F. B. Smith: attorney, Wm. H. Hinks. Di-
rectors: L. Victor Baughman, John C. Motter, John Baumgard-
ner, Wm, H. Hinks, T. E. R. Miller, C. R. Nutt, F. B. Smith,
L. T. Brien, Charles Wertheimer, Isaac S. .'\nnan, D. C. Walker,
C. C. Waters, C. E. Cassell, John R. Stoner, D. C. Winebrener,
E. R. Zimmerman and .\le.xandcr Ramsburg.

OBITUARY.

.MR. W. L. I-KJDGE, vice-president of the Butte (Mont.) Elec-
tric Railway Co., died at Iiis home in Brooklyn on SeptcnilK-r 4th.

MR. I. .\. KELSEY, a stockholder and ot'liccr in a number of
New England street railway companies, died at his home in West
Haven, Conn., September 24th, at the age of 41 years. Mr. Kelsey
was president of the Middletovvn (Conn.) Street Railway Co.,
president of the Milford (Mass.), Holliston & Framingham Street
Ry., a director of the Winchester Avenue Railroad Co., of New
Haven and a stockholder in several other roads.

NEW PUBLICATIONS.

A SYSTEM OF ENGINES, in pages. Issued by the Harris-
burg Foundry & Machine Works, Harrisburg, Pa. — This concern
claims to be the first engineering firm to design and place in suc-
cessful operation, a complete scientific system of engines, involving
a different style of inachine for each changed sphere of conditions
and service. Its new catalog illustrates and describes in detail each
type of the system.

LIGHT ON THE JOINT QUESTION. Issued by The .\mer-
ican Improved Rail-Joint Co., Monadnock Block, Chicago. — This
pamphlet gives in full the recent decision of the United States
Circuit Court of .Appeals holding that the general process of cast-
welding joints is public property and denying the validity of patents
securing to any one person or collection of persons the control of
such general process.

VE.-VR BOOK FOR 1900-1901, of the .\rniour Institute o( Tech-
nology, Chicago. .Armour Institute was founded in 1892 by Mr.
Philip D. .A.rmour, of Chicago, for the avowed purpose of giving
to young men and women an opportunity to secure a liberal educa-
tion. The year book just published gives full information con-
cerning the departments and courses.

BULLETIN OF THE UNIVERSITY OF WISCONSIN.
No. ^g, "The Chemical Engineer," by Magnus Swcnson, special lec-
turer at the University. No. 40, "Recently Improved Methods of
Sewage Disposal," by J. B. Johnson, dean of the College of Me-
chanics and Engineering. Price 25 cents each. — Mr. Swcnson defines
the chemical engineer as one who has a very broad and thorough
knowledge of the chemistry in his chosen field, a thorough theoret-
ical knowledge of general chemistry, and also such a knowledge of
mechanics and engineering as will enable him to be a leader in that
particular branch of mechanics where his work lies. The work
of the chemical engineer in developing the Portland cement and
the beet sugar industries are dwelt upon at length and the oppor-
tunity which a technical school has for educating men for this com-
paratively new profession is pointed out. — Prof. Johnson's paper
was read before the Science Club of the University and deals with

Oct, 15, lyoo,]

STREET RAILWAY REVIEW.

621

scwaK'i' ilispiisal by cliuniical j}rci.'i|iilaliiin and liy bactiTial rcihic-
tion, ami gives an accoiiiil of a iiiimbcr of e.\i)i-riiiu'iils aii<l practi-
cal iiislallalions that have been made.

SHOULD WORK BOTH WAYS.

TRACK MATERIAL QUOTATIONS.

Tlic daily passenner on the street car is usually alive to detect
any shortcoming, accidental or otherwise, on the part of the car
crew, and fre(|uently makes himself very ridiculous by the loud and
pompous manner in which he threatens to report some one. But
it is very seldom the thought ever occurs to him of dropping the
general manager a line commending some of the many really
worthy acts the boys go out of their way to do in helping some
stranger or unfortunate person.

On a certain well managed road there was recently posted in all
the cars the following sign:

IN CASE OK ANY DISCOURTESY ON THIC
PART OF EMPLOYES PLEASE REPORT
THE SAME TO THE GENERAL MANAGER.
The signs had been up only a few days when a large number of
them were found to read thus:

IN CASK OF ANY COURTESY ON THE

PART OF EMPLOYES PLEASE REPORT

THE SAME TO THE GENERAL MANAGER.

The change occasioned by effacing the first syllable of one wonl

makes a radical change in the character of the request of course.

but is suggestive none the less of what the patron can do if he will.

CANADIAN NOTES.

The Ilalifa.x Electric Tramway Co., of Halifax, N. S., has de-
clared a (juarterly dividend at the rate of 5 per cent per annum on
the capital stock. This is the I5tli dividend declared by this com-
pany.

Another interesting decision regarding Sunday work has been
made by the police magistrate of London, Ont. Three employes
of the railway company were charged with profaning the Lord's
day by sharpening and steeling switch points. The company
maintained that, owing to the frequent running of cars, this work
could not be done on a week day. nor could it be properly done
by night time. The magistrate upheld the contention of the com-
pany and released the inen.

On September 23d the Niagara, St. Catherines & Toronto Elec-
tric Ry. inaugurated a through service between Niagara Falls, N.
Y., and St. Catherines. Out., under most auspicious circumstances.
The time schedule calls for 10 round trips per day between the
hours of 7 a. m. and 11 p. m. The cars in service on the new
system are 50 ft. in length and have smoking and baggage com-
partments; the coaches are well heated and lighted, and are
equipped with high speed motors and automatic air brakes. The
work of clearing the land where the new terminal station is to be
located, has been started, and will be pushed to coinpletion. This
company expects to have a through line between the Falls and
Toronto at an early date.

The Chambly Manufacturing Co., of Montreal, Canada, which
has recently agreed to supply the Montreal Street Railway Co.
with electric power, is now preparing to install the necessary
apparatus to enable it to fulfill the contract. The company has
secured the services of Mr. Ralph D. Mershon. who for some
years past has been the expert for the Wcstinghouse company in
connection with long distance transmission of electricity. ^Ir.
Mershon is now making his headquarters at the company's office
at Montreal, but is not in a position to give details of the proposed
work until he has given the question some careful consideration.
The Chambly company has an extensive water pow-er about 20
miles distant from the city, and will transmit current to the central
distributing station in Montreal at 25.000 volts.
» « »

At the suggestion of General Manager McLean, of the Toledo
Traction Co.. a benefit was given at the Casino for one of the
veteran conductors who had been ill for several weeks.

At a meeting of the steel rail makers in New York on September
20th a substantial reduction in the price of steel rails was made,
but the cut was not as great as many of the larger buyers had
hoped for or expected. New quotations arc as follows: Standard
sections over 50 lb. per yard, $26 at mill, a cut of $<j per ton; light
rails, $25 delivered; girder rails, $j8 at mill; relaying rails, f. o. b.
New York, $20; track supplies f. o. b. Chicagr), splice bars, $1.35
to $1.40, spikes, $1.70 to $1.80, bolts with hexagon nuts, $2.10 to
$2.20, with square nuts $2.00 to $2.10.

The following (juotations on ties have been sent us, all prices
being f. o. b. at shipping point. I,indsley Brothers & Co., Menomi-
nee, Mich., cedar ties, 20 to 23 cents; hemlock, iH to 20 cents;
G. S. Baxter & Co., 18 Wall .St., New York City, yellow pine tics,
7x9 in. X H'/j ft., 64 cents; 6 x 9 in. x 8 ft., 59 cents; 6x8 in. x 8 ft.,
S3 cents; Pcrrizo & Sons, Daggett, Mich., white cedar ties, 5 x 6 in.
X 7 ft., 23 cents; 6 x 6 in. x 7 ft., 26 cents; 5 x 6 in. x 8 ft., 27 cents.

CHICAGO ELECTRICAL ASSOCIATION.

The fall and winter program of the Chicago Electrical Associa-
tion includes special papers as follows: "Electric Elevators for
Safe and Economical Operation," by I lay ward Cochrane; "The
Alternating .Vrc," by C. Wiler; "Roentgen Rays," by VV. B. Hale;
"Electrical Features of the Paris Exposition," by J. .M. Hollistcr;
"Electricity in the Equipment and Construction of a Ship," by
C. C. Mattison; "Standardization of Arc Lamps," by H. Almert.
The first fall meeting of the association v^as held on October 5th.

FROM THE EAST TO KANSAS CITY.

For several years past large numbers of delegates from the East
in traveling to conventions have used the same route. Special cars
and if sufficient numbers warrant, a special train will leave New
York at i p. m. Sunday, October 14th, on the New York Central.
.\t .Albany it will attach the special cars which leave Boston at-
10:45 3- ni- 'he same day on the Boston & .Albany. Stops will be
made at the principal cities on both roads to take on the street
railway men from those points. The party will leave Albany at
4:40 p. m., arriving at Cleveland at 3:30 a. m.. Monday. From
Cleveland to St. Louis the run is over the Big Four, and from St.
Louis to Kansas City over the Wabash, arriving at destination at
7:00 a. m. Tuesday, which is the opening day of the convention.

Delegates who desire to visit Chicago can take the Lake Shore
from Buffalo, arriving in Chicago about noon and leave at 6 p. m.
for Kansas City, arriving there at 8 a. m.

Milton C. Roach, general eastern passenger agent of the New-
York Central. 1216 Broadway, New York, will make reservations
and furnish detailed information. Passengers from Massachusetts
should address A. S. Hanson, general passenger agent Boston &
.Albany Ry. ; or local agents of the Boston & Albany.

NEW KIND OF CREATED TRAVEL.

Managers will do well to consider the possibilities of a new-
source of created business from now until election. It was tried in
Chicago last week and pronounced a great success by all con-
cerned.

A political meeting was to be held in a park in one of the sub-
urbs and the local workers conceived the idea of increasing the
attendance and interest by inviting numerous political clubs of
like faith to join in the good time.

The ward is a large one comprising in all 32 square miles, and
to assemble the clans special trolley cars were chartered for the
occasion. Forty-five gaily decorated and illuminated cars were re-
quired to move the 3.000 guests and the sight was an inspiring
one as the long procession of moving colored lights glided along
to the music of a dozen bands. At the point where the various
sections converged the procession extended over several blocks.

In many places it will only be necessary for the manager to pre-
sent the plan to the local campaign managers as a decided novelty
which is sure to be popular, and afford good revenue to the com-
pany.

/^J^

623

STREET RAILWAY REVIEW.

[Vol. X, No. lO.

THE PECKHAM MANUFACTURING CO.

The Peckliani Manufacturing Co. has been organized to build
new works and take over the business of the Peckham Motor
Truck & Wheel Co., which has now grown to such an extent that
it is impossible to handle it in the present works. The new works,
which will be ready for occupancy about November ist, are located

of sufficient capacity to care for these as well as other appliances
used by electric railways.

The dimensions of the different buildings are: Main truck build-
ing, including stock rooms on each side, 314 x 152 ft.; blacksmith
shop, 120 X 70 ft.; power house, 40 x 65 ft.; brake department, 150 x
75 ft.; snow plow department, 200 x 75 ft.; foundry. 140 x 75 ft.;
otiice (two stories), 48 x 48 ft.

WORKS OF THE PECKHAM MANUFACTURING CO.

at Kingston, New York, on the main line of the West Shore R. R.,
and also have a connection with the Ulster & Delaware R. R. to the
river, so that the company can have the benefit of water trans-
portation when desired. These works have been designed with a
view of handling the material for the construction of trucks in the
most economical manner possible, and are so arranged that the
material is so distributed when received, that every move necessary

Peckham's "Kansas City Special" truck is constructed on the
same general lines as the Peckham regular 14-B-3 short wheel base
truck, the difference being in cast steel side frames which are
modified to suit the requirements of the master mechanic of the
Metropolitan Street Railway Co., of Kansas City. The changes
made are mainly in the construction of the end extensions for
supporting the motors, which in this truck are made lower and

PECKHAM'S "KANSAS CITY SPECIAL,' TRUCK.

in its manufacture is one lead'.ng to the truck erecting department,
where by means of a five ton crane, the trucks are loaded on the cars
for shipment. The power used is electricity. The capacity of the
new works will be ;.ooo trucks per year.

In addition to the making of electric trucks, the Peckham com-
pany controls the manufacture of the Price friction brake and elec-
tric rotary snow plows, and the new works are being constructed

provided with pockets for the motor suspension springs which
are located nearer the axle than in the regular 14-B-3 construc-
tion, so that the weight of the motors is carried nearer the axles.
The end cross bars connecting the two side frames are made flat
in this truck, while in the 14-B-3 design they are of angle bar
construction.
The bolster of this truck, as in the 14-B-3, is a center bearing

-s

Oct, 15, 1900.]

STREET RAILWAY REVIEW.

623

swing bulsler carried iipijii twu luilf elliptic springs, wliicli in turn
are carried by coil equalizer springs. Large coil springs arc also
placed over the journal boxes, thus making three separate sets
of springs between the car body and rail, insuring a very easy
and steady riding car under all conditicjns of load. The motors
are placed outside of the axles, and the brakes are insiile bung, as
in the 14-B-.3.

* ■ »

HALF FARES.

The Cincinnati Street Railway Co. has declared its regular quar-
terly dividend of iJ4 pcr cent.

The Lansing (Mich.) City Electric Ry. has decided to install a
storage battery in its power station.

"An electric wire on the loose" in Spain means the swinging end
of a broken trolley or light wire.

The railroad eoniniissioner of Michigan refuses to iierinit electric
railways to cross steam roads at grade.

The Manhattan Elevated Railway Co., of New York, paid its
regular quarterly dividend of i per cent on October ist.

The Peter Cooper Club, of Omaha, Neb., is protesting against a
proposition to bond the county to assist an electric railway com-
pany.

The Northern Ohio Traction Co., of Akron, O., has reduced
the fare between Cuyahoga Falls and Akron from to cents to 5
cents.

It is rumored that Brooklyn Rapid Transit Co. will soon pass
under the control of the Metropolitan Street Railway Co., of
New York.

The Detroit street railways have issued pass badges to their
employes in lieu of books of tickets formerly used; the design is
copyrighted.

Two attempts were inade last month to wreck cars on the Toledo
(O.), Fremont & Norwalk Electric Ry. by piling fence rails, ties
and large stones on the track.

Mr. C. L. Henry, president of the Union Traction Co., of An-
derson, Ind., states that by November ist cars will be operating
between Muncie and Indianapolis.

The Chambly Power Co., of Quebec. Can., has entered into a
contract to supply the Montreal Street Railway Co. with 5.000 h. p.
continuous current, day and night, every day in tlie week, for 23
years at $25 per h. p. per annum.

The Winchester Avenue Railway Co., of New Haven, Conn.,
has issued an order prohibiting passengers from riding either on
the running board or standing between the seats of open cars.
This will limit the number of passengers carried to the seating
capacity.

Action was brought recently against the Burlington (la.) Rail-
way & Light Co. to restrain it from placing cinders between its
tracks for the purpose of protecting the paving. It was claimed the
cinders washed into the catch basins and formed obstructions in
the sewers.

The city council of Tacoma, Wash., undertakes to regulate the
speed of cars. A recent ordinance passed by that body provides
for a speed not exceeding 6 miles an hour on down grades, 9 miles
on Pacific Ave., 12 and 15 miles on residence streets and 20 miles
an hour on interurban lines.

The minority stockholders of the Haddontield Turnpike Co.
are seeking an injunction to prevent the Camden (N. J.) & Sub-

urban Railway Co. and the West Jersey Traction Co. from oper-
ating cars over the Haddonfield turnpike. It is claimed that the
company's rights arc infringed by the trolley franchise.

A long interurban car on one o( the western electric roads last
monlji ran jnto a cow that was wandering down the track in
search of greener pastures. The car was not badly damaged but, to
quote one o( George Stephenson's sayings, "it was awkward (or
the coo."

One of the objections urged against an ordinance at New Or-
leans providing for separate street cars (or while and colored pas-
sengers, is the difficulty o( deciding where some o( the wealthiest
white people in the city who are known to have negro blood in
their veins would ride.

An attempt by minority stockholders o( the Reading (Pa.) Pas-
senger Railway Co. to have the lease o( that property to th-; I<»jd-
ing Traction Co. set aside because o( inadequate consideration, has
failed. The consideration was $1, but the court (ailed to find aiw
evidence of conspiracy or wrong doing.

The Syracuse (N. Y.) Rapid Transit Railway Co. has prepare<l
plans (or building a second story over a portion o( one o( its
car barns, and will move its ofifices. This arrangement will enable
the company to concentrate the supervision o( the road, and
also to save the rental now paid (or offices.

The franchises of the Seattle-Tacoma Railway Co., organized to
build an interurban road between Seattle and Tacoma, have been
sold to a syndicate headed by Jacob Furth, of Seattle, Wash.,
George B. Bianchard, of Tacoma, Wash., and W. C. Forbes, o(
Boston. It is said the project will be carried out at once.

The United States Circuit Court has been asked to issue an in-
junction restraining the Newton (Mass.) & Boston Street Railway
Co. from complying with the provisions o( an act requiring street
railroads to carry public-school children at half (are. The peti-
tioner alleges that the act is class legislation as it affects public-
school children and not others.

One of the exhibits at the trial o( a suit brought against a street
railway company in Tennessee to recover (or personal injuries was
a photograph taken several months after the accident. For this
occasion two cars were placed as near as possible in the same posi-
tion they occupied at the time of the mishap and a man was placed
between them on the spot on which the injured person stood. The
photograph was used in e-xplaining the case to the jury.

The Supreme Court o( Kentucky has held that a company selling
electricity to a street railway is responsible for the maintenance ot
the wires o( the latter in a proper and sal'e condition. The view
taken by the court is that electricity is unlike any other dangerous
matter or (orce and that its control remains with the hand con-
trolling the dynamo; therefore the producer must see to it that the
wires to which current is supplied are in a safe condition.

CHANGE IN LEAVING TIME FROM THE EAST.

As the last form o( this issue is going to press we are advised
that arrangements (or the accommodation o( Eastern delegates to
the Kansas City convention, as given on page 621, have been
changed. The New York Central & Hudson River R. R. will run
a special train leaving New Y"ork at 10:00 a. m. Sunday, October
14th. arriving in Kansas City at 9:30 p. m. Monday, October 15th.
making but one night on the road. Other leaving times are as
(ollows: Albany, 1:30 p. m. Sunday; Buffalo, 7:40 p. m. (Central
time) Sunday: Cleveland, 12:10 a. m. Monday; St. Louis, 2:15 p.
m. Monday. Regular train leaving Boston at 10:45 a. m. does not
connect with New York Central special.

The city (athers o( Johannesburg. South A(rica, re(use to grant
concessions (or an electric railwaj- to take the place o( the present
horse lines (or the reason that the (armers would lose a good cus-
tomer o( oats and straw.

624

STREET RAILWAY REVIEW.

[Vol. X, No. lO.

CiAKSt,).\ MVKkS has been appointed Western sales agent ii
the Crucible Steel Co. ot .-\inerica.

B.'VBCOCK & WILCOX boilers have been awarded a Grand
I'ri.x at llie Paris International Exposition.

Tlir. UXITKD SIATES KfZXDER CO., Camden, N. J., has
been incorporated by W. J. Browning. W. E. Weiss and J. W.
Morgan, all ot Camden.

THE BETHLEHEM STEEL CO.. of South Bethlehem. Pa.,
furnished the shaft for the 1.500-h. p. unit at the Kaw River
station of the Metropolitan Street Railway Co., of Kansas City, Mo.

THE J. G. BRILL CO., of Philadelphia, is building 75 converti-
ble cars tor the Union Traction Co.. of Philadelphia. These are
38 ft. over all with cross seats and center aisle and are mounted on
Brill double trucks.

THE WESTERN ELECTRIC CO., of Chicago, has purchased
225,000 sq. ft. of dock property on the Chicago River, and will
build a new $1,000,000 factory for heavy foundry work and the
construction of cables.

THE CROUSE-IllXDS ELECTRIC CO., of Syracuse, N. V.,

supplied many of the panels for the large switchboards in the

United States Pavilion and the United States section of the Palace
of Diversified Industries at the Paris Exposition.

THE SH.\W-W.\LKER CO., of Muskegon, Mich., is one of the
largest exclusive makers of card indexing systems in the world,
and its cards and cases arc well adapted to keeping storeroom
accounts, records of employes, tools, patterns and drawings, his-
tories of accidents and to other conditions arising in street rail-
way operation.

THE SIMPLEX ELECTRICAL CO., of Cambridgeport.
Mass., has issued a very interesting pamphlet on electric heating
which also includes electric cooking utensils, irons, etc., as well as
a complete assortment of heaters. The catalog is extremely inter-
esting and will surprise one who has not kept in touch witli the
development of this art.

THE DEAN BROTHERS' STEAM PUMP WORKS, of In-
dianapolis, Ind., is sending out its catalog No. 42. devoted to sin-
gle style steam pumps for handling any kind of liquid, hot, cold,
clear, gritty, fresh, salt, acidulous, or alkaline. .Ml parts of Dean
pumps are interchangeable and all machinery is given a severe
running test before it leaves the factory.

THE CRANE CO., of Chicago, furnished all the valves, fittings
and piping for the new plant of Armour & Co., Chicago. The
installation gives a very practical example of the accurate and
durable construction of Crane valves, as soine of them have been
under 150 lb. steam pressure for five months with one end con-
nected and the other open to the atmosplure.

THE EVENING SCHOOL OF ELECTRICITY, under th«
direction of the Harlem Branch of the Young Men's Christian As-
sociation at No. s West i2Sth St., New York City, opened for its
third season on October 2d. The school is in charge of Mr. S. A.
Small assistant instructor in electricity at Columbia College, who
has seen active service in all branches of electrical work.

THE GENERAL ELECTRIC CO. is distributing a 92-page
pamphlet on the subject of "Aging of Transformer Iron." The
book contains five important articles that have been issued regard-
ing this subject, as follows: "The .Aging of Transformer Iron." by
Prof. W. Elwell Goldsborough; "On Slow Changes in the Mag-

netic Permeability of Iron," by Mr, W. Hordey; "Effects of Pro-
longed Heating on the Magnetic Properties of Iron," by Mr. S. K.
Roget; "Hysteresis in Sheet Iron and Steel," by Mr. Arthur Ilill-
yer Ford; and "The Aging of Transformer Iron and Steel," by .Mr.
J. A. Capp. This pamphlet is one that should be in the hands of
every central station manager, and w-ill be furnished free of charge
upon application to the General Electric Co., Schenectady. N. V.

THE B. F. STURTEVANT CO., of Boston, Mas.s., has issued
an illustrated catalog of its steel plate planing mill exhausters for
removing chips, shavings, dust and all kinds of light refuse from
mills, factories and other establishments. The catalog contains the
following tables: One giving the weight per running foot of round
galvanized iron pipe, the weight of elbows and the proper gages
for diameters of pipes ranging from 3 to 72 in.; a factor table
for reducing the weight of galvanized iron pipe of one gage to that
of another gage; velocity, volume and horse power required when
air under given pressure in ounces per sq. in. is allowed to escape
into the atmosphere; pressure and horse power lost by friction of
air in pipes 100 ft. long and of varying diameters; areas of circles
of given diameters and lengths of the sides of squares of the same
areas.

THE WESTERN ELECTRICAL SUPPLY CO., of St. Louis,
will be represented at the convention by Mr. Charles Scudder. jr.,
manager of its electric raiUvay department, who will make his
headquarters at the exhibit of the Ohio Brass Co. in Convention
Hall. He will also have a display and be glad to see electric rail-
way men at the Baltimore Hotel. This company has gradually
enlarged its electric railway department so that today it carries one
of the largest stocks of electric railway supplies in the West. It is
prepared to equip electric railways complete with anything per-
taining to construction, maintenance or operation. It has recently
printed a catalog devoted exclusively to electric railway supplies,
which is about the only catalog covering everything pertaining to
electric railways from a bonding cap to a complete electric railroad;
this will be mailed on application.

THE ELECTRIC STORAGE BATTERY CO., of Philadel-
phia, sends us the following list of railway companies that have re-
cently contracted with it for "Chloride" accumulators: Pawtuxet
Valley Electric Street Ry., Providence; Brooklyn Rapid Transit
Co.; Boston & Maine R. R., Boston; Potomac Electric Power Co.,
Washington; Metropolitan Street Ry., New York (increase);
Brightwood R. R.. Washington (increase) ; Rhode Island Suburban
Ry., Providence; Bellows Falls (Vt.) & Saxton River Street Ry.j
Detroit Citizens Street Ry. ; Union Traction Co., Philadelphia
(sixth plant); Sea View R. R., Wickford, R. I.; Stillwater & Me-
chanicville (N. Y.) R. R.; Glens Falls (N. Y.), Sandy Hill & Fort
Edward Street Ry.; Biddeford (Me.) & Saco Ry. ; Portsmouth (N.
II.), Kittery & York Street Ry.; Newton & Boston Street Ry.,
Newtonville, Mass.; Waterville & Fairfield (Mass.) Railway &
Light Co.; Keene (N. H.) Electric Ry. ; Bufifalo Ry. (four orders);
American Railways Co.. plants for Joliet, Leniont, and Spring For-
est, III.; Boston Elevated Ry.; Dayton (O.) & Northern Traction
Co.; Indianapolis (Ind.) Street Ry.; Union Railroad Co., Provi-
dence (increase).

The North Jersey Street Railway Co. will hereafter carry U. S.
mails between Jersey City, Hoboken. Union Hill, Bayonne and the
other towns and cities on its route, making in some cases a saving
of from 12 to 18 hours in the delivery of mail.

It is said that owing to the ordinance passed two months ago
by the Montgomery (Ala.) city council requiring the local street
railway company to provide separate seats for white and negro
passengers, the company's receipts have fallen off 25 per cent.
The negroes have declared a boycott and refuse to ride on the
cars.

DAILY STREET RAILWAY REVIEW.

DAILY STREET RAILWAY REVIEW

PUBLISHED BY

WINDSOR & KENIIELD PUBLISHlNd CO.
,014 Wyandotte Street. - - KAN5A5 CITY, MO.

SUBSCRIPTION. PER YEAR. $3.00.

CHICAGO OFFICE.
NEW YORK OFFICE,

H. H. WINDSOR,

Editor.

324 DEARBORN STREET
123 LIBERTY STREET

F. S. KEN FIELD,

Business Manager.

Application ninde for entry as mail matter of the second class.

VOL. X. WEDNESDAY, OOTOBEB 17, 1900.

Ho. 1.

PROGRAM.

American Street Railway Association.

WEDNESDAY, OCTOBER 17TII.
•■Comparisons of the Various Systems o! Electrical Distribution
for Street Railways." By C. F. Bancroft, electrical engineer Massa-
chusetts l>:iectric Companies, Boston, Mass.

"fainting, Repainting and Maintenance of Car Bodies." By F.
■[". C. Brydgcs, superintendent of car shops, Chicago Union Trac-
tion Co., Chicago, 111.

.\ppointmcnt of Committee on Nomination of Officers and selec-
tion of next place of meeting.
Wednesday afternoon, trip to Armour Packing Houses.
Wednesday night, theater party.

THURSDAY, OCTOBER 18TH.
"Double Truck Cars; How to Equip Them to Obtain Maximum
Efficiency Under Varying Conditions." By N. H. Heft, president
Meriden Electric Railroad Co., Meriden, Conn.
Election of Oflicers for ensuing year.
Thursday afternoon, trip to Ft. Leavenworth.
FRIDAY, OCTOBER 19TH.
The entire day has been set apart for the examination of exhibits.
Friday night, banquet at Coates House.
« ■ »

Accountants' Association.

WEDNESDAY, OCTOBER 17TH.

Convene at 10 a. m.

"The Routine of a Street Railway, Electric and Gas Lighting
Company." By C. O. Simpson, auditor Augusta Railway & Elec-
tric Co., Augusta, Ga.

Report of Committee: "Is a Standard Unit of Comparison
Practicable?" By the chairman, H. C. Mackay, comptroller Mil-
waukee Electric Railway & Light Co., Milwaukee, Wis.

"Department Accounts." By H. L. Wilson, auditor Boston Ele-
vated Railway Co.. Boston, Mass.

THURSDAY, OCTOBER 18TH.

"Material and Supply Accounts." By W. M. Barnaby, account-
ant Brooklyn Rapid Transit Co., Brooklyn. N. Y.
Informal Discussion upon any subject in street railway accounting.
(This is to be in every sense informal.)

Report of Convention Committees.

Election and installation of officers.

LOCAL COMMITTEES.

ENTERTAINMENT AND BANQUET.

W. H. Holmes, Chairman, Pres. Metropolitan Street Ry.

L. E. James, V. P. Metropolitan Street Ry.

D. B. Holmes, Counsel, Metropolitan Street Ry.

Frank Hagerman. Counsel Metropolitan Street Ry.

J. K. Cubbison, Attorney.

Frank Walsh, Attorney, Metropolitan Street Ry.

W. E. Kirkpatrick. Sec'y. and Treas.. Metropolitan Street Ry.

H. W. Wolcott, Gen. Mgr. K. C. & Leavenworth Elec. Ry.

A. A. Lesueur, Managing Editor K. C. Times.

A. M. Hopkins, Managing Editor K. C. World.

II. Fleming, Managing Editor K. C. Journal.

C. A. Snider, Evans-Snider-Bucl Co.

U. S. Epperson, Mgr. Geo. Fowler Packing Co.

Hugh C. Ward.

J.is. McGowan, Mgr. Barber Asphalt Paving Co.

|{. L. Gregory. Pres. Gregory Grocery Co.

EXHIBITS.
W. A. Satterlcc, Chairman, Gen. Supt. Metropolitan St. Ry.
C. W. Waddcll, Manager Fairmount Park.
J. P. Loomas, Manager Convention Hall.
H. C. Schwitzgebcl, Pur. Agt. Metropolitan St. Ry.
R. E. Richardson, C. E., K. C. Electric Lt, Co.

F. M. Bernardin, B. R. Electric Co.

INFORMATION BUREAU.
Jno. O'Keefe, Chairman, Metropolitan Street Ry.
J. A. Harder, Asst. Sec'y. and Treas. Metropolitan Street Ry.

E. R. Royer, B. R. Electric Co.

J. W. Mason, Mgr. Electric Supply Co.

RECEPTION AND LADIES COMMITTEE.
C. F. Holmes, Chairman, Gen. Mgr. Metropolitan Street Ry.
Jno. A. Brown, Mgr. Equitable Life Assurance Society.

G. T. Stockham, Mgr. Midland Hotel.

C. F. Morse, Gen. Mgr. K. C. Stock Yards Co.

Hy. H. Mcday, Mgr. K. C. Car & Foundry Co.

W. T. Osborne, Mgr. Electric Supply Co.

Jno. W. Speas. Secy, and Treas. Monarch Vinegar Works.

F. C. Peck, Pres. Stewart-Peck Sand Co.
Henry Evans, Pres. Evans-Smith Drug Co.
Robt. M. Goodlett.

S. H. Velie, Treas., John Deere Plow Co.

Jas. A. Reed, Mayor.

Lathrop Karnes, K. C. Electric Light Co.

Harry Friedberg, Div. Supt. K. C. Electric Light Co.

Hugh McGowan, Pres. K. C. Gas Co.

W. H. Lucas.

Mrs. C. F. Holmes. Mrs. W. E. Kirkpatrick.

Mrs G T. Stockham. Mrs. A. M. Crow.

Mrs. W. H. Holmes. Mrs, J. H. Durkee.

Mrs. V^. A. Satterlee.

•-•-•

KANSAS CITY DIRECTORY.

Convention Hall. 13th and Central Sts. Tel. Main isaS-

Convention Headquarters, Hotel Midland, 7th and Walnut. Tel. Mam S37.
METROPOLITAN STREET RAILWAY CO.

Main Office, .5th and Grand. Tel. Main 50. Private telephone exchange con-
nectina all power stations, car bams and branch offices. ., , _

m1 elecfric power station, on Kaw River. Kansas City. Kan. Take Kansas
City Elevated line west to Riverside Station. , .^ ^ . „„ „« ^

Sheffield electric power station, near eastern hm.ts of city. Take cars east on
9th, .2th, or .5th St. line, transfer to Independence electric Ime.

Eighth and Woodland station, combination cable and electnc. Take 8th St.

"Eight«ntr'a'nd Olive station, combination cable and electric Transfer to
18th St. line, east to Olive St. ,,.,.. t„-.»«.

Thirty.first and Holmes St. station, combinafon cable and electric Transfer
to Holmes St. line south to terminal.

Twelfth and Charlotte cable station. ma.n repair shops and barn, lake .«»
St. cable line, east to Charlotte St. , _ .r ^„ .- r^^^A

Fifteenth and Grand cable station, and general offices. Transfer to Grand

Ave. line, south to 15th St. . , . . _ t,i,. ^t. «t

Ninth and Washington station, cable driven by electnc motors. Take gth St.

cars west to Washington St. -.,»,-

Postal Telegraph. Main Office, 8th and Delaware. Tel. Mam 241.

Western Union Telegraph. Main Office. 7th and Mam. Tel. Mam 559-

Telephone Co., Main Office. 6th and Wyandotte.

Post Office, oth and Walnut.

City Hall. 4th and >tain.

Public Library. 9th and Locust.

DEPOTS.

Union Depot. Union Ave., between 9th and l^lh Sts. Roads entering: At^i-
son. Topcka & Santa Fe Ry.; Burlington Route; Ch.Mgo & .\lton R R_; Chi-
cago Rock Island & Pacific Ry.: Kansas City. Ft. Scott & Memphis R. R. .
Missouri. Kansas & Texas Ry.; Missouri Pacific Ry.; Union Pacific R. R.,

Wabash R. R- .. „ j . - ir,„c,.

Grand Central Station, --d and Wyandotte Sts. Roads entering: Kan^s
City Southern Ry.. (Port Arthur Route): St. Louis & San Francsco R. R-.
(Frisco Line): St. Joseph & Grand Island Ry.. (Grand Island Route); Ch^go
Great Western Ry.. (Maple Leaf Route); Kansas City & Northern ConnecUng

Grand Ave. Passenger Station. z^A St.. between McGee St. and Grand Ave
Roads entering Atchison. Topeka & Santa Fe; Chicago. Milwaukee & St. Paul
Ry.; Kansas City Belt Ry.

DAILY STREET RAILWAY REVIEW.

RAILROAD CITY FREIGHT AND TICKET OFFICES.

Big Four, 8lh and Wyandotte. Tel. Main 623.

Burlington Route, 8.'3 Main St. Tel. Main 27S.

Chicago & Alton, Main and Delaware. Tel. Main 542.

Chicago & Great Western, 7 West 9th. Tel. Main 10+1.

Chicago, Rock Island & Pacific, S. W. Cor. 9th and Main. Tel. Main 541.

Chicago, Milwaukee & St. Paul, 915 Main. Tel. Main 1447.

St. Louis & San Francisco, 915 Main. Tel. Main 1447.

Kansas City, Pittsburg & Gulf, loj West 9th. Tel. Main 32:9.

Memphis Route, J. E. Lockwood, Gen. P. A., June Bldg, 9th and Main.

Missouri Pacific, 901 Main. Tel. Main 54S.

St. Joseph & Grand Island, loi West 9th. Tel. Main 1476.

Santa Fe, N. W. Cor. loth and Main. Tel. Main 489.

Union Pacific, S. W. Cor. loth and Main. Tel. Main 1109.

Wabash, N. W. Cor. 9th and Delaware. Tel. Main 543.

LEADING HOTELS.

Midland, 7th and Walnut. European, $1 per day and upward. American,
$3 per day and upward.

New Coates, loth and Broadway. European. $1 per day and upward. Amer-
ican, $3 per day and upward.

Baltimore, nth and Baltimore. European, $1 per day and upward. American,
$2.50 per day and upward.

Savoy, 9th and Central, European, $1.50 to $3.50 per day. American, $2.50 to
$6.00 per day.

Brunswick, nth and Broadway. American, $2 to $3 per day.

Washington, 12th and Washington. American, $2.50 and up.

Blossom, opposite Union Depot. American, $2 and $2.50.

Cunningham, 12th and Broadway. American, $1 to $2.

New Albany, opposite Union Depot. American, $2.

Wellington, 9th and Broadway. American, $2 and upward.

Glenmore, loth and Wyandotte. American, $2 and upward.
AMUSEMENTS.

Coates Opera House, loth and Broadway. Tel. Main 1172.

Grand Opera House, 7th and Walnut. Tel. Main 30S4.

New Auditorium, 9th and Holmes. Tel. Main S70.

Orpheum, 9th and May. Tel. Main 692.

Gillis Opera House, 5th and Walnut.

Stock Yards, Kansas City, Kan. Take 12th St. cable, west.
EXPRESS COMPANIES.

Adams. 919 Main. Tel. Main 333.

American, 714 Main. Tel. Main 1311,

Pacific, 814 Delaware. Tel. Main 534.

United States, 814 Delaware. Tel. Main 534.

Wells-Fargo, 910 Main. Tel. Main 244.

PARKS.

Budd Park, St. John and Brighton.

Fairmount Park, seven miles east.

Washington Park, seven miles east.

Troost Park, 29th and Troost.

Chelsea Park, two miles west of Kansas City, Kan.

Holmes Square, 18th and Holmes.

Exposition Ball Park, rsth and Montgall.

The Paseo, bet. Flora and Grove from gth to 17th.

City Park, 20th and Woodland.

Ivanhoe Park, 30th and Woodland.

CARRIAGE RATES.
Inside Woodland Ave. and 23d St.

Passengtr without baggage $050

Passenger and trunk 100

Each addit;onal trunk 25

Insid- 31st and Prospect and beyond 23d and Woodland.

Passenger , 00

Each additional passenger 50

Inside 42d and Cleveland and beyond 31st and Prospect.

First piece baggage 50 cents, each addition;^ ,. 25

Each Passenger i 00

First piece baggage 75 cents; each additional 25

Day or night, $2.00 first hour, $1.00 each additional hour or part thereof.

The opera rates are: To and from any point within the following boundaries;

23d and Woodland, two persons $3 00

23d and Woodland, four persons 4 00

3!st and Prospect, two or four persons 400

42d and Cleveland, two or four persons 500

TELEPHONE SERVICE.
Kansas City is well provided with public and private telephones and has
connection with all suburban and long distance points. The toll rate for five
minutes' conversation within city limits is five cents. Public telephones are
operated by nickel-in-the-slot machines.

To call central give bell crank one sharp turn. Place receiver to ear and give
number wanted to central, who will repeat it back. Hold receiver until party
responds. A numeral after the telephone number as given in telephone direc-
tory signifies a party line and designates the number of rings. It should be
repeated to central thus when calling: Main 891-2, say "Main eight ninety-one,
two rings."

DISTANCES FROM KANSAS CITY.

When you are in Kansas City, you are 1,267 miles from Albany; 1,459 from
Boston; 981 from Buffalo; 458 from Chicago; 614 from Cincinnati; 997 from
Qeveland; 633 from Denver; 708 from Detroit; 962 from Galveston; 166 from
Independence, Kan.; 26 from Leavenworth, Kan.; 1.80s 'rom Los Angeles; 94a
from New Orleans; 1,303 from New York; 894 from Pittsburg; 1,213 from Phila-
delphia; 2,093 from San Francisco; 273 from St. Louis; 63 from St. Joseph, Mo.j
1,267 from Washington, D. C.

THE LIGHT THAT FAILED.

When President-elect Roach led the grand march into the ban-
quet room of the Auditorium at Chicago last year his face wore its
usual pleasant smile, and his demeanor did not give the slightest
clue to anything calculated to ruffle one's spirits or impair diges-
tion. And he was as cool and collected as anyone present, though
few would have been after his experience. This episode is now
made public for the first time, and its publication will be as much a
surprise to its subject as it will prove interesting to our readers.

In accordance with the usual custom Mr. Roach as the new-
president was to extend the welcome and introduce the toast-
master at the annual banquet with which each convention closes.
Mr. Roach is noted for never failing to keep an appointment, and
exactly on the minute; and it was no fault of his that attendance
on committees and looking after the comfort of guests kept him at
the headquarters hotel until nearly six o'clock. In Chicago dur-
ing October it is quite dark at five o'clock.

He jumped into his own carriage and directed the driver to make
all speed to his residence on the north side, where he meant to
exchange his business suit for one appropriate to the occasion.
Now, it appears that only the day previous the police department,
seized with a sudden zeal, had issued the strictest kind of orders as
to vehicles without lamps after sundown. The conveyance in ques-
tion had lamps, but little oil in them, and the carriage had not
proceeded more than two blocks when out they went. At the
next corner a stalwart policeman held up the vehicle and promised
to run them in. An apology followed the explanation and dis-
covery of who the occupant was, but the cop at the next crossing
was a new man who didn't know anybody, and entreaties would
not go. Neither did the carriage.

The driver was sent on the double quick to secure another con-
veyance. The first one he encountered was an electric automobile.
This was chartered and Mr. Roach changed cars and congratulated
himself on having lost only fifteen minutes in going four blocks.

Autos were comparatively new in Chicago a year ago, and were
untamed creatures more uncertain than the weather, but the two
sixteen candle incandescents beamed brightly and the machine
labored along at nearly eight miles an hour. Everything went
pretty well until the Chicago river was reached, and here two tugs
were trying to pull a belated and overloaded ore barge through the
narrow channel. After waiting five minutes, which seemed as many
hours, the electrician who perched up aloft was ordered to go
through the tunnel. This involved retracing the course and going
out of the route several blocks, but seemed the only solution.
When the tunnel was reached the auto traveled pretty well down
the incline, in fact, nearly ran away, but evened matters when it
reached the up grade. Here it bucked and spit fire and finally
stuck, refusing to go forward, and to turn and retrace the course
in that narrow passage was simply impossible. All the north side
cable trains must go through this tunnel, which in two minutes was
choked with a long blockade. The driver was told to ask the grip-
man to "give a push," but that official was not to be ensnared into
any responsibility for damages to a broken-down auto. Finally
Mr. Roach succeeded in getting the rear window open, and im-
mediately there was all the pushing anyone could ask for. The
auto never made such speed up a steep place before or since.
Meanwhile time had been going on if autos had not.

Out of the tunnel fortune favored the trip, which was directed
through Lincoln Park to avoid travel and get up speed. When
fairly in the park the auto rolled along quite respectably until
suddenly — hump! bang! it ran over a stray stone and the lights
went out. The driver stopped. Mr. Roach held a short but very
unmistakable conversation, which included threats, entreaties, and
promises of reward and of going bail, after which the trip was
resumed. It was noticeable, however, that the auto went lame.

DAILY STREET RAILWAY REVIEW.

seemed to interfere or something, but when a park policeman
shouted to stop and get arrested for running without lights the
chief engineer put her up to the last notch and prospects were
even on getting out ul the avenging hanil oi the law. But this was
not to be. What happened might have been either the policeman's
revolver, an explosion ot dynamite, an earthquake, or all three
combined. The noise was something fearlul and accompanied by a
hissing sound, as if all the serpents in the park collection were let
loose. The auto reared and bucked and shook, and then came to
a dead stop. Tiie trouble was inconsequential; "Only a tire
busted," explained the disciple of Edison.

The policeman, fortunately, knew Mr. Roach, and the promised
patrol wagon was not called out; so, leaving the wreck, our friend
betook himself to pedestnanisin, which, supplemented by a two
block's lift on his cable car and further sprinting, got him home.

* * *

At the moment when a large man with both arms full dashed
out of a house and into a closed carriage there lacked exactly
twenty-four minutes of the time when several hundred hungry
people were scheduled to enter the banquet hall. No kodaks
would have been obtainable of the exertions of the lightning change
artist within the carriage, as it rushed at break-neck speed over
the three and one-half miles which lay between the residence and
the hotel. People on the sidewalks stopped to look, but saw only
a flash of wheels, a carriage with the curtains tightly drawn, and a
streak of black fading away down the street.

* * *

With two minutes to spare a vehicle drew up in front of the
Auditorium, and from it emerged in faultless attire President J.
M. Roach, who leisurely strolled into the reception room, remark-
ing in a careless, indift'erent manner, "1 hope the steward will be
prompt. We are all ready for dinner, and delays are annoying."
Just then the orchestra started up and the procession started with
Mr. K. at the head.

* • *

Down stairs, outside, a pair of foaming horses were panting for
brea th, and in the box the driver, his face beaming with excite-
ment, was telling another driver how he had just earned twenty
dollars.

STORY OF A STRANDED CABLE.

In the balmy days of cable traction the greatest bugbear was
a stranded cable, which sometimes unwound and balled up in
hopeless confusion, and sometimes parted entirely. When this
occurred far from the power house the work of repair was fre-
quently done at the pit at the end of the line. At this point the
cable is carried around a big horizontal wheel called a sheave.
The work was always done under high pressure in order to get
the cars moving again as quickly as possible.

Mr. F. A. Tucker, now general superintendent oi the Omaha
Street Railway Co., relates an amusing incident which occurred
here on one of the Kansas City lines in the early days. He had
been connected with the San Francisco road, and when Kansas
City started a new road it sent for hira. He relates an experience
as follows:

"I had been here some time, and began to congratulate myself
in having gotten both our men and system into pretty good shape,
when our cable rope stranded most unexpectedly and inoppor-
tunely. The city was crowded with people for a special holiday,
and our traffic was exceedingly heavy. I had our rope crew at
the trouble pretty quickly, and then being called away on an
important matter, I kept posted as to progress of the work by a
special messenger. About time for the work to be completed I
went down and found a beautiful job of splicing, with a loop
around one of the spokes in the tail sheavel Of course the rope
had to be cut and the splicing done all over again. Each minute
seemed an hour, and each of the three hours as many days. I had
always theretofore found words to relieve my mind, but on this
occasion I was fairly speechless, and to this day I always think of
that occurrence and the attendant circumstances as the most serio-
comic affair I ever experienced."

THEATERS.

COATES. — Wednesday, night and matinee, "The Runaway GIrL"
'I'hurKday, Friday and Saturday ulghtu and Saturday matinee, "At
the While liouse Tavern."

ALiUri'OitlUM.— Every night, WcdneBday and Saturday mati-
nees, "The Great Ruby."

ORPHiOUM. — Every night, Thursday and Saturday matinees,
Vaudeville.

GltAND. — Every night, Thursday and Saturday matinees, "In
Old Kcntuclty."

G1LI>1S. — Every night, Wednesday and Saturday matinees, "The
Niglit Before Christmas."

STANDARD. — Every night, Saturday matinee, "The Broadway
Burlcsquers."

The American has made a new ruling on badges. Now the dele-
gate who is a railway offlciai but whose road has not joined the
association receives the same badge as the supply member. It was
desirable to have some means ot distinguishing actual meml>era
when voting. There are a lot of companies who send delegates
each year and receive all the benefits without contributing a dol-
lar to the organization.

In addition to the American and Accountants' conventions, there
are also here this week a big gathering of fancy stock-men, the
Knights ot Pythias and a religious conference, and they claim it
isn't a very good week for conventions either.

Which would you rather own, the street railway or the hotels
of Kansas City? Judging from what we can see either are good
enough for the average man.

The trip to the stock yards this afternoon will be a killing
affair.

Convention Hall only seats 22,000 and yet there were a number
ot vacant seats yesterday.

Nothing the matter with Kansas City, and Kansas City weather.

The mayor in his welcome omitted several blocks of statistics
we have been accustomed to. Thanks, even if we don't know the
exact number of Are plugs and lamp posts.

C. Densmore Wyman will not be present, much to the regret
of his many friends. He is in the far South on an inspection trip

which cannot be postponed.

Nicolas S. Hill, Jr., general manager ot the lines at Charles-
ton, S. C, and a member of the executive committee, cannot be
present. He has been in poor health for some time and his phy-
sicians have decided on an operation which will be p«rformed this
week. We extend sympathy and an earnest wish for his speedy
recovery.

Convention Hall will be occupied with a big horse show two days
after the railway convention closes. This explains the "ground
floor" on which the exhibits got in.

There is going to be a hot time at the theater party to-night
Don't miss it.

.\mong the prominent and regular attendants at conventions
who has rarely missed a meeting, is Mr. John A. Brill. He is at
present at the Homestead Hotel, Hot Springs, Va., where he is
being much benefited in health.

EVIDENTLY .A. GOOD ROAD.

A man from St. Louis recently rode in an electric car in Cape
Town with eight other Americans from different parts of the
LTnited States. The car was made in Philadelphia, the rails in
Pittsburg, the motor in Lynn; the motorman was from San Fran-
cisco, and the conductor from Boston.

DAILY STREET RAILWAY REVIEW.

AMERICAN STREET RAILWAY
ASSOCIATION.

OpL-ning Session. — Welcome by Mayor Reed. — Annual Address
by President Roach. — Reports of Executive Committee
and Secretary. — Paper by Mr. D. B. Holmes.

The I9th annual convention of the American Street Railway
Association was called to order at half past eleven by President
J. M. Roach. Notwithstanding the late arrival o( a large num-
ber of the delegates, the large room in the roof garden of Con-
vention Hall was well filled, and the attendance steadily increased
until adjournment. The meeting room is on the west side of
the building, and while the association as a body was never be-
fore so near the sky. the ascent was reached by a series of easy
iucllnes not at all tiresome.

JOHN M. ROACH,
President.

The speaker's platform was tastefully ornamented with potted
plants and cut flowers, and the delegates almost reluctantly gave
up the social greetings of old friends to take up business at the
sound of the gavel. The representation this year is excellent
and comes from almost every state. If anyone has doubted the
wisdom of selecting so distant a point as Kansas City that doubt
was wholly dissipated yesterday morning. There was the same
earnest interest in the meeting which has been the history of
former years, and the somewhat chilly temperature of the room
was not reflected in the attention paid the speakers, some of
■whom were interrupted frequently by the "hum of industry" from
the exhibit section.

After calling the meeting to order the president introduced
Mayor Reed, of Kansas City.

ADDRESS Ot MAYOR REED.

Mr. President and Gentlemen: l do uol know whether 1 can
make you hear me this morning or noi. My voice, wuicn usuuiiy
is as solt and as musical as me notes oi a nute waiteu over moou-
lit waters, has been laia out ou tne auar oi my couuny lo aacu uu
txieni in me last lew Uajs that i iiiiagnie u ueais a uisiiuci lo-
semuiance to tne inharmunious tiltuain^ oi me souuus ul a ciacKeu
hQule and tne roar of a inizz-saw. It i coulu inaKe you iitai, aua
tay something lo make jou leel at Uome lU uus cit.v, i s;iaii ue
ueiighted.

I esteem it, Mr. President and gentlemen, a great honor to au-
dress this body of distinguished gentlemen, and 1 trust that your
meeting here in this roof garden is not being held under that pan
of the scriptures which states that "The wicked dwell in high
places." tLaughter.j

Oi course, I do not know much about street car men, except our
friends, Con and Waiton Holmes; but 1 have heard it rumored on
the street that that is not Mr. Con Holmes proper name at all —
that his hist name has been acquired by virtue ot his various and
uiiricate business transactions in this city, and his ability to talk
fiauchists out of the council, and when he gets them to immediately
put them into execution. (Laughter.J

In the little I have to say to you,jl shall not bore you with a
speech, because I do not know what purpose a speech serves on an
occasion ot this kind. When the old Egyptians had a feast and
everybody was feeling hilarious and good-natured, there was a
pleasant custom of passing around a skull and saying to each ot
the guests, "Remember you are mortal; remember you are mor-
tal." I apprehend I was brought here to represent the skull and
cross-bones on this occasion. You are here to transact important
business, having important objects in view, and it is not a time for
speech-making. It is a time when you desire to deliberate and get
to business.

1 wish to say on behalf of this city that Kansas City, as much as
any other city in the world, welcomes to her midst the represent-
ative business men ot all other cities. We in the West believe
that it requires capital and brains and courage to build cities.
We in the West know that if capital comes to us it must come
because it expects a fair remuneration; and 1 wish to call your
aliention, gentlemen, to the fact that you are in Missouri; and,
notwithstanding the fact that all of the states that surround us, lu
times past, in those troublous times when there were hard finan-
cial conditions existing, nearly all of the Weatern states placed
upon their statute books laws aimed at the destruction ot the
wealth of financial institutions, there never has been a syllab.e,
line, or sentence of what we commonly denominate crank legisla-
tion placed upon the statute books of Missouri. (Applause.)

We in this state believe that capital should receive its fair re-
muneration; but we believe, at the same time, of course, that
these great institutions which you represent owe some duties to
the citizens ot the cities, and that it is their business and duty to
serve the citizens and serve them well. We at the same time real-
ize that great financial institutions must be secure in their profits,
and that all the people have the right to ask of them is a policy of
"Live and let live," a policy of serving the people and in turn of
being benefitted by the people. That is Missouri doctrine, and it
is Kansas City doctrine. We in Kansas City know what Eastern
capital has done for us. We know that fifteen or sixteen years
ago we scarcely had in Kansas City a mile of paved streets. We
know that it took a great deal of money to pave our streets; of
course that was paid for by our citizens, but it took money to
create the great plants for the purpose ot paving our streets.
While we insist, and shall insist, that these institutions should
treat our people fairly, at the same time the people of Kansas City
are willing that they shall receive a fair remuneration upon their
capital invested. Our people have done this and the result has

DAILY STREET RAILWAY REVIEW.

been that for tho alze oC the city, we liiive paved more streotH than
any other city In tho world. (Applaime.)

We believe In Inviting the capital of the ICast here for the pur-
pose of Investing In great pulillc huildlngs. I do not think a .single
man lives who came to Kansas City and used ordinarily good busi-
ness Judgment in the matter of his Investment In great pul)llc
buildings, but to-day is receiving si)lendld dividends upon that In-
veslment. Of course, there were men who came here during the
"boom" days when the whole town and the whole country had
gone mad. who bought property without regard to business judg-
ment, and paiil fabulous prices and lost money; but the men who
came with business judgment and with business care, and in-
vested their money as men ought to invest it, have all rei'cived
fair dividends.

We had a few years ago in this town two streaks of rust and
five tea^^s of mules, drawing horse cars, that meandered slowly
and laboriously up and down the almost Inaccessible cliffs of this
town. This was called a railroad system, and it was said that the
cars were run for many years for the purpose of holding the fran-
chise. I do not know what the object or purpose of the railroad
was, but I do know that everybody who was in a hurry was obliged
to walk. (Laughter.)

About the period referred to, fifteen or sixteen years ago, there
was begun the building of the present strejt car system of Kansa.s
City — built first with a cable equipment, and Mr. Holmes will tell
you here in your secret meetings, if you can have any with your
walls of canvas, of the struggles, I presume, that his road under-
went in overcoming the natural difllculties of this town; but to-day,
in riding over this street car system, you. better than I. will judge
whether any progress has been made in that respect. And as far
as dividends are concerned. I apprehend that Mr. Holmes can tell
you all about that, if he only will.

The point I wish to impress upon you, gentlemen, and I do it
with a selfish purpose of convincing, as far as I can each man in
this audience, that Kansas City is a good a place to invest money:
that every legitimate enterprise where the men have come and
used good business judgment, has been a success in this city. We
have no warfare to make upon capital. Of course, as I said be-
fore, we do Insist that capital shall treat ns fairly, and as a
general proposition, capital has treated us fairly. I would call
your attention to the fact that Kansas City lies in the very center
of the richest agricultural country that God ever spread out be-
neath the canopy of the skies. In whatever direction you go. for
hundreds of miles, you pass through the finest arable land there is
in the T'nited States of America. I want to call your attention to
the fact that there is scarcely a town or village for hundreds of
miles in either direction from Kansas City but is. by force of ou>
railroad system, compelled to pay its tribute to the center.

Prom this city down to the Southern coast and down to
the Gulf we have various railroad lines. This city is the outlet
for all of the grain, all of the cattle, and all of the farm products of
every description of the entire West and Northwest and as soon as
the Nicaragua Canal is built, if it is ever built, and I hope when
it is built it will be built by the American Government f applause),
and that crowning over all. at each end, and wherever is necessary
between those ends, will be .American forts and American cannons
(applause)— and that great waterway is added to the lines of ves-
sels that already ply from these Southern ports, this city must re-
ceive the greatest benefit that any city in the TTnited States re-
ceives from the building of that canal. The reason for this is that
the railroads are already built here, and they will not be torn up,
and having already been built here, all of the grain and all of the
farm products of the great West and Northwest, and much of the
Southwest, will flow through the gateway of Kansas City to these
direct lines leading down to the Gulf.

Another reason why we are going to succeed here is because of
the Qualities of our people. Each of you lives in a city and each
one thinks his city is "it." Each of you gentlemen thinks your
city is the best city, and I have nothing to say against your city:
but T hold, with all due modesty, that it can be said tint this is
the most typically American city on the continent. Hi le in our
state and city is the parent stock of the very best blood ,^f the
South, and grafted on to that we have the genius of the Yankee,
the men from the Middle States and the men from the Eastern
States, and from all parts of this country: and whenever you come
to Kansas City, you will touch elbows as you pass upon the street.

with men from every state In thiH nation. I might Bay we have a
ffw Greeks and Turks whom we keep for exhibition purposes.
What does this mean In the upbuilding of a city? We have al-
ways heard It said that the "horizon of civilization was covered
with the white caps of progress;" that It Is the boy who haii brains
and genius and courage, who leaves bla home In the East and
comes to tho West and develops into the great man representinK
the type which has made this country what It is. In the progresH
of the nation, every time that the milk of humanity has been
skimmed, the West has been favored with the creamy side of the
dish. The re.sult is that there is such energ}', such determination
to succeed, such an Indomitable will back of everything that our
pi ople undertake, that Kansas City has made a splendid sucoess In
the few years she has been a city. Let me give you one Illustra-
tion, and with that I close. At a tremendous expense for a town
of this size, with not very many extremely wealthy men in It, we
built this Convention Hall. We built It as a public enterprise,
and into It went the money of the capitalist, and the money of all
our citizens, even down to the men who carry the dinner-pail, not
always so full, either; Into this Convention Hall went the dollars
of the laboring men. (Applause.) It was destroyed by fire, we
had invited the National Democratic Convention to meet here on
the 4th of .Tuly. This hall was burned. If I recollect aright, ex-
actly 90 days before that convention met. Before the building
had been on fire an hour, thousands and thousands of dollars had
been subscribed to rebuild it, and in the 90 days which intervened
between the burning of the building and the 4th day of July the
new hall was erected. We had to make our contracts as rush or-
ders, and you street railway men will understand what a "rush"
order means, and how much it costs, but when the 4th of July
rolled around, this building had risen from the ashes of the former
liuilding and was completed as you see it here at this minute
(Applause.) A lot of "lobsters," gentlemen, do not do that kind
of work, if you will pardon the use of a slang phrase. It is be-
cause we have that kind of people that we are succeeding here:
we are glad to have you come here, and ask you to look this city
over, and see whether it is not about the best place in the United
States in which to make money. If you come here, you will be
treated fairly by our citizens.

I need not extend to you the liberty of this city. That old phrase
died years ago, and then I never saw a lot of street car magnates
in my life that needed the liberties of a city — they generally know
how to get them (laughter): hut you are welcome among us. and I
know you will be made to feel at home because I know the Messrs.
Holmes and their associates in business will make you feel at
home. You may have read something in the papers here of the
police outrages, but if. perchance you lose your way. for that Is
all would ever happen to so distinguished a body of gentlemen as
you are — if perchance you do lose your way. I guarantee you that
some good police officer, like a good Samaritan, will conduct you
to your hotel in peace and with due dignity and if necessary will
take you up the back way.

President Roach: Mr. Mayor, on behalf of the association. T
desire to thank you for your eloquent words of welcome spoken to
us. and also to give you my personal thanks.

The first business at this meeting is the calling of the roll. If
it is the pleasure of the meeting, instead of taking time to call the
roll, the official registration of the secretary will be deemed the
calling of the roll. That has been the custom in the past, and
will be considered as applying at this time, if there is no objection.
We now extend an invitation to those companies represented at
this meeting which do not belong to our association. If there be
any here of that class, to join us: or if the representatives of such
companies have not time to do this at present, they can do so
later by applying to Secretary Penington.

President Roach then delivered his annual address:

PRESIDENT'S ADDRESS.
Gentlemen: It gives me great pleasure to meet with you in
this magnificent western city. I have every assurance that noth-
ing will be left undone to make our visit most pleasant and profit-
able. There is a breadth of character and freedom of person-
ality in this young metropolis of the plains, which is peculiarly
appealing to the business man who has large interests entrusted
to his care, and I believe the members of this association will
show their appreciation of the many pleasant things provided

DAILY STREET RAILWAY REVIEW.

them with swift.

from business. Still a grc

for their entertainment while in this community. When thi^
I'jih annual couvcutiou of the American Street Railway Associa-
tion shall have flnished its labors. 1 am sure 1 may safely say
to Mayor Heed that none of you will have regretted the accept-
ance o£ the hospitality of the people of Ivansas City, so graciously

e.Mended by him.

I see before me representative men from all the leading cities
of this country. To your hands are entrusted street railway
investments aggregating hundreds of millions of dollars and
the welfare of over a million persons. From the single-track
one-horse car of forty years ago the business in which you are
engaged has grown to a magnitude where nearly all fields ot human
endeavor are called upon lo perfect its equipment or aid in its
management. It has outgrown ridicule and financial instability
and in the rapid whirl of events has built cities, ennch..d , s
promoters and made possible a freer, healthier and happier lite
for its patrons. Each day the street car is entering more and
more into the business life and pleasures of the community, and
each day its benefits are becoming more apparent to the general

^"The" street railways ot America now represent the cnorinous
investment in bonds and stocks of $1,800,000,000. upon whuh
investors are receiving annually over $70,000,000 in interest and
dividends salaries and wages amounting to $250,000,000 a year
are distributed among the 300,000 employes "^^^^^^'J ^"/'^"'f^
operate and manage this great industry, repair its 20,000 m.les
of track, handle its 60,000 cars and meet the ever-pressing de^
niands for improvement. Directly and indirec ly over 1,200^00
persons depend upon the traction interests of America for their

^'irmdustry of su.h proportions penetrates and more or less
affects all other enterprises in the country which sustains it.
Nine-tenths of the business men and women ot the United States
look to the management of street railway companies to urnish
comfortable and safe transportation to and
;reater per cent ot pleasure-seekers de-
mand and receive from' the same management service to and
from the theater, casino, park and suburb and the transportation
is of such elegance of equipment and so efficient as to satisfy he
most exacting. It has required heroism and patience on the
part ot the street railway men to meet, with so little friction,
the demands of a critical patronage in so excellent a manner as
is being accomplished by them at the present time.

On all sides we hear the cry of improvement and in every direc-
tion we hear the sound of the busy car shop as it responds to
the demand for more modern equipment. The public is becom-
ing more exacting and there is need for the most perfect knowl-
edge and the widest experience to successfully cope with the
ever-changing situations which confront the street railway man-
ager Street railway companies have frequently, at great cost,
increased their miles of tracks and added to an expensive equip-
ment, primarily for the sole purpose ot accommodating the pub-
lic by extensions into outlying districts, unwarranted by addi-
tional business to be acquired in such territory. This policy has
proved wise m nearly every instance. It requires considerable
pluck on the part of a company to back a temporary loss in order
to please its patrons. Those companies which have pursued such
a course have generally been rewarded by more liberality on
the part of municipalitii s. more good nature and praise from
patrons and an early incnasi' in the new districts acquired, which
soon brought those lines to a paying basis.

Tn thus catering to the wishes of the public the street railway
industry of the United Statis has been brought to a high stand
ard of excellence and has kept safely in advance of traffic. Tht
aggregate of miles of track has grown from a few hundred miles
of single track, confined mainly to business centers, to many
thousands of miles of thoroughly .•quipped double tracks, which
have brought the country districts within quick and active touch
with the larger cities. Such energy and management must and will
be appreciated and fairly treated by the communities benefitted.

It may be declared that corporations are without soul, but it
cannot truthfully be said that managers of street railway cor-
porations are lacking in good sense or business principles. False
economic doctrines yield to and flee before rapid deveUi'ment
and prosperity. A well equipped street railway with modem ser-
vice, which seeks to oblige the people, operated in any com-
munity, will develop the best resources thereof and bring pros-

perity to its people with such rapidity as to utterly confuse and
put to flight all false economic doctrines.

Newspapers, reviews, magazines, periodicals and jmirnals of
this country, indeed of many parts ot the world, arc entitled to
the thanks of this association for the fair and generous treat-
ment accorded in their columns to the street railway men and
their interests during the year. It is the province of these pub-
lications to exploit the great industries of the land. If upon one
day we are able to congratulate oursi'lves upon their unstinted
praise, we should patiently bear the publicity given to our faults,
if any there be, in the next issue.

The last year has been a period of notable activity and hi-althy
progress, with but few disturbances ot a serious nature. The
managers of large street railway properties should shape their
policy toward their employes and the public so that disturb-
ances between employer and employe will be entirely eliminated
from their history. The management of the great corporations
of the country can best retain the adherence and loyalty ot em-
ployes by adopting toward them a policy at all times just, and
at the same time courteous, kind and conciliatory. The good will
of your employes and of your patrons will be found an asset of
great value in the days of trouble and most desirable at all times.

A business so widespread in its usefulness, holding and judi-
ciously employing as it does so great a portion of the capital ot
the country and so essential to the best Interests and prosperity
of the trade centers, should, and I believe In good time will, pos-
sess the very necessary good will and hearty support of the munic-
ipalities it so faithfully serves. Our interests and those of the
publio are inseparably interwoven and naturally harmonious.
If the relations become strained and in conflict, such conditions
are unnatural and illogical, therefore it should become one ot
the leading features ot our association to suggest a uniform pol-
icy for street railway companies, and of so broad a gauge that the
mutuality ot the best interests ot the public and of the company
shall be as apparent to the people as to the street railway man-
agers themselves.

I take pride in announcing that the condition of your associa-
tion, both as to membership and finances, is improving each
year. I wish to urge you to make this gathering of use to our
association and ot importance to the street railway industry.
This may be accomplished by a full attendance upon and par-
ticipation in the business meetings. The executive committee has
selected members who have prepared papers on important sub-
jects, and I urge upon you the advisability ot entering into full
discussion and analysis of these subjects, so that a clear under-
standing of all questions presented may be carried home with
you. T also urge the association to show appreciation for our
friends, the supply men. who have produced for this annual meet-
ing their splendid exhibit. Allow me to request your hearty sup-
port in the work ot the Accountants' Association, which mee's
in annual convention here at this time. Its work is of great
importance and is worthy of your most serious consideration.
To the secretary and mfmbcrs ot the executive committee our
thanks are due tor the satisfactory manner in which they have
assisted in conducting the affairs of this association. Ppr.=!onally
their efforts have heen highly appreciated.

The honor of having acted as 7'our president tor the last year
has been most gratifying to me and shall ever remain one of the
pleasant recollections of my life as a street railway man. For
ray successor T bespeak the same courtesy and cordial coiipera-
tion which it has been my good fortune to enjoy.

The secretary then read the report of the Executive Committee.
The committee recommended the following rules of procedure:

1. No member w-ill be recognized by the president unless he
shall announce distinctly his name and address.

2. Speeches will be limited to 10 minutes, unless the time shall
be extended by the convention.

3. Members who desire to offer resolutions or other matters to
be considered by the convention, are requested to submit them in
writing over their signatures, to the secretary.

Regarding banquet tickets the committee endorsed the action of
former years, to-wit: "There shall be two tickets issued to each
member company ot the association when there are two or more
official representatives: when there is only one representative, only
one ticket, and when a company is not officially represented, no
ticket shall be issued on account of said company."

DAILY STRI'.I'.'I" UAII.WAY REVIEW.

It was recommended thai, becauwe of llio sati.slactoiy cuudiliuii
nt' the lUiances of the assoeiation, the admission fee be waived In
the ease of any company joining the association at this meeting.

The president had appointed Messrs. John A. Itigg and C. VV.
Wasou as a committee on Memorials of Deceased Memhers.

Mr. C. K. Durbin, having left the street railway business, re-
signed from the executive committee of the association, and \v.tn
succeeded by Mr. W. H. Holmes.

On motion of Mr. Dyer, of Augusta, the report of the e.\ecutlvfc
committee was adopted.

Mr. fenington then made the following report:

REPORT OL" THE SICCUKTARY AND TR15ASUREK.

The report of the secretary and treasurer, T. C. Penington,
shewed a balance Oct. 10, isyi), of $.'),(i5S.S7, receipts of $G,5U4.55,
expenses of $5,222.67, and a balance Oct. 10, 190U. of .f7,000.75.

Oct. 11, 189a, the number of member companies was 1U5; since
then 32 new companies have joined the association, 2 have been
suspended and 31 have withdrawn.

'1 he new members are;

Atchison, Kan. — Atchison Railway, Light & Power Co.

Aiuora, III. — Aurora Birtet Railway Co.

Asbury Park, N. Y. — Atlantic (;oast Railroad Co.

Dridgcton, N. J.— Bridgeton & MillviUe Traction Co.

Chiiago, 111. — Chicago mltctric 'li action Co.

t olumbia, Pa. — Conestoga Traction Co.

Detroit, Mich.— Detroit & Ponliac Railway Co.

Daylon, 0. — Uayton & Western Traction Co.

Klgin, 111. — Elgin City, CarpenterviUe & Aurora Railway Co.

Koud du Lac, Wis.— Fond du Lac Street Railway & Light Co.

Ft. Wayne, Ind.— Ft. Wayne Traction Co.

Galesburg, HI. — Galesburg Electric Motor & Power Co.

Hamilton, O.— Cincinnati & Hamilton Electric Street Raiiway Co.

Highwood, 111.— Chicago & Milwaukee Electric Railway Co.

.Joliet, Ill.^Joliet Railway Co.

Kansas City, Mo. — East Side Electric Railway Co.

Knoxville, Tenn. — Knoxville Traction Co.

Montreal, Canada. — Montreal Street Railway Co.

Oakland. Cal. — Oakland Transit Company.

Pasadena, Cal. — Los Angeles & Pasadena Electric Railway Co.

Pittsburg, Pa. — Consolidated Traction Co.

Peoria, 111. — Peoria & Pekin Terminal Railway Co.

Pueblo, Col.— Pueblo Traction & Electric Co.

Schenectady, N Y. — Schenectady Railway Co.

Sioux City, la. — Sioux City Traction Co.

St. Louis, Mo. — St. Louis Transit Co.

Seattle, Wash.— Seattle Electric Co.

South Bend, Ind. — Indiana Railway Co.

Vicksburg. Miss. — Vicksburg Railroad, Power & Light Co.

Venice, 111. — Venice, Madison & Granite City Railway Co.

Willoughby, O. — Cleveland. Painesville & Eastern Railroad Co.

Westwood, Mass. — Norfolk Western Street Railway Co.

After the report of the secretary and treasurer had been accepted
and ordered filed the secretary announced that the Kansas City
Club and the Elks Club had extended cordial invitations for all
the delegates to visit their club rooms, the badges admitting mem-
bers of the association.

The president then announced the first paper;

THE CONSOLIDATION OF STREET RAILWAYS AND ITS
EFFECT UPON THE PUBLIC.

I'.y Daniel B. Holmes, Counsel Metropolitan Street Railway Co.,
Kansas City, Mo.

It is no part of the purpose of this paper to enter into an ex-
tended discussion of stri'ct railway consolidations from a legal
point of view. It is assumed that no consideiablo number of
those present would be particularly interested in that branch
of the subject. Suffice it to say that the laws of nearly it not
quite all of the states of the Union are in such condition that
practical street railway consolidation may be brought about and
made effective by union of companies as a technical consolida-
tion, or by purchase and sale of the corporate property or capi-
tal stock or by common ownership of the corporate shares of
several companies, or in other ways which might be mentioned.

VV hcuever consolidation ib desired by the parties In inliTcst It
may be safely assumed that couneol learned in the law will llnd
little or no diificully in pointing out the way In which that end
may be legally accomplish, d.

Street railway companies may be properly claHsifled as public
service corporations, and whenever a union takes place of sev-
eral such companies, It at once becomes obvious that the Inlerests
of the capital Invesli d and of the traveling public may and prob-
ably will be positively affected thereby. Therefore thece two
Interests will form the chli'f basis of what I have thought proper
to lay before this convention of practical street railway men,
whose calling Is such that they never feel at liberty to disregard
cither the best Interests of their stockholders or the welfare of
the public, whose constant servants they are. And I may be per-
mitted to add, in the light of an experience and intimate associa-
tion with street railway managers extending over a period of up-
wardsof twenty years, that no class of men with whom I have come
in contact in the active practice of a profession which brings
about the most intimate relations with all sorts of men, are bo
constantly mindful of the best interests of the public they serve
liy night and by day, as are the stret-t railway men. I am the
more pleased to make thi.-; acknowledgment because the street
railway man has so many Impatient masters among the trav-

1). U. UOLMtS. I

eling public that he is much more often the subject of unjust
criticism than of the well-deservfd encomiums he would surely
receive if the difficulties of his situation and his conscientious
efforts to faithfully discharge his company's duty to the public
■were even half-way understood. Above all men it is his lot to
bear the "whips and scorns of time," and if he will but pin his
faith to the teachings of the Good Book, he may expect to receive
h.reafter that reward which in but few cases, I am sorry to say.
tomes in this life in the shape of an adequate salary for so hard
and thankless a job.

That the consolidation of street railway interests affords oppor-
tunities for the introduction of many various economies is a
truth which is almost axiomatic, and this may be fairly said to
have betn the controlling consideration which has inspired and
a((omplishid the many consolidations which have taken place in
various parts of the country. By this process the managerial
force is greatly reduced and the salary list largely diminished.
Where three or four presidents, managers or superintendenu
were required for the successful management of the separate
properties, but one officer of each kind is needed in th.-ir united
state, and while he receives more salary than any one of his prede-
cessors, as of right he ought, because of enlarged duties and
more weighty responsibilities, still there is substantial saving
over what was previously paid.

But there is in this connection a still more important consider-
ation. As is the case with any other calling in life, the supply
of really first-class street railway managers is more or less limited,
and the larger salary offered by the consolidated interests naturally
commands, and in all probability secures, a higher order of tal-
ent than the separate properties could retain even where it had
been fortunately possessed. In this way the consolidated prop-
erties in nearly every instance are managed with greater ability
than was shown by the management of the disconnected parts,
and this is a positive gain, the value and importance of which
can scarcely be estimated. This successful manager, you may
be sure, is truly a remarkable man. The relations existing be-

DAILY STREET RAILWAY REVIEW.

iwten street car companies on the one hand and the municipal-
ity or its citizens on the olhor, are the fruitful source of jealousies
and complications constantly arising which can be successfully
disposed of by nothing short of the possession of genius for dip-
lomacy, and for aflairs and finance all at the same lime, iu order
to be able to satisfy the demands of the public without involv-
ing the company in irretrievable financial ruin.

In most instances, the consolidation of street railway proper-
tiis creates opportunities for marked reduction in the cost of
generating motive power. Location is a most important consid
eration as regards the power station. Unless the power station
is so situated that both fuel and water can be delivered to it at
minimum cost, the highest degree of economy in developing
motive power is altogether impossible. This is greatly facilitated
by the union of properties since the car lines are so situated
in most cities that but few of them, if independeut, could oper-
ate from power stations located near steam railroad switches and
water courses. A greater or less number of high-priced employes
are always necessary around every power station whether large
or small, and this is an expense which is greatly curtailed by
generating as much power as it is practicable to handle from
one station. A company possessed of an extensive system with
large mileage has thus presented to it the opportunity of produc-
ing power at the minimum cost, a thing altogether impossible
on a short line railroad.

But perhaps the most important result from consolidating
street railway lines is the great stimulus it affords to street
railway traffic. Outside of a few of the very large cities where
the problem is not how to get business, but how to successfully
handle that business which of necessity must come to the car
lines, the street railway companies are quite generally engaged
in efforts of all kinds to create travel on the lines artificially by
offering to the public attractions of various and sundry kinds.
This Is all well enough, but one of the most effective means to
this end Is the consolidation of the street car lines. I believe It Is
the uniform experience that the aggregate travel on the united
lines exceeds by a large percentage the business formerly done by
the separate properties. This is partially accounted for by the fact
that short distances are now ridden that were fortaerly walked,
because two fares were then necessary in order to ride, and this
was considered too great an outlay for the accomodation afforded.

But how stands the case with the public? I am altogether sure
It is no different. Indeed the Immediate benefit to those who ride
upon the cars far exceeds the Increased returns to the consolidated
company. Where before the union, two and even three fares In
some Instances had to be paid in order to convey the passenger
to his destination, he may now make the same journey for a single
fare by means of transfers and through cars, which were pre-
viously impossible. Taking Kansas City for an example, 50 per
cent of all the passengers who ride on the cars make at least one
transfer in every journey, so that it may be truly said 60,000 pass-
engers save 5 cents each and every day in the year In Kansas City
alone, and this saving is due solely and directly to the consolida-
tion which took place only a few years ago. And who are the
people thus benefitted? It Is chiefly the laboring classes who can
least afford to spend their hard earned gains unnecessarily. The
sons of toil who were formerly compelled to shelter their wives
and rear their children in the polluted air and noise and smoke be-
cause unable to pay more than a single fare in going to and from
their vocations, can, and do now, dwell In the neat little cottage
in the suburbs where loved ones breathe the pure air of heaven
and bask in the sunshine of life all the day long, and when even-
tide comes smiles and mirth and joy are the companions who have
taken the place of sickness, suffering and grief. Who can estimate
the value of blessings like theg?? If the public welfare is the first
and highest duty of the state who can gainsay the immense value
to the public of street railway consolidations, and who can say that
the state ought to throw any obstacles In their way?

But it Is said that competition is the life of trade, and that
monopolies are odious. Accepting these as general truths, let us
see how It is with the street railroads. Except to a very limited
and unimportant degree, there is no sucfi thing as competition in
street railroads, and their consolidation is entirely devoid of any
objectionable feature of a monopoly. In the very nature of things,
street railroads are seldom competitors In business. They were
never known to compete In rates, and can only be laid on such

highways as the authorities may determine. The necessity for
keeping some streets open for ordinary vehicle traflic keeps the
street railroads sufiiciently apart as a rule to eliminate any matter
of choice on the part of the intending passenger. Kach line sup-
plies and accomodates its own peculiar territory, and their is no
real choice, and hence no real competition. As to rates, these are
universally fixed by the franchise ordinances. They are the same
on all roads so that the intending passenger is moved solely by
considerations of convenience to himself. In short, he simply
takes the line which takes him to his destination with the least
inconvenience. Monopolies are only odious when of a character
that they do or have the power to fix their own price for what
they alone can sell. Not so with the consolidated street railway.
So far from having the power to increase the cost of travel, con-
solidation always results in a practical reduction of cost by giving
to the passengers the right to ride for the same single fare the in-
creased distance brought about by consolidation. No thoughtful
man would condemn a street railway consolidation, because it
neither stiflles competition nor increases cost of travel, njr
creates a monopoly as that term is generally understood.

'1 here can be no doubt that consolidations of this eharacter are
greatly bineficial both to Invested capital and the public at large.
And happily this Is so, because the public is never so likely to have
its wants provided for as when it is to the interest of capital to
do so. There is no tie so strong as common and mutual interest.
This is a principle which would render many confiicts and contro-
versies impossible, if kept always in mind and strictly adhered to
In all dealings between public service corporations and the munic-
il:ality in which they dwell. I commend it to the thoughtful con-
sideration of all who are assembled in this convention, as the firm
foundation on which aggregations of capital may safely rest, the
Gibralter of justice and right, garrisoned by an always sound and
healthy public sentiment, against which the assaults of prejudice,
passion and demagogy would be hurled in vain.

The meeting then adjourned, the president announcing that the
executive committee would then hold a meeting.

RECEPTION AT THE MIDLAND LAST EVENING.

Seldom have the members of the two associations enjoyed a
more pleasant occasion than the reception tendered them last
evening at the Midland Hotel by the citizens of Kansas City. The
evening was spent in informal chat and everyone present will take
with them when they leave the most pleasant recollections of
Kansas City's warm hospitality. The parlor fioor of the , hotel
was elaborately decorati d with palms and American beauty roses,
and from behind a perfect bower of hot house plants an orchestra
of several pieces dispensed pleasing music. Light refreshments
were served and the gathering broke up at a late hour.

Among the prominent ladies serving on the reception committee
were: Mrs. Walton Holmi s, Mrs. C. F. Holmes, Mrs. Kirkpatrick,
Mrs. Derkee, Mrs. Stockham, Mrs. Dr. Crow, Mrs. Gregory and Mrs.
Satterlee.

« « »

TALLYHO RIDE FOR THE LADIES.

The ladies' reception committee has arranged to give the visit-
ing ladies of the convention a tallyho ride around the city this
morning, taking in all the points of interest including the Coun-
try Club. The party will leave the Midland Hotel promptly at
9 o'clock and will stop at the Coates and the Baltimore for the
guests at those hotels. The gentlemen are cordially invited to at-
tend the meetings of the associations at the Convention Hall and
let the ladies enjoy this trip alone.

THEATER PARTY THIS EVENING.

Through the courtesy of the Metropolitan Street Railway Co.
the entire seating capacity of the New Coates theater, Broadway
and 10th street, has been reserved this evening for delegates and
visitors to the convention. Tickets may be secured from the secre-
tary, and it is expected small parties will be made up at the hotels
and go in a body to the theater. All parts of the house will be
open to the holders of tickets and no seats will be especially re-
served. The play is "The Runaway Girl." The curtain rises at 8.

DAILY STREET RAILWAY REVIEW.

STREET RAILWAY ACCOUNTANTS'

ASSOCIATION.

The Ith annual meeting of the Accountants' Association was
callBd to ordor at 10:45 by President Duffy, who introrlucrd Mi.
Hanicl V. Kent, auditor of Kansas City. Mr. Kent warmly wel-
comed the association in a few well-chosen words and afliT .<
brief response the president delivered his annual address.

PRESIDENT'S ADDRESS.

Gentlemen of tlic Association: Tn welcoming you to tlic fourth
annual convention of the Street Railway .Accountants' Association
of America in this progressive, hospitable western city, permit
me to refer briefly, and with great pride, to the present standing
of the association, what it has accomplished au<l what it should
accomplish.

The association is now on a solid foundation. The membership
ctnbraces the representative companies of the United States, Can-
ada and Mexico, in addition to companies representing England
and Scotland. Whatever may be the political faith or opinions of
the Accountants, there can be no doubt that they are thorough
"Expansionists" on the question of membership in this association.
Notwithstanding the fact that the annual dues have this year been
increased from $io to $20, and that numerous consolidations have
been cfFectcd in the year tqoo, I am glad to say that our member-
ship has not been materially aflfected. The deficit in the treasury,
reported at the last convention, has been more than wiped out by
the voluntary subscriptions of the members: we have a substantial
cash balance on hand and no unpaid bills or other obligations
outstanding.

For the fourth time, we are holding our annual convention in
the same city, in the same building, at the same time as the Ameri-
can Street R.xihvay Association. We are under many obligations
to that association for the hearty support and earnest co-opera-
tion they have extended to us, for the privilege of attending their
meetings, and for other courtesies that we have enjoyed at their
hands. Unquestionably, the attitude of the older association to-
wards this association has brought the operating and accountin.g
departments of street railways in closer touch with each other, to
the mutual advanta.ge and benefit of both departments, as well as
• the good of the companies represented. To the American Street
Railway Association we owe much, and I take advantage of this
opportunity to express our appreciation of what it has done for us.
The Standard System of Street Railway Accounting of this as-
sociation, strongly endorsed and unanimously adopted by the Con-
vention of Railroad Commissioners of the United States, is now
the standard of that body. .Ml reports to State Boards of Railroad
Commissioners (who are members of the National .Associationl
of the fiscal year beginning July i, 1900, will be made in accordance
with the Standard System, thus placing it in the same position
with reference to street railways that the Inter-State Commerce
classification of accounts occupies with reference to steam railroads.
The Department of Blanks and Forms is now firmly and per-
manently established and in successful operation. This valuable
tollection of thousands of blanks and forms, securely bound in
»ooks. perfectly arranged and classified, thanks to the genius of
our worthy secretary. Mr. Brockway, forms a library of rare and
valued books, of which each member is privileged to make use.
This feature is of special value and assistance to all members of
the association. The exhibit of the blanks and forms at the annual
conventions is one of the most interesting and instructive features
of our meetings .\ valuable addition to our library is the "Rail-
way Official's Private Report and Reference Book," published by
an enterprising supply firm and distributed by it gratuitously. The
first copy of this book issued, with the name of the association
stamped on the cover, was presented to the association by the pub-
lishers. In publishing this book, which is pocket si^e. admirably
arranged and a marvel of the printer's skill, the publishers have
recognized the growing importance and value of accounting work

in street railways and paid our association a graceful tribute by

didicating the book to it.

In connection with the use of the .Standard System of Account-
ing of iliis association, we have a strong committee at work, charged
with the responsibility of determining a Standard Unit of Com-
parison. The members who attended the Chicago convention one
year ago. will remember the valuable paper on this subject pre-
sented by Mr. M. C. Mackay, the able and energetic chairman of
the committee, and will recall the animated and interesting discus-
sion that followed the reading of the paper. The committee will
present another report to this convention; it is hoped you will
give the subject the earnest, thoughtful consideration its import-
nncc demands, that there will be a thorough discussion in which
every member present will participate, and that we will agree on a
Si.indard Unit of Comparison which will be acceptable from every
standpoint and go hand in hand with the Standard System of Ac-
counting.

C. X. DUFFY.
President.

The advantages oi membership in the Accountants' Association,
to those engaged in the street railway business, arc many and
varied. No man could ever hope to accomplish, single-handed,
what the association can accomplish, as a body. The annual con-
ventions give the members an opportunity of meeting each other,
interchanging ideas, learning from each other and acquiring knowl-
edge and experience which could not be obtained in any other way.
The Classification of Accounts of the association is a self-instruct-
ing text book: the Department of Blanks and Forms is a ^-aluable
library of reference. Where, outside of the association, could
the street railway worker find such advantages? To those of us
who struggled through the disadvantages of an unsystematic ac-
counting system, incident to street railways prior to the advent of
modern transportation methods, going through the evolution of
horse, cable and electric railways, construction and operation, these
advantages appeal strongly. What would we not have given to

DAILY STREET RAILWAY REVIEW.

have had then what we have now? The work of the association,
chiefly educational in its character, has only begun.

Having thus referred briefly to the present standing of the asso-
ciation and what it has accomplished, I will now draw your attention
to the more important question of what it should accomplish.

Our first and most important duty is to increase the membership.
There are some large companies and many small ones not repre-
sented on our membership roll, which should be with us. An
earnest, determined eflfort should be made, in a systematic way, to
see that every company is solicited to join the association, and
that they are made acquainted with the advantages and benefits
to be derived from being members. This effort should not only
be made by the association as a body, but each member individually
should take up the work, as a personal canvass is often success-
ful where other measures fail. The life and success of this asso-
ciation depend upon its member.'ship.

I earnestly recommend that this association consider the ques-
tion of formulating a standard system of accounting and a standard
unit of comparison applicable to the lighting and power business.
The growing importance of this industry, owing to the introduc-
tion of modern electrical machinery, making it possible to generate
current at one central power plant, economically transmit and dis-
tribute it at long distances, the increased consumption of current
for commercial and domestic ouroosps and the tendency of the
present day to combine the railway, lighting and power business,
demand that we give this subject immediate attention. There are
a number of our membership companies now engaged in the rail-
way, power, electric lighting and gas business. I would suggest
that a committee be appointed, charged with the responsibility of
this work and that they be instructed to make their first report
to this association at its annual convention in igoi. I would advise
that this committee confer and co-operate with a similar committee
of the National Electric Light .Association, to whom has been
delegated the same work for that association. I am pleased to
announce that our William F. Ham has been appointed a member
of the National Electric T.ight Association committee. This is a
compliment to Mr. Ham. a recognition of the valuable work he has
performed for this organization, and an honor to our association
of which we may well feel proud.

It would not be amiss to state that the committee on a Standard
System of Accounting, at the suggestion of Mr. Brockway, gave
this question of a classification of accounts for lighting and power
companies some consideration prior to the annual convention of
i8og. but decided not to present it to the 1899 convention, as there
were other matters of more direct importance to this association to
be considered at that convention. This accounts for our association
not taking the initiative.

Accounting is one of the vital elements of business. This is being
rccoenized more and more every day. In reading the proceedings
of the conventions of different organizations held during the cur-
rent vear. I was so impressed with this fact, that with your per-
mission. I will present for your consideration some of the more
important points which were brought out with reference to account-
ing, as I feel we should take advantage of every opportunity to
study this broad subiect in all its phases. At the convention of the
New York Street Railway Association, held in Buffalo, Sept. 18-19.
1000. Mr. G. Tracv Roeers. the president of the association, in his
annual address, said: "Much has been accomplished in the stand-
ardi/ptinn of our accounts which will work out unfold benefit to the
roads; besides sfrenethening our securities, it will give confidence
to the public, and afford us material for comparison."

In discussing a paper before the Southwestern Gas. Electric and
Street Railwav .Association, the president of a railway and lighting
company said in part: "The point of a comprehensive set of ac-
counts to be kept so that the condition of business can at all times
be understood is a great deal more important than we imagine
until we go into it. and the more you get into it the more informa-
tion you will eet. We are trying to be able to tell the details of the
cost of producing a kilowatt-hour from the time the coal leaves
the car until the consumer pavs for it. This looks at first as if it
was uncalled for. and I have had the question raised that it took
too much time. After you have once got into it. it does not take
anv more time thnn it did a year ago. to make out your monthly
report, with a detailed, statement, and you can see any little differ-
ence as to where your expenses are increasing or decreasing."

In appointing a committee to formitlate a uniform system of

accounting, the National Electric Light .Association recognized the
advantages of a uniform system that would be a standard for all
to conform to. At the convention of this association, held in
Chicago, May, 1900, Mr. J. B. Cahoon presented a paper on "Uni-
form Accounting." He pointed out the necessity of a system of
accounting that would show "true costs," not by single companies,
but by a great body, all of whom would follow the same method
and use the same system of account in determining the cost of pro-
duction.

In discussing this paper, Mr. Samuel InsuU, president of the
Chicago Edison Co., said in substance: The first step in this
matter is to have our own members, if we can educate them to a
uniform system of accounting, state in their accounts what their
cost is, and stop them as far as moral suasion will stop them, from
working their construction accounts. If moral suasion will not
stop them, if we can get copies of their reports, kept on a uniform
system of accounting, we should bring them up here in the con-
vention and ask them to explain their accounts, when some com-
pany shows an abnormal profit as the result of immoral accounting,
fooling itself.

The question of publicity of accounts of corporations, especially
companies engaged in operating public utilities, is receiving close
attention. At the twelfth annual convention of Railroad Commis-
sioners, held in Milwaukee in May, 1900, to which this association
was invited and officially represented, the president advocated the
enactment of legislation that would compel street railways in all
states to make reports to the railroad commissioners, as steam
railroads now do. At the convention of the National Electric
Light Association, the point was brought out in Mr. Gaboon's
paper on "Uniform Accounting," that there was no objection to
publicity of accounts if "true costs" were shown.

At the last convention of this association, it was suggested that
we should have not only a standard unit of comparison, in con-
nection with the standard system of accounting, but a standard
form of report, full and complete in every particular, a standard
system of blanks and forms, and a standard system of accounting
methods. I most heartily endorse and approve this proposition in
all that it embodies. Now that we have adopted a uniform system
of accounts, we should bear in mind one of the fundamental objects
of the association, as set forth in Article II. of the Constitution,
namely, "To improve the work of the accounting department."
On the principle that he who does not go forward, goes backward,
it should be the fixed purpose of this association to broaden and
perfect the Standard System of Accounting in every feature of its
practical working application, so that the best results possible from
every standpoint may be attained. How shall we do this? The
question of a Standard Unit of Comparison has already received
careful consideration from the committee to whom it was referred,
.ind they will report to this convention.

.As to a Standard Form of Report, I will say that the matter
has received attention and will be submitted for your consideration
later.

With reference to a Standard System of Blanks and Forms and a
Standard System of Accounting Methods. I would recommend that
a committee be appointed, charged with the work of preparing
model blanks and forms, general in their adaptability and use,
with such explanations and instructions as may be necessary or de-
sirable. These blanks and forms should cover the accounting work
of every department. I would suggest that the best form for each
specific purpose could be selected from the library of the associa-
tion, and in that way a book of model forms could be prepared.
The necessary explanations and instructions concerning the use of
forms should include in a general way, suggestions as to the meth-
ods to be pursued in gathering the figures and data that are to be
compiled in each specfic form. These suggestions must of neces-
sity be general in their application. Special local conditions will
require special study and treatment.

In connection with what this association should do as a body,
"to improve the work of the accounting department." each member
individually, for himself, for the association, and especially for the
company he represents, should take up this work and devote to it
all the energy, ability and application that he may have. We should
be thoroughly posted on the affairs of the company we are con-
nected with and have a general knowledge of the operation of the
road in all departments, or our sphere of usefulness and the value
of our work will necessarily be limited.

DAILY STREET RAILWAY REVlKVV.

We should closely study the special local conditions which arc
a part of the operation of every road, su that the accounting
problem involved may be correctly solved and the conditions ol
operation clearly and comprelieiisivcly set forth.

We should aim to make our system of accounting practical, com-
plete, thorough and economical. The advantages of modern meth-
ods in commercial business, and the introduction of labor-saving
devices should be thoroughly investigated and made use of if they
can be used to advantage. We cannot be producers of "gross earn-
ings," but we should be increasers of "net earnings." We should
be careful not to duplicate work or expend labor that is unnecessary
or yields no return. We should not be carried away with a mass
of figures and statistics that have no practical value or serve no
good purpose, neither should we go to the other extreme of dis-
missing as useless and valueless, much that may be of vital import-
ance, simply because it increases the work of the accounting de-
partment or necessitates the expense of additional clerk hire, when
results may be produced which would more than repay the work
and expense involved. 1 believe in an accounting system of such
scope and extent that the grasp of the affairs of the company, as well
as the operation of the property, is at all times within the hands ol
the accounting ollicer in charge; a system that will furnish any in-
formation that may be required or desired, promptly; a system that
will make it possible to answer any question which may be asked.

There are two propositions that enter into the work of the
accounting department; though different, they are intimately con-
nected with each other. (Jne is "accounting," the other is "rail-
roading." Mr. H. H. Vreeland, president of the Metropolitan
Street Railway Co., of New York, at our last annual convention,
said this about the calling here represented: "I, from my expe-
rience, have always looked upon the auditor, or accounting of'hcer,
of a railroad as the most important lieutenant and aid of the presi-
dent or managing officer ol the road. I look upon the man at
the head of the accounting department as the confidential account-
ing adviser of the head of the property."

The papers to be presented to this convention deal with prac-
tical accounting questions and are along the lines of the work that
this association should now take up. The subjects of the papers
were selected and the program of the convention was arranged with
this special purpose in view. To the gentlemen who have responded
to the demands of this convention, we are under many obligations.
I desire to express our most sincere thanks and appreciation for
their hearty co-operation.

Special mention is due our able and energetic secretary, Mr.
W. B. Brockway, for the valuable work he has performed for this
organization. To Mr. Brockway's eflforts the association owes much
of its success.

To the "Street Railway Review" and the Street Railway Jour-
nal, and our good friends and honorary members, Messrs. Windsor
and Higgins, we are under many obligations for courtesies extended.
The columns of the "Review" and Journal have always been open
for the publication of anything that would further the interests of
this association.

Formal notice has been given, as required by the By-Laws, that
a change is proposed in Article VII of the By-Laws. This means
that the question ol changing the time and place of holding our
annual conventions is to be voted on at this convention. I earnestly
hope that the question will be fully and thoroughly discussed from
every standpoint, and that every member present will express his
opinion as to what he thinks is best for this association to do, be-
fore the matter is put to a vote.

With reference to the next convention, I am reminded of a ques-
tion of the utmost importance to the association, and one that
has given your present officers much concern. I refer to the assign-
ment of papers. The success of our meetings depends in a large
measure on the selection of proper subjects for papers and having
the papers prepared and presented to the convention. Any member
of this association, when asked to prepare a paper, or perform any
other duty assigned to him. should appreciate the honor sufficiently
and have the interest of the association at heart in such a degree
that he would gladly respond when called on and give the associa-
tion the benefit of his best efforts. This is a duty that every mem-
ber owes to his fellow members and the calling he represents, a
duty that should not under any circumstances be disregarded or
shirked.

In conclusion, permit me to express ray appreciation of the honor
you have conferred on me, that makes it at once my duty and privi-
lege to preside over the deliberations of the fourth annual con-
vention ol this body. To be president of the Accountants' Asso-
ciation is an honor 1 esteem more than words can express. 1 thank
you for the honor bestowed and for the many acts of kindness
and courtesy that I have received from your bands, as well as your
valued assistance in many ways. Let me bespeak from you faithful
attendance and close attention to the proceedings of the meeting,
and especially, full discussion on all subjects. I earnestly hope
that this convention will be a fruitful source of information and
education, as well as a pleasant reunion for us all. Gentlemen,
I coinmit the bui-ines:} of the convention into your hands.

The seeretarr and treasurer then submitted his annual report
as follows:

REPORT OF THE SECRETARY AND TREASURER.

'the report of »ie work done in this of&ce for a year has become
a rather large 'mdertaklng. caused by the three divisions Into
which the office bas resolved Itself — viz., secretary, treasurer, and
the Department of Blanks. In each there bas been so much ac-
complished that 'I seems better to divide the report so as to cover
each section of the work separately. This Is without any desire
on my part to imitate the well known Poo-Bah, but if any such
chargt- should be made, I would promptly lay it upon the happy fac-
ulty the association has of being successful and busy, and keeping
the secretary busy, too.

In reporting the membership as it is today, the prophecy made
in last year's report as to the effect of consolidation has been, to a
large extent, verified; but the applications for membership that
have been presented have neutralized the loss, so that, from a nu-
merical standpoint, we are but very little worse off than a year ago.

Applications have been received from the following twenty-one
fompanies:

Indianapolis Street Railway Co., Indianapolis, Ind.

Charleston Consolidated Railway, Gas & Electric Co., Charles-
ton, South Carolina.

Louisville Railway Co., Louisville, Ky.

St. Joseph & Benton Harbor Electric Railway & Light Co., St.
Joseph, Michigan.

Union Traction Co. of Indiana, Anderson, Ind.

Chicago Consolidated Traction Co., Chicago, 111.

Manchester Corporation Tramways. JIanchester, England.

St. Louis Transit Co., St. Louis, Mo.

Portsmouth, Kittery & York Street Railway Co., Portsmouth.
New Hampshire.

San Antonio Street Railway Co., San Antonio, Tex.

Conestoga Traction Co., Columbia, Pa.

Chicago Union Traction Co., Chicago, 111.

Washington Traction & Electric Co., Washington, D. C.

WiDchester Avenue Railroad Co., West Haven, Conn.

Cleveland & Eastern Railroad Co., Cleveland, O.

Connecticut Lighting & Power Co , New York, N. Y.

Consolidated Traction Co., Pittsburg. Pa.

Bridgeport Traction Co., Bridgeport, Conn.

Seattle Electric Co., Seattle, Wash.

Buffalo Railway Co., Buffalo, N. Y.

Erie Transit Co., Erie, Pa.

Resignations have been received from the foUc^ing twenty-five
companies:

Southern Electric Co., St. Louis, Mo.

Nassau Electric Railway Co., Brooklyn. N. Y.

City & Suburban Railway Co., Washington, D. C.

Brooklyn, Queens County & Suburban Railway Co., Brooklyn,
New Y'ork.

Citizens' Railway Co., St. Louis, Mo.

People's Railway Co., St Louis, Mo.

Linden Railway Co., St Louis, Mo.

Missouri Railroad Co.. St. Louis. Mo.

Kokomo City Street Railway Co.. Kokomo. Ind.

Columbia Railway Co., Washington. D. C.

Hamilton Street Railway Co.. Hamilton, Ont.

Columbus Central Railway, Columbus. O.

Metropolitan Railroad, Washington, D. C.

Union Depot Co.. St. Louis, Mc.

DAILY STREET RAILWAY REVIEW.

West Chicago Street liailway Co., Chicago, 111.

Cicero & Proviso Street Hallway Co., Chicago, HI.

Hawaiian '1 ramways Co., Honolulu, H. 1.

Oakland Transit Co., Oakland, Cal.

Kair Haven & Westville Kailway Co., New Haven, Lonn.

Milwaukee, Kacine & Kenosha Kailway Co., Racine, W Is.

&>racuse Kapid iransit Co., byracuse, >i. Y.

•North Lhicago Street Hailroad Co., Chicago, HI.

ijnghtwood Kailroad Co., Washingtou, D. C.

tieiltral Loudon Uailioad Co., Loudon, Luglaud.

Lowell, Lawrence & Haverhill Street Kailway Co., Lowell, Mass.

I lie staitment o£ growth in membershij) is:

Charter members, Clevelaud, March, 1897 2i<

Additions reported at Niagara Falls, October, 1897,. 12

Additions reported at Boston, September, 1898 oil

Auditions reported at Chicago, October, 1899 34

Adaitions reported at Kansas City, October, 19UU...21

Total applied 124

Withdrawn 28

Membership October IG, 1900 96

This shows a net loss o£ but 4 members. But the average nutA-
ber of applications received per year has been 34, while 1900 shows
but 21, a drop o£ 13 in the average. 'Ihese figures show piainly the
need of a dennite action on the part of the presout members to-
ward the gathering in of every company within reach. It is not
so much that a larger showing may be made that this effort seems
necessary, as it is to make the association so representative that
its deliberations may carry the positiveness which comes from such
a larger point of view.

Luring the year furniture has been added to the equipment of
this oace, including a second-hand typewriter, a book-case, a
(opy-press, etc., costing less than |60.00. All of this was very
much needed.

The nnancial statement is interesting, showing as it does that
the increase in dues has been well received by the membership,
and that the necessity of a larger income is appreciated.
The receipts have been as follows:

In Bank, Oct. 14, 1899 ? 19-28

Donated account 1899 deficit 160.00

Dues for 1900 1,570.00

Dues for 1899 10.00

Applications 310.00

Interest on deposits 7.65

Total. $2,076.93

The expenses have been as follows;

Salary, secretary 1200.00

Secretary, office expenses 75.90

Postage 62.00

Office furniture 59.25

Printing 1899 Report 260.65

Stenographer, Chicago Report 110.00

Printing 58.05

Department of Blanks 12.75

Printing 1899 Standard Report 129.50

Note paid 125.00

Miscellaneous 88.59

Total $1,181.69

Balance in bank, October, 1900 895.24

Had the dues remained at $10, and expenses for this year as they
are— and it is difficult to see how they can be reduced— the result
would have been an income of $1,120, and a deficit of $61.69. This
inc-ome includes $160 contributed at the last convention; withoui
it, the deficit would have been $221.69. To take into account that
the expenses are $210.05 less than last year, will make the wisdom
of the increase in dues more clear.

At this point I wish to explain, that with his customary liberal-
ity, President Duffy has refused to receive his expenses to New Or-
leans to confer with the secretary in March of this year, or to
Milwaukee, to attend the meeting of the National Convention of
Railroad Commissionears. In the latter trip. Mr. F. E. Smith.
auditor of the Chicago Fnion Traction Co., took the same action:
and it is through the kindness of these gentlemen that the treasurer

IS enabled tu report a decrease in opeiating expenses and so large
a balance in banu.

I'or the ueparimcnt of Blanks and Forms, there is to report a
consiaerabie increase in me blanks nled by the addition or in«
Issue of 12 companies ana the re-flling of a number oi re-issucu
forms. All or tnese aaa to tue iniercsl and value ot the collection,
wJiich has reacnea such large proportions througu your co-opera-
tion.

Among the new ulanks received is a large set from the Glasgow
Corporation iramways, wnich. on account ot the diuerences in
pracucf, weic rathe'' dilhcuu to hi to our classiucation ot blanks,
and have been nled in a separate book numbered 15. An examina-
tion ot this set will be found very interesting.

Owing to economy of space, instances will be noticed where
blanks have been nled on top of others, in all cases showing the
full size and composition of each; but at times by a similarity or
papers, the dividing line could not always be easily distinguished,
lo remedy this, a light black line has been ruled around every
blank, giving a result very noticeable to those who examined the
collection at Lhicago; and, at a glance, rather than by close scru-
tiny, the blanks are separated and compared.

The new collection of rubber stamp impressions, while not rep-
resentative, is an interesting addition and assists to the result
aimed at by the department.

Some changes are contemplated in the arrangement of the per-
manent set and the sets used for requests, all helping in what ex-
perience has shown is needed to make the collection a positive
benefit, and not let it become merely a curiosity.

It is a pleasure to state that the friendship and help heretofore
shown by the officers of the American Street Railway Association
and the street railway papers has been continued unwaveringly,
and the most cordial thanks are again expressed to them and the
many others who have assisted in bringing the association to the
position it now occupies. \V. B. BROCKWAY.

In addition to the new members given in the report the secretary
stated that there should be added to the list of new members as
read, the Washington Power Co., of Seattle, Wash., and the Syra-
cuse Rapid Transit Co., of Syracuse, N. Y., which had resigned and
rejoined.

In relation to the list of resignations read, the secretary stated
that most of them had been caused by consolidations which were
prophesied last year. He thought there were only about 7 ot
these 25 that resigned on account of the increase in dues.

President Duffy: Gentlemen, you have heard the report of the
secretary and treasurer, which is very gratifying when it is con-
sidered that we have 98 members, as against 100 last year, and
$895 in the bank, instead of $75 in red ink. What is your pleas-
ure?

On motion of H. L. Wilson, Boston, the report was accepted and
ordered filed.

President Duffy: The next order of business, gentlemen, ac-
cording to the printed programme, is the appointment ot commit-
tees. On the Committee on Nominations, I will appoint Mr. H. L.
Wilson, of Boston, Chairman; Mr. S. E. Moore, of Pittsburg, and
Mr. Simpson, of Augusta. On the Committee on Resolutions, I
will appoint Mr. Wm. F. Ham, of Washington; Mr. Chas. M. Hem-
ingway, of New Y'ork, and Mr. Suda, of St. Louis.

The next order of business is the paper, or, rather, the address,
of Mr. John I. Beggs, general manager of the Milwaukee Electric
Railway & Light Co., on "What Does the General Manager W'ant
to Know from the Accounting Department?" and in this connection
I desire to say that Mr. Beggs has very kindly filled the place of
another gentleman on the programme, at very short notice. Mr.
Wyman had this paper assigned to him. but has recently gone out
of the street railway business, at least out of the direct charge of
a road, and he has been called to Boston, and it was impossible for
him either to attend the convention or to prepare a paper, and Mr.
Beggs, very kindly consented to address this bodj' on the same sub-
ject.

ADDRESS OF MR. BEGGS.

Mr. President and Gentlemen: I must apologize for not having
given more time and thought to the subject which you expected to
hear discussed by Mr. Wyman. It was only a few days, or possi-
bly a week ago, when I was requested by your executive officers to
prepare a paper upon this subject. I have never prepared a paper

DAILY STREET RAILWAY REVIEW.

ill Jiiy )Ue, iiud am aliuosL loo old lo luuih uew Uii;k.->. Tliereforc,
whal 1 sbuH suy upou thin subject will be aimiily Ihe llioughlh
Lbal are suggesleci to me an the mauager of one ul these publie
luuitleb.

Wlial the general mauager wiahes to kuow Irum the Accouulliig
Jjeiiaitmeut, 1 should narrow and say, 'What Does the General
Manager Wish to Know Irom the Head ot the Accounting uepan-
ment'.'" 1 would not be presumjjtlous enough to think that 1, lu
me lew uuuuieb tual 1 shall oeeujiy, eouid stand here anu leli to
you whai me general manager waius to know Irom the accounting
uepartmem, when so mucn rime nas bttn so well exiiended by
your association tor several years past uevelopiug and demou-
stralmg just what he should Know, l he system ol blank I'orms
and accounts that you have developed is highly creditable to your
"SBOtiatiou. 11 win uo miicu lo save ihe luuusiry in wuich we ail
are so viialiy interesteu. me ursi lumg me general mauager
warns to Know irom tne accouniing aepaitment, in my juugmeui,
is mat the aecountiug ueparcmeui believes in the general manager s
policy. He wants to know that he has loyal, enthusiastic,
energetic supporters in carrying out what may be the general
managers policy, and that ihey will aid it conscientiously and
fearlessly; and when the head ol the accounting deparlmeni can-
not subscribe to the general mauager s policy he had better lenuer
his resignation. As a rule the general manager stands lor the
board ol uirectors, and they are supposed to stand lor the stock-
holders, which is the capital. I utorlunately they have not always
done It, but they should do it, and i think that the executive man-
agements of these public utilities are year by year giving a stricter
account to the great body of stockholders. In order to do this we
must have conscientious, earnest work both on the part of the
general manager and of the accounting dep.trtmcnt. Unfortunately,
the general manager is not always a trained accountant; he is too
often not competent to analyze and determine whether or not the
accounts and the various statements that come to him are made
up inlelligeutly, or to analyze and determine whether or not they
have been properly kept. And that, in days gone by, has been
responsible tor the failure of some of these public utilities, and
caused them to be re-flnanced. They have run aground without
knowing it; like the mariner whose compass has become disar-
ranged or does not know how to read it, they are cast ashore;
they run against the breakers, and it is the easiest thing in the
world, because too often it is to the interest of the general mana-
ger and the board of directors to make too glowing a statement of
what they were doing, and this is particularly the case during the
years of construction or development when they have a capital ac-
count to be drawn upon.

Capital account has covered multitudes of managerial blunders
and extravangances. Therefore, I always take the position that it
is best to close up the construction account as quickly as possible.
If there is going to be any error made in your accounting depart-
ments, gentlemen, let it be on the other side. Have a little more
property than you think you have. When a man puts his hand in
his pocket and expects to find seventy-five cents, but finds, instead,
a dollar, he feels very good. It is not a very large amount, but
nevertheless it is on the right side. He has just a little more than
he expected. But if he puts his hand in his pocket and finds he
has only fifty cents, he is disappointed; he says, "I certainly
thought I had that," and such is the case with many of these prop-
erties that they go on deluding themselves; because there is a con-
struction account, tljey charge into that many things that should
have gone to operation. It is one of the reasons why many new
enterprises seem to show such phenomenal results. I have seen a
statement very recently of a certain line running into the city of
Chicago, or nearly so. showing the expenses to be down to some-
where about 30 per cent. (Laughter.) Now. we all know how
that is produced. Of course, that is not done in order to show
what the actual results are. It is produced in order to unload a
promoter's property upon an unsuspecting investing public. I
only refer to that because that statement has been brought to my
attention within a few weeks, being on the market. But very
often our properties get into the same condition, because of a lack
of intelligence. Therefore, the general manager wishes to know
from the head of his accounting department — and I shall deal with
the head — that there is an intelligent understanding, and an honest
practice in the making up of either the daily, the monthly, or the
annual statements.

Ab 1 said at the outvei, ..uis general manager wUbeu lu kuow that
tlie head of the aicouulmg d«-parlmeni in In sympathy with and
biiievcB in his policy, btcaubc a general manager suouiu lay down
the policy lor hiu < orporation. lie lb put there for that purpoB-;.
isow, he must kuow tuai uis asbociaie who ih in charge ol lue
iigureb beiltiveb in thai general ijolicy, will help mm carry 11 out,
will lu every manner so upeiaie wun uim, will walcu and bc« thai
there 18 conslBlcncy tbioubiioui every department oi the company v

tlUHinCBb.

borne of our properties are in a little more compiex coadition than
others, 'lake the property with which l am asbociaied; we con-
uuci. a very large electric lighting business In three or lour dllter-
eui citicB, some part of it under our main company, some under a
ti action company which we operate, consequently, it is very diffi-
cult at times lo leel thill the same general practice is observed in
each one ol the co-ordinate companies, possibly under the name ol
one, and that the head ci each jjarticular department ouserves the
same methous as are observed in every other.

In the street railwa,Y business it is highly important that the
general manager suaii nave counuence in the integrity. In the vig-
uencc and discriminaiion and Keen perception oi toe head ot the
accounting uepartment and know that he will watch mat mere lb
no injustice permitted even lo the humulest employe oi the com-
pany, and that the trammen aie held to strict account. Ihe Idea
should not get abroad among your lorce of conductors that there
are not too many shortages bemg reported, or that there is too
much carelessness in Ite accounting aepartmenl. We make il a
rule to have the accounting of the trip sheets and the returns ol
the various conductors directly under the head of our accounting
deparlment. We have but one head of ' rigure wrestlers" as I call
them. We do not havo it divided into transportation department,
and so on, but all is under one head. I am a great believer in cen-
tralizing responsibility , and in having one head responsible and
giving him the highest degree of confidence. One of the most im-
portant things in dealing with the conductors on street railways,
is that they have absolute confidence in those who pass upon their
daily returns. They should not, every day or two, be brought face
to face with the charge, "Vou have a shortage to-day of a dollar, "
or fifty cents, whatever it may be; that creates distrust and it
scon permeates the whole mass of men. They begin to distrust
the accounting departments, and to believe that their methods are
not accurate. That comes back, it works almost incalculable harm
among our men, and we who are managing these properties to-day
are carefully studying that there shall be no cause of unrest, ot
dissatisfaction among our trainmen. You have seen a number of
serious labor troubles among that class of men during the past
year. We went through it, four and one-half years ago, one of the
first large railway strikes. We have watched it carefully ever
since. It very often comes from the accumulation of a multitude
of these trivial matters, that give good cause at times for unrest.

These are some of the things we want from the head of the
accounting department. I am ignoring your system of blanks
entirely. I did not conceive that was what you wanted to hear
about, or that it would be a thing of particular value to you, be-
cause you are giving labor and conscientious thought to that sub-
ject. The blanks are being perfected from year to year, and de-
veloping in greater detail. I thoroughly understand that in differ-
ent corporations there are varying conditions that do not apply lo
all. Consequently there must be, with your system of accounts,
provisions for some flexibility that may suit the peculiar condi-
tions of various corporations, many of which are interested in a
variety ot things, and have more than one interest to provide for.
They must likewise be sufficiently flexible to permit, sometimes, of
what may be the peculiar or unreasonable notions of the general
manager. He may have an idea that he wants injected into them
certain additional features, or, possibly a very good reason from
his standpoint, which is not always recognized, perhaps, by the
head of the accounting department. The general manager should
have the confidence and command the respect of the head of the
accounting department to such an extent that, notwithstanding it
may cause some additional labor to provide these auxiliary ac-
counts, as we might call them, for his information the work will
bo cheerfully done. The manager may have better reason for ask-
ing tor them than appears on the surface, and it may entail, as the
head ot our own accounting department has sometimes found, a
considerable amount of additional labor; but it Is not useless ; it is

DAILY STREET RAILWAY REVIEW.

for some good cause. 1 am well aware that all managers have
ideas that are difterent possibly from those of the heads of their
accounting depaitmeuts because of some previous experience they
themselves had in the science of accounting. 1 use the word "sci-
ence" advisedly, because accounting is a science, and if the broad,
fundamental, underlying science of accounting is thoroughly un-
derstood by the head of the accounting department it will be much
easier for those charged with the operating of the properties.

1 had something to say when this association was beiug organ-
ized as to What suould be included, having giveu cousiaerabie at-
tention to the various torms of accounting of this and its kindred
industry, electric lighimg, tor a great many years. In fact, 1 was
one ot a committee some nfteen years ago to standardize a system
of accounting tor electric lighting plants iu that early day. They
had done more 1 think in the line of standardizing their accouuts,
or at least one branch, electric lighting. I speak more particularly
of the old Edison Association of Illumination Companies, which
was a close corporation and still is 1 believe, but i was the presi-
dent of it for seven or eight years and we had a very carefully de-
vised system of accounting whereby we could, with a great de-
gree of accuracy, compare the results of various companies through-
out the United States. Though more limited than this association,
we demonstrated, at that early day in the electric lighting indus-
try the great advantage of being able to compare accounts.
That is highly advantageous, absolutely essential, even in the
street railway business. The general manager wants to be as-
sured that the head of his accounting department is watching his
expenditures from day to day, watching that the estimates made
of construction, or of some piece of reconstruction, do not seriously
exceed the requirements, or if they do, that the fact will be
brought to the attention of the general manager in order that a
proper remedy may be applied; that the practice throughout the
various departments of the corporation is uniform, so he may not
have, as is sometimes the case, an employe in one department
asking to be transferred to some other department in the business
of the same corporation for the reason that the practice is different.
Such a condition should not exist, and yet it may exist it the comp-
troller, or the auditor, or the head of the accounting department,
by whatever name he may be known officially, does not bring to
the attention of the executive head the facts that exist. Take it
in our own corporations, where at times our employes number any-
where from two to three thousand men; it is impossible for the
general manager to attempt to know what every specific rate of
pay is throughout all departments, and that there is uniformity in
the pay rolls and uniformity in the hours put in in the various de-
partments. All of these things come directly under the eye of the
head of the accounting department, and where irregularities exist
it is highly important that he should report them in order that a
remedy may be applied.

It Is furthermore important that he keep the general manager
advised as to how the receipts are on the various lines. While
some general managers try to follow those things, they do not all
do so. They would not all be competent, because of a lack ot
early training in the science of accounting, of determining whether
the matter was accurately compiled and put in shape. The mana-
ger should see that the various lines are being operated with the
smallest number of cars in order to produce given results. If on
one line a car is earning two dollars per car-hour — you notice, gen-
tlemen, that I said, "car-hour" (laughter) — and on some other
line a car is earning only one dollar per car-hour, and that going
along month after month, there is some reason for it. It may be
a good one, but nevertheless, it is the duty of the accounting de-
partment to bring the matter to the attention of the general man-
ager. The accountant may be conversant with the reasons why
certain things are so, but as these matters are coming under his
eye day after day, if discrepancies exist he should promptly bring
them to the attention of the general manager.

The general manager desires, furthermore, to know that the heart
ot the accounting department is taking occasion to correspond
with other roads ot similar size operated under practically the same
conditions, is obtaining copies of their reports, comparing tBem
and bringing to the attention of the general manager features in
them which would seem to show that as regards certain features
the other lines were being operated more economically than his
own. The points wherein we are operating better than the others,
I do not care to know about. I arrange to have the heads of de-

pailmtuls go away two or three times a year to some other city
wuere perUaps lutre is a very good system ot operation anumanagc-
meuL ana a goua system oi accouULiug; i. am very g'aa luueeu to
have tne ncad ot my accounting ucpartment tane two or inree
short trips uuring tne year; to go to ainerent cities, and observe
their metnous, anu i always say; "1 don t want you to come bacli
and ten me a single tniug that we are doing better than they are.
1 aon t want to Know that. Ihat will late care of itself. But go
ana und something that tney are uoing better than we are, and we
will try to copy mat, and il possible, improve just on it a little."
'i'he managers want to know, and they do not always have the time
to investigate lor themselves, that this comparison of accounts is
made; otuerwise, what is the use ot this unilormity if you are going
to close It up and lock it up in a safe? I want any company, the
head of any accounting department, allied to this association, or
to the street railway association, to feel that it can send to the
Milwaukee Electric Railway it Light Co., or any other company
in which I am in an inhuential position, and obtain any data that
\\e have. (Applause.) We do not consider it a burden to give in-
formation to you, if we have to put on a clerk to copy the reports,
we will do it. I want, likewise, to feel that if we wish to have
some information from any member of this association, or of the
street railway association, that they will not feel that we are bur-
dening them when we ask for it. In our practical operation, 1
many times take time that 1 could not command for myself, but I
do take it, to go over our system and show its various phases to
gentlemen who come from a distance to see what we are doing,
and 1 take pleasure in doing it. The exchange of ideas is valua-
ble, and unless these various statements, these various reports and
results that are being realized by the various companies, are going
to be interchangable, of what use is this uniformity of accounts?
It is for some purpose. It is for the purpose of being able to
make fair, intelligent comparisons, that we may know what we are
doing. Above all, have the head of your accounting department
keep his accounts in such a way that you do not need to fear if
at any time your state railroad commissioner, or it perchance there
should be a national railroad commission, should order your books
closed. Let your accouuts be upon the same basis as is adopted
by the national banking department at Washington; when an or-
der is given for a statement of accounts, it is not of some day in
the future, but always some time in the past, so that there is no
opportunity to fix up the books. So our accounts should be. We
want particularly to know, or at least I want to know, that if the
head of my accounting department and all of his assistants are
called hence, that a new set ot accountants can go to their desks
in the morning and find nothing to clean up for yesterday — that
tJie work is kept up day by day. That is highly essential, and if
that were always done, it would not take so long for many mana-
gers to get a statement of what their actual condition is. It is
highly important to know that there is promptitude with all these
accounts, that the work is always right up to date. It will save
many errors and many blunders. It is one of the besetting short-
comings of many accounting departments that they are always
going to do something, going to prepare some statement sometime
in the future. The future is not theirs. Consequently it is highly
important that accounts shall always be up; that if the general
manager wants to know something he can send with assurance to
the head of the accounting department for such and such a state-
ment and it will be forthcoming as soon as it can be transcried
from the books, or from some other statement, or that he can send
the original. Two ot the most important things that a general
manager wants from the accounting department are accuracy and
promptitude.

As I said at the outset, I have to apologize, for not having pre-
pared an address such as would no doubt have been prepared by
my friend, Mr. C. D. Wyman. I am substituting tor him this
morning. I have been substituting for him for tour years. (Laugh-
ter.) I desire, on behalf of the managers of street railways, to ex-
lend to this association, my earnest, heartfelt appreciation of the
good work your association has done, still is doing, and which I
hope it will continue to do. I think no higher compliment could
be paid to your association than the co-operation asked tor by the
steam roads and by other organizations ot this kind in their ef-
forts to perfect a standard system ot accounts and ot torms. This
matter ot standardizing forms Is as important as the standardiza-
tion of accounts, the forms on which the accounts pass from the

DAILY STREET RAILWAY REVIEW.

viiiloiiH (iwkIh oI' (lci)urlMic'iils iiiUj the accuiiiiUng department. Mucti
(i| tlu^ accuracy of tho accounting dopartnicnt will depend upon the
coniprehenslvenesa of th'i lorms that go out from the atorerooma,
from the heads of the various departmentH, from the man In the
Bhop as showing the cost of a certain piece of worit, and so on
down the line. There Is quite as much necessity for making these
various blanl<s uniform throughout, as there is for the accounts
themselves, because if these various blanks are not fairly uniform
it will be much more dlfllcult to make uniform the accounts based
upon them. 1 do not know Just what forms the association has
adopted. I think in our own practice we subdivide to a somewhat
greater extent than is jirovided for in the standard forms of your
association. However, we keep the various heads so thoroughly
in accord with the standard system of accounts of this association
that they are practically the same, with the exception that I sub-
divide to a greater extent some of the expenses of maintaining
equipment. I have the cost of all labor and all material sub-
divided.

I can keep the cost of material in my mind. When I see a state-
ment that material costs so much, I can check whether or not that
is about right, without asking any additional figures; but they can
cover up a multitude of sins in the item of labor, omissions and
mistakes, because that is much more dilficult to cover. In all
work, my suggestion would be that you subdivide and differentiate
between the cost of labor entering into any piece of work and the
cost of the material entering into it. because the general manager,
'f he is familiar with his business, knows about the amount of
material. If it is putting a set of wheels under a car, I know what
those wheels cost. I do not know if the thing comes to me bulked,
called wheels and labor; I cannot tell whether the labor has cost
$1.50, which would be about the cost of putting on a pair of wheels,
or whether it is $2.50 or $3, if it is all covered up in one item.
Therefore, I urge upon the Accountants" Association the advisa-
bility of subdividing the cost of materials as against the cost of
labor that is necessary to put that material into use. We sub-
divide in our own practice. For car bodies, for instance, we keep
carefully the cost of painting, etc.. as an item by itself. Likewise
the cost of heating, the cost of lighting cars. Many of these things
that are coming to him in that way the general manager wants to
know in order that he may be able the better to analyze and de-
termine whether these various items are being kept down to the
lowest point consistent with the highest degree of perfection in the
maintenance of his construction.

Above all. urge upon your municipality and legislative bodies
that they shall call for the publication of your accounts. I for one
believe you owe it to them. You are simply trustees for certain
rights which they give you in the municipalities. You will quiet
much of the criticism we bear regarding public utilities when you
make public your accounts. We have had a pretty lively time in
the city of Milwaukee for several years, as some of you no doubt
know. We have finally got them harmonized to a certain extent
by having had passed by our municipal legislature, or common
council, so called, last winter, an extension of our franchise and
the straightening out of certain questions in connection with it.
up to Dec. 31, 1935. We are here to-day with a decision from the
Supreme Court of Wisconsin, handed down on Friday last, affirm-
ing that franchise and quieting all these various questions. It
was claimed that we were supressing our accounts. That our
profits were much greater than they ever were, and the Mimicipal
League and other associations went before the legislature some
eighteen months ago. at the biennial session, last winter a year
ago. to present a bill requiring us to file our accounts, and annual
statement, with the ofl^cers of the state. They expected that we
would antagonize and oppose them, and possibly by underhand
means defeat it; instead of this I urged the passage of that act.
Our accounts should be kept, as I said before, in such a manner
that you do not need fear the closest possible scrutiny, either as to
the underlying policy of the corporation or as to the methods em-
ployed in working them out. Once be honest and you will quiet
much of the criticism in the various localities in which you are
operating. Tender the law of Wisconsin to-day. every street rail-
way and electric lighting company must file a statement giving in
very great detail the results of its operation every year, and we
have no hesitation in doing so. We believe that it will do much
to bring about a better state of feeling between the general public
and the corporation that Is serving it. I believe in the broad.

general, underlying principle that a street railway company 1b, of
all corporations, one In which the general public Is moat vitally
Interested, and It has a right to be Informed as to your methods of
operation and of management. We are public servants, and we
arc the one class of public servants with whom everyone In the
community must come In contact. He may escape everything else,
he may escape the tax gatherer, except once a year, the undertaker,
except once In a lifetime, but the street railway company he Is
coming Intimately into contact with several times a day. In our
own city we are carrying at the present time an average of one-
half of the entire population every 24 hours. They are vitally In-
terested, gentlemen. Do not attempt to deny It, but proceed upon
I he broad, general principle that they have a right to know that
the property Is being conscientiously operated so as to afford them
the greatest possible degree of convenience, of comfort, of safety
and of reliability, and to this end, the heads of our accounting
departments can do much to assist the general manager and re-
lieve him of many of the details of the complex position In which
he Is placed.

I thank you, gentlemen, for your patience; I thank you for the
courtesy of calling upon m» to fill the gap left In your programme.
I only regret that time has not permitted me to have given to the
subject more analytical thought, that I might have presented these
views In possibly briefer form, and possibly In form that would
have produced what I wish to produce, make your organization
more valuable if that Is possible to the great Interests that we
represent. fApplause.)

President Duffy: I wish to especially thank Mr. Beggs In behalf
of this association for the able, interesting and instnictlve address
he has given us this morning. Everyone here should go out of
this hair with new lessons to learn. If we had more general man-
agers like Mr. .lohn I. Beggs, we would have more accountants
like the accountant of his company (applause): we would have more
accountants such as accounting officers should he; not machines,
not book-keepers, not. as he termed it. but in a different sen.se.
"figure wrestlers." but accountants. The lessons that Mr. Beggs
has pointed out to us. each and every one. should take home to him-
self, and I earnestly hope that we will have more of the gentlemen
across the way in attendance; and I again thank Mr. Beggs for
coming here and giving us the benefit of the thought that he has
so ably expressed here. (Applause.)

Mr. Beggs: Mr. Chairman, just one other word, because 1 must
ask to be excused and return to the other side. T oonsider the
head of my accounting department my most imnorfant a-^.sociate in
the management of the property. I always have done so; I do
now. I consider him not so much, as is often the eas°. in the lieht
of ar employe, but really an associate in the management of the
property; and so. every head of an accounting department should
fit himself to be in reality an adviser upon many of these points
that are coming to him daily, hourly, day in and day oi'» through-
out the entire year. He is to a certain extent, the right band of
the general manager.

President Duffy: Gentlemen, if I may be permitted to diere?s a
little from the regular order of business — it is with great pleasure
that I obser\-e that one of the Old Guard is present this morning.
He has honored this association by his presence, and further hon-
ored it by the presence of his wife. Gentlemen, we have with us
Mr. and Mrs. Henry J. Davies. of Cleveland. Mr. Pavies. as you
all know, was formerly an active member, an extreraelv active
member. He is now an honorary member, but nevertheless we
would be very glad indeed, if upon this occasion he would be an
active member. Mr. Davies. will you kindly come forward?

Mr. Davies: Mr. President and Gentlemen; I am g'ad to be with
you again. I hope that in some capacity, either as an accountant
or as a supply man. I shall continue to meet vou yearlv as long as
your association meets. I am sorry that I did not hear all of Mr.
Beggs" address. That which I did hear was gcod. It must be. it
seems to me, a delight, to work as an accountant for a general
manager like Mr. Beggs. a general manager who knows what he
wants to know, and who knows how to get at it. and appreciates
the work involved in getting at it. But when you are an account-
ing officer of a company whose management, perhaps, does not
know what it wants nor how to get at what it thinks it wants,
vour responsibility is greater and your services are more valuable
to that company. Mr. Beggs, in his address, covered the ground

DAILY STREET RAILWAY REVIEW.

of the topic assigned him. it seems to me, and 1 can add nothing to
it, unless it be to emphasize two or three things that he said.
First, the accountant should study the tondltion of his company,
its receipts, its expenses. He should present to his management
comparative figures, figures showing what one line does as compared
with another line; what the company did this year as compared
with last year, this month as compared with last month: what his
company did as compared with another company whose lines are
similarly situated. Your general manager will not care for all
the details, all the process by which you get at results; he proba-
bly will not care for all the results at which you arrive,, nor would
it be wise perhaps to present them all to him. Tt your lines are
all running along about as they should, if there is no remarkable
difference between the operation of one line and another, between
the operation of your company and another, he won't care to know
the process, the figures by which you arrived at that result. A
mere statement of the fact is sufficient. But, it in studying your
accounts, you find a remarkable difference between the cost of
operating one line and the cost of operating another, between the
car-mile expenses of one road and the car-mile, or car-hour, ex-
penses of another, present that fact to him as clearly, as emphat-
ically and as startingly as possible. Let him ascertain why. help
him ascertain why, if you can. Gentlemen. I did not mean ta
make a speech or discuss any subject. (Applause.)

President Duffy: Our friend, Mr. Davies. said something about
being a supply man. He is now the secretary of the National
Carbon Co. In speaking of the car-hour I presume that he was
thinking of the carbon hour. (Laughter.) T have an announce-
ment to make here. The Kansas City Club, at Twelfth and Wyan-
dotte Sts.. extends open house to the persons wearing badges.
This extends over two weeks.

Mr. Duffy, as chairman of the committee on "A Standard System
of Street Railway Accounting." then submitted the following report:

REPORT OF COMMITTEE ON STANDARD SYSTEM OF
ACCOUNTING.

No changes in the present classification of accounts or in
the forms of monthly and annual reports suegesf themselves
to the committee: none have been suRge^ted. therefore we rec-
ommend that the classification stand as it was adopted at the
Chicago convention in iSqq, unless this cnnvontion directs other-
wise.

Your committee received very few queries from members regard-
ing the classification of accounts. These queries were promptly
answered. It is assumed that the classification as it stands, in the
absence of any information to the contrary, is satisfactory to all.
Your committee would he pleased to hear from the members re-
garding this question.

With reference to the Classification of Material and Supplies.
submitted by this committee to the iRgg convention, in a supple-
mentary report, no official action was taken by the association.
Your committee, in referring to this matter now. desires to expl.-iin
that the classification submitted was not intended for anvthing
more than a suggestion to the convention that would possibly aid
in dealing with the important subject of material and supply ac-
counts.

The Standard System of Accounting is now in general use. rec-
ognized and accepted as the standard for street railways. One
of the most valuable features of the system is. that it admits of
comparisons between companies. This feature is especially appre-
ciated.

.^t the convention of the National Electric Light Association.
held in Chicago. May. 1900. a paper on "Uniform Accoimting" was
presented. This paper criticised the .•\ccountants' Association for
treating Taxes as a deduction from income, stating Taxes should
be considered a part of operating expenses. This position was en-
dorsed in the discussion of the paper, following its reading. Mr,
StujTCsant Fish, president of the Illinois Central Railroad Co.. in
an article published in the "Street Railway Review." was quoted
as saving that the Inter-State Commerce Classification of Accounts
did the railroads an iniustice and caused them to make misleading
reports, because Taxes were not treated as a part of operating
"-xpenscs. All of this is very interesting in view of the action taken
In- this association on the question of the cl.issificaflon of taxes
Your committee does not care to provoke any further discussion

regarding this niatttr, but begs leave to refer to its position a^ it
explained and sustained it, and was sustained by this association
at the conventions in 1897, 1898 and 1899. The paper presented
to the National Electric Light Association, not only classified
"Taxes" as an operating expense, but "Interest on Investment,"
"Interest on Current Liabilities," "Investment Insurance," (depre-
ciation), and "Reserve for Sinking Fund." These five accounts
are all classified as operating expenses, grouped under the heading
of "Capital Accounts." The reason for doing this was, it was
held these accounts should all be included as a part of operating
expenses and not as deductions from income, in order that the
"true cost" of production could be determined. Your committee
does not wish to do anything more than present this matter for
your information and consideration, without comment, further
than to refer to the grouping of these five accounts under a heading
entitled "Capital Accounts." The gentleman who presented the
paper frankly stated that his stand was open to criticism; for that
reason, and because your committee believes that this association
should not criticise the position taken by other associations on
questions of accounting, it is desired that the matter should not
be discussed by this convention.

This association was invited to attend the Convention of Rail-
road Commissioners of the United States, held in Milwaukee, May.
igoo. Messrs. H. C. Mackay, F. E. Smith and the chairman of this
committee, attended the convention, responding to the rollcall when
our association was called. We were officially recorded in the
minutes of the meeting as having been present and representing
this association. Nothing transpired at the convention of any direct
importance or interest to this organization, except that Mr. Ashley
W. Cole, chairman of the Board of Railroad Commissioners of
the State of New York, a member of the committee on Classifica-
tion of Construction and Operating Expenses of Electric Rail-
ways, reported for the committee that the 1899 convention adopted
the committee's report (this report was the classification of accounts
adopted by the Accountants' Association). Mr. Cole stated that
some of the states recommended that report to the corporations
within their jurisdiction, and the state of New York has had that
report printed in pamphlet form and is now sending it to all the
electric railroad corporations in the state.

Your committee has made a strong eflFort to induce the Federal
Census Bureau to use the Standard System of Accounting of this
association, in the work of compiling statistics concerning street
railways, in connection with the Census Report of igoo. We hope
to succeed in this undertaking and feel encouraged from the fol-
lowing statement of the director of the census, made in a letter
dated July 24. 1900: "The .subject of street railways is a special
one. which will not be taken up for about a year. I will have the
letters placed so that they will have full consideration when the
proper time comes. I am ,gl;id to receive suggestions at any time."

I*'. E. Smith. Chicago: Mr. President, I move that the report
be accepted and be placed on file.

President Duffy: The committee would be very glad to hear
from the gentlemen, because this is our only opportunity except
through correspondence, and our information through correspond-
ence has been extremely limited. Is there any discussion or de-
liberation on this report? Are you ready for the question?

The president put the question on the motion and it was carried.

President Duffy: Gentlemen, that about completes tlie order of
business for the morning, but we have a gentleman here with us.
whom we all feel very kindly towards, and who has done a great
deal for the street railway accountants. I refer to Mr. J. H. Mc-
Graw. of the Street Railway Journal. Mr. Higgins is an honorary
member and is unable to be present at the Convention, and Mr,
McGraw has honored the association with his presence this morn-
ing. Mr. McGraw. I would be very much pleased if you would say
a few words to us.

Mr. McGraw: Mr. President and gentlemen: I am not going to
take your time with any speaeh whatever, but I assure you I ap-
piRciate the honor of being called upon to address this body of
gentlemen, forming the Street Railway Accountants' Association
of America. I will not attempt, sir, to take up or go into a discus-
sion of your work, which is well known throughout the country,
not only to the accountants themselves and the street railway
presidents and managers, but to a large body of outsiders who are
interested directly or indirectly and are closely watching your

DAILY STREET RAILWAY REVIEW.

work. 1 wauL tu commeud moal lilBhly Uk; work ut lUia aaaocia-
tlon. I am sure, and 1 know, thai U hat; been thorough and et-
fectlve, and the resiject In which thia aSHOolation Is held by the
street railways throughout the country, not only the street rall-
wayt; but the bankers, the capitalists represented In street railways
with which 1 come in contact, take occasion frequently, to speak
iu the highest terms of the work this association is doing. 1 thank
you again tor the honor ol! being called upuii aud for this oppor-
tunity of saying a good word, which 1 do most heartily, in favor of
the work of this association.

President Duffy; Gentlemen, we have a little lime yet, with
nothing special tor this afternoon, and 1 would bu very glad to
hear from any gentleman present who would be good enough to
give us the benefit of his tliought, or suggestion, or criticism, a
sort of a brief and informal discussion on any subject pertaining to
accounting. We have one here with us that is comparatively new
in our association, at least his company is. I will ask him to say
a few words. IMr. Moore, of Pittsburg.

Mr. S. E. Moore: Mr. President and gentlemen: I think thc-
pri'Sideut should state what he would like the few words particu-
larly iibout before he calls on a delegate so unccrmoniously as
that. 1 can only say that I am glad to meet with all of the gentle-
men of the convention and that I hope to be able to do something
bttori it is over, that may be of use, not only to the accounting end
of it, but to the street railway work generally.

Mr. Duffy: Well,, gentlemeu, we have another new member in
our association, Mr. Hemingway, of New York, representing the
Connecticut Light & Power Co. Mr. Hemingway, we would be
very much pleased to hear from you.

Chas. M. Hemingway: Mr. President, this is my first appear-
ance in the association and I am very much interested indeed in
the papers and reports. One subject in your opening address I am
very much interested in. That was the uniformity of accounting
where the same company operates railways, electric light and gas
plants. That comes particularly under my department and I am
very much interested to see something put forward in that depart-
ment. I have nothing else to say just at this time, but I have
learned a great deal from the meetings.

President Duffy: Is there any other gentlemen good enough to
favor us with a few remarks, or has a suggestion to make, or shall
we adjourn. We have established a record for punctuality which
we maintain this morning by a very narrow margin. It is ten
o clock until it is eleven. We would like to open to-morrow
promptly at ten, and I would ask all of you to make it a point to
be on hand early, so as to take your car out on time. If those gen-
tlemen who are on the e.vecutive committee will be good enough
to go to the Midland Hotel directly, we will have our executive
committee meeting so that the report can be presented to-morrow
morning.

On motion, adjourned until 10 a. m.

THE CONVENTION IN 19U1.

BRILL No. 27 TRUCK PATENT.

The test case brought by J. G. Brill Co. against North Jersey
Street Railway Co. to establish the validity of the patents held by
the Brill company on its No. 27 truck is expected to be heard in the
very near future in the United States Court at Trenton, N. J. It is
being defended by the Peckham Motor Truck & Wheel Co.. which
built the trucks for the North .Jersey Street Railway Co. It is
claimed by the Brill company that these trucks infringe its patents.
If the Brill company succeeds in establishing the validity of this
patent, it will control the right to manufacture this style of "swing
bolster spring-link suspended" truck, which is probably the most
popular and successful truck of the pivotal type that has been
brought before the street railway public.

The Brill company advises us that it has already established its
priority of invention covering this patent in the interference pro-
ceedings of the United States Patent Office against Chas. F.
Uebelacker, whose application was brought out by the Peckham
Motor Truck & Wheel Co and this company conducted the inter-
ference proceedings.

Don't ask — read the "Review" daily.

<.inc of the commitlec-b to be appointed IbiH morning Ik to nclecl
the next place of mi-cting and already a number of cilieH are bid-
ding for the honor of entertaining the associations. Greater New
^ ork waB the first one in the field, and the delegates from the Man-
hattan and Brooklyn roads promise they will give the members
the best time they have ever bad It their city Is elected. Judging
from the number of buttons bearing Mr. Vreelands portrait seen
at the hall and the hotels, a good many delegates are willing to
h t them try.

CINCINNATI AN ACTIVE BIDDER.

Cincinnati wants the next convention and sends the heartiest
kind of an invitation. The Street Railway is warmly seconded by
the Cincinnati League and other commercial bodies, in urging the
associations to visit them In 1901. Those of the longer time mem-
bers have never forgotten — and never will — the magnificent hospi-
tality displayed when we gathered there In 1886. The banquet was
one of the three best In all the 19 years. The exposition building
one of the largest and finest In the country, would make an ideal
place for exhibits, while its central location makes the city easily
accessible by a few hours ride from all the states sending large
delegations. The asscK.-iations certainly would have no cause to
regret going to Cincinnati.

TRIP OF THE EXECUTIVE COMMITTEE.

Yesterday the Executive Committee of the American Street Rail-
way Association as the guests of Messrs. Walton and C. F. Holmes
Were driven in carriages around the city, the party stopping lo.
lunch at the Country club. Although the day was a little cool, tne
Weather did not mar the pleasure of the trip, which was tiiorougii.y
enjoyed by those fortunate enough to participate in it.

TRIP TO ARMOURS.

Special cars will be in waiting at 8th and Walnut streets this
afternoon at 2 o'clock sharp, to take all in attendanri at the con-
vention to Armours Packing House in Kansas City. Kan. Special
arrangements have been made for the reception of the visitors and
no one should miss this opportunity of visiting one of the largest
meat packing plants in this country. The ladies are especially in-
vited.

Armour's establishment is one of the largest in the world and
something o( its extent may be judged when it is known the plant
includes 30 acres of ground, 90 acres of fioor space, 30 acres oi cold
air rooms, a storage capacity for 200,000,000 lb. of meat and 16 ice
machines capable of producing 2,500 tons of ice every 24 hours.
There are facilities for killing and dressing 12,000 hogs, 4,000 cattle
and 5,000 sheep; and 5,000 people are required to keep its various
departments in operation.

A trip through these great buildings is by no means altogether
unpleasant, and with a little courage and possibly the aid of a per-
fumed handkerchief, can be made an interesting and profitable ex-
cursion.

Leaving the offices the difJerent branches are visited in order, but
the trip must be taken to realize the magnitude and diversified
nature of the operations that are carried on in a modern packing
house. One passes through the carpenter shop, where boxes of all
sizes for packing purposes are turned out at the rate of a dozen a
minute; through the tin shop, where a strip of tin is fed in at one
end of a series of machines and comes out at the other in the shape
oi finished cans, in which Armour products are to be sent to all
parts of the globe; through the ice-making plant; and on to the
rendering buildings. Here are performed the many processes that
turn what a few years ago was considered waste into valuable by-
products and as in other great industries, these by-products now
constitute the principal source of profits. A modem packing house
not only turns out meat but also hides and pelts, lard and oils, glue,
butterine, sausage, beef extract, mince meat, casings for sausage,
soups, soap and fertilizers.

Ves, we are having a good time, and we wont argue that pro and
con because 't is up to 'Walton and Con.

The Royton (Eng.) District Council has decided to apply for a
provisional order for constructing tramways and supplying elec-
tricity within the district.

DAILY STREET RAILWAY REVIEW.

FIRST DAY AT CONVENTION HALL.

The arrangements of the local committees were excellent ;uul
lontributcd largely to the rapidity and ease with which the reg-
istration— always a somewhat tedious although necessary oper-
ation— was effected. The list was made in three departments,
members of the American, accountants, andl the supplymen.
There was less delay and confusion than usual, and once the
proper button was secured the visitor was free to pass on into
the building. This work was in charge of Mr. O'Keefe, chair-
man of the Bureau of Information, whose office is directly at the
left of main entrance. Here are telephones, telegraph and post-
office and facilities for checking parcels. The "bureau" has be-
come one of the fixtures at conventions and is as much appreciated
as it is convenient.

is fully as large as at Chicago, and expected to be ample, it
was necessary a month ago to make a general reducti6n in allot-
ments of main floor space, and the entire room beneath the lirst
gallery has also been filled.

There are fewer heavy exhibits than usual, although the elec-
tric companies have each some generating machinery, but the
car and snow plow exhibit is missed, being confined to one snow
sweeper built by the McGuire Company.

There are several new exhibitors this year, and all of those
we expect to see as a matter of course have new specialties or
improved types of standard goods. The manager who wants to
keep up with the progress of the art will find it as necessary and
valuable as ever to spend his time freely in an examination of
(hi- display.

The hall itself is the most pretentious in our convention his-

GENERAL VIEW OF
Exhibit Hall presents a fine appearance, and at no previous con-
vention have as large a number o£ c.\nibits been in so complete
a state as this year, 'ihere are the usual number of laie comeis,
cUieny small displays, and a few have been disappointed by tbi.-
railroads, but taken altogether there has been a very decided
improvement. The local service of carpenter work, sign paint-
ing, decorating and teaming has been unusually satisfactory
and prompt. In this connection it ia pleasing to note the gen-
eral improvement each year in the booths and signs. There is
less disposition to gaudy ornamentation and hastily lettered
signs, and the result is a much neater and dignified appi'arance
as a whole.

The work of the Exhibit Committee is always the heaviest of
all the convention committees and calls for a display of real gen-
eralship. That the installation was accomplished in so prompt a
manner reflects great credit on Chairman Satterlee. Such exhibi-
tors as followed the directions printed in the "Review" found their
boxes in their own space ready to open.

If any thought there would be a shortage in the display, a
visit to the hall dispelled such an idea. While the floor space

THE EXHIBIT HALL.

tory, and presents an inspiring picture. The great arches are
draped in flags of all nations in which the stars and stripes pre-
dominate, while great banners and colored bunting hang from
every cross beam and brace. The aisles are of good width and
fiequently intersected with cross aisles making it easy to reach
every part of the building. The effect at night when all the lights
are burning is very pleasing.

HAVE YOU HAD A "CUCUMBER"?

Among the debris which was left in town after the Democratic
convention had come and gone last summer was a new kind of
drink, introduced by the New Orleans delegation. It consists of
an ordinary wine glass filled with crushed ice poured two-thirds
full of creme de menthe with a top filling of rich cream, producing
a color from which comes its appropriate name — "cucumber."

Predictions for today are for fair weather. Con. Holmes claims
this kind of atmosphere all the time.

DAILY STREET RAILWAY REVIEW.

A. S. H. A.

AIIISDii, lilies S., Hronldyn Hciclits U. R. Co.
Arr(iw.snilth. A. V., WUrn liiKl""-
Andcrsun, A. A., YmiiiBStown. Ohio.
Ilc'KK.s. John I.. r,cn. Mgr.. Milwaukee KIcc.

Uy. * l.lnht. Co.
Jiro.liwiiy, \V B., AHs't. Sec. and Auditor.

New ( Menus kKl Carrolllou liy.
Unvles. U. N., Uc.ckl'orrl, III.
Hu'tts, ChiiH. S., St. Louis. Mo.
Henduro. J. A., Oen. Mur. Atehison Ry.
Kolcn, N. A., Dlv.,Supt., Brooklyn lie Khls K.

H. Co.
BurrinRton, P. V., Sec. and Auditor, Col.m-

lni3 R. R. Co.
BraKR. C A., IjehlRh Traetlon Co.
Rerker, K. (5., Kansas City. Mo.
Tiutts, Kd W,, Kansas City, Mo.
Hovle. S. n.. Louisville. Ky.
Clark, ('has. S., HavehlU & Amesljurry St.

Kv. Co.
<'hlld, F, W., Director. Nashvil'e St. Ry. Co.
('..luiell. K. a.. Syraeuse. N. Y.
Can-v, W. C. Schnectady. N Y.
Co.mia. C. A., Sup., Buffalo Railway Co.
Clmniherlln, Eugene, Supt. Eur., Buffa'o H}\

Co.
chasman. G. F., Jersey City, N. .T.
('arter, J. N.. Kansas City. Mo.
Coomhs, 10. E., Kansas City, Mo
Carr, C. E. .-\, T/ondon, Ontario.
(^arrinRton, VI. It., London. Ontario.
Draper. N. C.. Sup,, Peoria & Pekln Trsn.

Hv. Co.. Peoria, 111
l>ixon. A., Pres,. City Elct. Ry C.)., P'rt

Huron, MIchlpan.
Dixon, H A.. MRr.. City Elct. Ry. Co.. Porl

Huron, MichlRan
Dow. C, Sup. Elect. Ry. Co .Port lIuro\

MlehlRan
Donnell, F. S.. Ottawa, III.
Davison, Con. S., PlttsburR. Pa.
Dnfty, Frank J., St. Louis. Mo.
DinRley. C L. S.. Dayton, Ohio.
Dyer. D. B.. Pres. Augusta Ry. & Elect Co.

AiiRusta. Ga.
Dlmmiek. D .B., Elec, Engi-. BurminRham

Ry & Elect. Co.
Duffy. C. N.. Auditor. Chiea-rn Clt\- Ry.
Doonsey. Sam. G.. Jollet. Til,
Dozier. D. W.. Kansas Citv. Mo
DeNufe, TT. S.. Kansas Citv'. Mo
Ellis. T. M.. Roekford. III.'
Easty, C. B.. M. M,. Cleveland Citv Rv.
Ehrnrd, John, .Asst. Sect. Cleveland C'tv R -
Emmons. E. R., Drs Moinfs St Rv. Co.
Ev.ins. H. C . Johnstown, p. nn.
Forhnsh. I. H.. Supt. Oil Citv St. Rv Co .

OH C'ty. Pa. ■

FitzRerald. Chas.. Pittshurg.
Feist C. M.. Soulx Citv. Iowa.
Foster, K. C, Gen. Mgr. Brockton St. Rv

Co..
Foher. E. C., Gen. Passenger Agt., Clevela-d

Fleet. Rv. Co.
Fielilhorn. K. A., Lebanon, Pa.
Foster Ed. W.. T.xiwell, Mass.
Graham, John R., Quincv, Mass.
Gorilon. J. R.. director. Atlanta. (Ga.) Rv &

Power Co.
Gilbert. E. R., Gen. Man. Chicago Electric

Traction Co.
Given, Prank S.. Gen. Mgr. Conestoga Trac-
tion Co.
Grove, T. F., Pres. Fondu Lac. St. Ry & L

Co.. Fon du Lac, Wis.
Goff. Robt. S.. Pres. Globe St. Rv. Co Fall

River. Mass.
Green. C. K.. Mgr. Hamilton St. Ry. Co

Hamilton. Ontario.
Griffith. J. B., Pur. Agt. Hamilton St. Ry

Co.. Hamilton. Ontario.
Grover. Chas.. Kansas Citv, Mo
Gabriel. H. E.. Kansas Citv. IJas
Gabriel. W. H.. Kansas Citv. Kas
Heft. N. H., Pres. Meriden,' (Conn.) Elec R

R. Co.
Heft, G. Stanley, E. E. Portchestcr St Rv

Co.. Port Chester. N. T.
Heogan, Geo,. Philadelphia.
Henry. J.. Sioux Citv, Iowa.
Holmes. E. C. Sioux Citv. Iowa.
Hennimo.g. Chas.. Waterberrv. Conn
Ham, W. F., Washington. D."c
Harris. Geo. H.. Columbia Ry. Co
Hazelrigg. S. F., Gen. Man. Atlantic Coast

Electric R. R. Co.
Harris, Geo. H.. Chief Eng. Birmingham.

(Ala.) Ry. & Elec. Co.
Harrington, W. E., Gen Mgr. Cajnden, (N. J.)

St. Ry. Co. • V /

Henderson, T. A., Gen. Supt. Chicago Con-
solidated Traction Co.
Harris, W. H.. Cincinnatti St. Rv. Co
Hopkins. M. S.. Columbus, Ohio."
Hihhs. E. D.. Jersey City. N. J.
Holmes, W. H.. Kansas Citv Mo.
Holmes. C. F.. Kansas Citv, Mo.
Harder. J. .\.. Kansas City, Mo.
Hands. W. O., Kansas City Mo.
Howard R. R., Knoxville, Tenn.
Hammond, W. H., Kansas Citv. Kas.
Jones, F. G.. Pres. & Gen. Man. Memphis.

(Tenn.) St. Ry. Co.
Jenks. W. L.. Treas. City Elect. Rv. Co.,

I'ort Hm'on. Mich.
.Jenkins, F. M.. St. Louis, Mo.
Jones. J. M.. 2nd Vice Pres. Indianopolis St

Ry. Co.
James. L. E.. Kansas City, Mo.
King, F. P., Saratoga, N. T.

THOSE IN ATTENDANCE.

Kinney, C. D., Treag. Findley St. Ry, Co.

FIndley, O.
KIrkpatrIek, W. E., Kansas City, Mo.
Long. C. C.
Lovr'Joy. J. R., Schenectady, N. Y.

Lugar, J. C, Supt. Chester, (Pa.) Traction

Co.
Lunn, C. E.. Draughtsman ChlcaBO City Ry.

MIKcn, T., (Jen. Supt. Milwaukee Elect. Ry.
* Lgt. Co.

MIsslmer, S, D., Ch. Engr. Si;huylklll Trae-
tlon Co., Norrlstown. Pa.

Meyer, L. K.. Gen. Mgr. I'eoria & Pekln Uy.
Co., Peoria, 111.

.Mllehell, (^ S., Plllsburg. Pa.

.Vla.ves 10. A., Saratoga, N. Y.

McClarv. J. B.. Gen Mgr. filrmlngham, (Ala >
It. R. <t Elect. Co.

.M.Culloek, Robt., Gen. Man. Chicago City
Ry.

.Millar. J., M. M. Chicago Union Traction Co.

.McDole, W. G., auditor CTIeveland Elec.
Hallway Co.

.MrCormack, Ira A., Gen. Mgr. Cleveland
IClect. Ry. Co.

.Vlalsh, -\l., Des Moines City St. Ry. Co,

.Mllliolland. W. F., Treas. & Auditor Indian-
opolis St. Ry. Co.

MacGregor, H. F., Houston, Texas.

Minarv, T. H., Loulslvlie, Ky.

.Minary. F. J.. l>oulsville, Ky.

Nary. W. T.. Supt. Hoosac Valley St. Ry.
(.'o.. North Adams. Mass.

Newman, E. A.. Portland, Me.

Notholm. I... R.. Spokane, Wash.

Nallow, Thos.. Des Moines City Ry. Co.

'I'Brlen, M. O.. M. M. Chicago City Ry.

iiwens, W. G., Supt. Des Moines City St. Ry.
Co.

I'lerce, C. O.. Electrician Portland Ry. Co.,
Portland. Maine.

Patton. Albert M., Topeka. Kas.

Powers. M., Toronto, Ontario.

Prntt. E. J.. Webb City. Mo.

I'enington, T. C, Treas. Chicago City Ry.

Parker. A. L.. 2nd Vice Pres. Detroit, Roch-
ester, Romeo and Lake Orion Ry. Co.

Pratt, Mason D.. Engineer Harrlsburg Trac-
tion Co.

P,iRg, John A.. Philadelphia, I'a.

Read, W. P., Salt Lake City.

Right. L. A.. Milsbur, Pa.

Rogers. A. H., Milsbur Pa.

Kossiter, C. L., Brooklyn Heights R. R. Co.

Rohbins. Miller. Brooklyn Heights R. R. Co.

Roach, J. M., Chicago Union Traction Co.

Roach, F. L., Chicago Union Traction Co.

Ritrg. W. A.. Lebanon, Pa.

Smith. C. F.. Mgr. Findlev St. Rv. Co.

Smith. W. A.. Gen. Mgr. Omaha St. Ry. Co.,
Omaha, Neb.

Smith. W. N.. Gen. Mgr. Los Angles & Pas-
sedena Elect. Ry.. Passedena. Cal.

Stedman, J. H.. Rochester. N. Y.

Puda. Frank J.. St. Louis, Mo.

Smitli, J. M., Toronto. Ontario.

Stow. H. H., Worcester. Mass.

Simnson. C. O., Sec & Treas. Augusta, (Ga.)
Ry. & Elec Co.

Sert-eant. Chas. S..VIce Pres. Boston, (Mass.)
Elevated Ry. Co.

Shaw. E. P., Brookfield, Mass., Warren,
Brooklyn & Spencer St. Ry. Co.

Sloan. H. M.. Gen. Mgr. Calumet Elec. St.
Hy.. Cliicago.

Satterlee. W. A.. Kansas City.

Schvvitsrgel^el. H. C. Kansas Citv.

Todd, Robt. T.. Pittsburg.

Tripp. G. C. Terra Haute, Ind.

Vreeland H. H . Pres. Metropolitan St. Ry.
Co.. New York.

^'anbrunt. J. H.. St. Joseph, Mo.

Wattles. Jas. F., Haverhill & Amesburv St.
Rv. Co.

Wood. W. R Pres. Portland Railway Co.
Portland. Maine.

Wallace, Chas., Seattle, Wash.

Wasson. Chas. W.. Cleveland. Ohio.

WocdrulT. E., Pres. Atlanta, (Ga.) Ry. &
Power Co.

Wilson. H. L.. Auditor Boston. (Mass.) Ele-
vated Rv. Co.

Wilson. C. E.. Ch. Engr. Chicago City Rv.

Walmsley, Wm.. Supt. South Chicago Citv
Rv.

White. W. J., Cleveland Elect Railway.

""elrh. J. R.. Des Moines Citv Rv. Co.

Wall. W. S., Gen. Supt North Hudson Co.
Ry. Co.

Wolcott. Herbert W., Wolcott. Kas.

ACCOUNT.\NT DELEGATES.

Rarnaby, Wm.. Acct. Brooklyn Heights R.v.

Burington. P. O., Sec. and Auditor Columbus
(Ohio) Ry.

Rovle. Sam G., Sec and Treas. Louisville.

(Ky.) Rv.

Beggs. John I.. Gen. Man. Milwaukee. (Wis.)
Elect Ry. and Light Co.

Brockway. "W. B., Asst. Sec. New Orleans,

(T^a.) New Orleans and C^rrolton Ry.

Dver. D. B.. Pres. -■Vugusta. (Ga.) Ry.) and
Electric Co.

DutTv. C. N.. Auditor Chicago. (111.) Chicago
City Ry. Co.

Dixon. Pres. Port Huron. (Mich.) City Elect-
ric Ry.

Dixon. H. C. Mgr. Port Huron, (Mich.) City
Electric Ry.

Khrltanll, John, Ai*M. Sec. Cleveland City
Hy

Morrman, <>. M., Bee awi TreuH. ConoHtnca
Traeilon Co., Cohimliiu. Pa.

Ilemlnwav. Chan. .M., New York.

JenkH. W. L., Trea». I'ort Huron, (.Mich)
Clly Kleelrlc rty.

.MeDole, w. <;., Auditor Cleveland Elect Ry

.Moore E,. c.mptrol.-r PltlHburg, (Pa.i Con-
solidated Traction Co

;'"^iie^-,^eet^'^'Hn7,:i;;;!t'v^""^*"'-

'Tn3"Ei:i,rVcV''o"'""" '*"«"«'"■'<««) «V.
•'""V-';-,o;" T'^ictroTc^''-"""^"- ""•> Chico

^^t Co"" •'■• -*""'• ^""""^ «■' '-"">« Tran-
"po^^eTco' ''■"'•" A''-^^. (Ga.) Ry. and

;;;"Bo"sion"'^.rva{;:d ^"y"'"^ """"""• '•^-''■'

^\ caver, A. K.. Worceiier. Ma*«.

MISCELLANEOI'S
Armstrong. Wm.. Philadelphia, Pa
Allen, J. li., .Milwaukee. WIk
Angerer, Victor, Philadelphia. Pa
Almert. H., Chicago, III
Allen, W B., Jersey CU.V, N. J.
-)sh, E. W., Chicago, III.
Almert, 11.

Adrean. E. S., St Louis
Allen. W. H., Clinton, Mo.
Adam.s, T. E , Cleveland O
Anthony. W. M.. New Haven, Conn.
Barney, C. H., New York I'lty.
Blan, B. T., Chicago, III
Boyd, J.. New York
Baker, W. H.. St. I^ouls, Mo.
Kenzel. A., St. Louis, Mo.
Bcveridge. A.. Milwaukee, Wis
Barr, J. c. New York.
Brown. H. P.. London and New York
Bander, W. R.
Berry, B.
Berentsen, O.

Brown, R. S., Boston, Mass.
Bragg, C. A.. Philadelphia, Pa.
Bailey, T. P.

Bewen. C. K.. Kansas Citv, Mo.
Bhenti, Scott H.
Blxhv, F. F.
Bragg, C. A.
Bajei, F. N., Chicago.
Barrett & Son. J.. Alleghanv. Pa.
Barnard, B. S.. New York.
Blandin, C. J.. Minneapolis. Minn.
Byrns. Robt. A., New York.
P.igelow. Harry T.. Philadeljhia. Pa.
Beach, H. E.. New Haven. Conn.
Baker, Walter H., St. Louis. Mo.
Bennett J. B., New York.
Bidwell, C. L.. Piqua. O.
Bradly, J. S., New Haven. Conn.
Bigelow, G. L.. Chicago. III.
Boyd. J. R.. New York.
Barr}-, J. G.. New York.
Berry, A. H., New York.
Brown. R. L.. Boston. Mass.
Blake. H. W,, New Y'ork.
Brown. W. H., Chicago. 111.
Berg. Max A.

Beard. W. K., Philadelphia, Pa.
Bolls. Frank A.. New York.
Burke. G. A.. Cleveland. O.
Brownell. F. B., St Louis, Mo.
Bates. C. F., Cleveland, O.
Brandenburgh, W. E.. Kansas City, Mo.
Beerce, R. H.

Boyd. F. C. New Haven. Conn.
Bovd. P. M.

Brett. J. A., Chicago, 111.
Ba;er, F. A.. St Louis. Mo.
Bayliss. R. N.. (^hicago. 111.
Blades. W. H.. Chicago. III.
Barnes. Geo. A.. Chicago.
Bailey, G. C , Chicago, 111.
Bauder, Wm.. Pittsburg. Pa.
Blades. W. H., Chicago.
Bloom. B. G.

Bartholomew. W. S.. Chicago.
Bavne. Henry D.. Pittsburg. Pa.
Church. J. V. S . Chicago. 111.
Cockev. R. M.. New York.
Cooks. J. W.. Chicago, 111.
Calhert. F. E.

Cramer. T. O.. Kansas City, Mo.
Cravath. J. R,, New York.
Cramer. J. W.. Kansas Citv.
Carr. R. F.. Chicago. 111.
Cooper. H. S., New York.
Ciine. W. H., Kansas City, Mo.
Curtis. Geo.

Coleman. C. E., Chicago. lU.
Curwen. L. M., Philadelphia, Pa.
Clark. C. S.

Claill. F. H..P hiladelphia. Pa,
Casgrain. Geo. D.. Chicago, 111.
Crouch. F. v., Carlton. Mo.
Cooper. ^V. P.. Albany. N. Y.
Chur. Walter. New York.
Cooke. H. D., Chicago and New York.

Callch, J. C, Buffalo. N- }•

Clark. Chas. L., Boston, Mass.

Candler. E. A.. Detroit, Mich.

Crossman. T. E.

Cramer, Kay.

Chapin, E. H., New ^ork.

Collins. W. !•"., Chicago, 111.

Clark, Wm. K.. Newark N. J.

Comb, L. M., Detroit, Mich-

Conwolly, Jas., St. Douis, Mo.

Chrlstenson, N. A.. Milwaukee, Wis.

Calllnan. T. J., Chicago. II.

Cobb, C. W., Valparaiso, Ind.

Clasen, H. C, Chicago.

Columbus. A., Chicago and New York.

Child, D. M.

Cox, Ouy, Kansas Cll> .

Carev. O. E., Seranton, Fa

Chamberlain, K. M., New lork

Dickson, J. T., Fhiladclphia, Pa.

Dean, D. B.. Philadelphia Pa.

Davis, Henry J.. Cleveland, O.

Duffy, T. F., Chicago, I .

De I>eon, N., Chicago, 111.

Dow, W. E. ^, , ., ,.

Dutton, W. A., Cleveland O.

Dockson, W. E., Kansas City. Mo.

Darlington, F. W.

Delano. L. P.. St. Louis.

Donahue, John F., Kansas Llty.

Deming, Robt. O.. Chicago.

Dean. D. J.. Denver.

De Vaney, W. D., Kansas City.

Dillon, J. L., St. L/OUis.

Denman, C. A., Mansheld. Ohio.

Evans. D. J.. Chicago, 111.

Edwards, W.. Albany. N. ^.

Evans Geo. W. Ch.cago and Kansas ( ity.

Evans, H. C, New York.

Dewey, H. B., Milwaukee, W is.

Dryer, Ervin, Chicago, III.

Dodd W. E., Mil^vaukee, Wis.

Davis. A. v., Pittsburg Pa.

Estep. Frank A., Pittsburg, Pa.

Ellis, S. P. S,, Pittsburg, Pa.

Ebert, H. C, Pittsburg.

Ellis, T. M.

Espert, Roht. L., Buffalo, N. i.

Ebent. H. C Pittsburg, Pa.

Ewings, F. L.. Tacoma.

Emmons, E. R., Des Moines, Iowa.

Faxon, G. T., St. Louis, Mo.

Finney, S. H.. Chicago 111.

Forsyth, Geo. H.

Faxon. Geo. T.. St. Louis, Mo.

Fitch, Fred H., Chicago.

Farcnila, chas. B., Jr., Chicago.

Felton, \V. H., Albany, N. Y.

Fairbanks, Guy. Kansas City.

Frisbie, W. B.. Chicago.

GnfHn, J. M., Detroit, Mich.

Green, C. K., Hamilton, Conn.

Gordon, J. R.

Gold, E. H., Chicago, 111.

Green, W. M., Chicago, 111.

Grace, C. C, Cincinnati, O.

Granger, J. A., Buftalo, N. \.

Gemunder. Arthur. Hilburn, N. Y.

Gardner, J. W., Chicago, 111.

Garton, W. E., Chicago, 111.

Gordon, J. R., Atlanta, Ga.

<;allaeher, T. M., St. Louis, Mo.

Grahim, W. W., Kansas City, Mo.

(Jufflno, G. W.

Grail, W. H.

Grii, H. W. ,. , ^,.,

Goddard, S. H., New York City.

Garrety, J.

Gilbert, E. H., Chicago. „ , , ,

Grosvenor, B. N., Terre Haute, Ind.

Griffiths. De Witt C. Chicago.

Garl. M., Akron, O.

Hamlin, J. S., Milwaukee, ^\ is.

Harten. P. F., Cincinnati, O.

Hollings%vorth,G. H., Providence, R. I.

Hern H. O., Kansas City, Mo.

Hollowood, James, New York.

Huber, Adolf, St. Louis, Mo.

Ham, R. H.

Hemper.

Ham, A. W. .

Humphrey, C. B., Cincinnati, O.

Hall, T. A., Chicago, 111

Haasln, A. L., Jersey City, N. J.

Hemingtold, Geo. B.

High. J. M., New York.

Humphrey, C. B.

Hooper, W. H., Chicago, 111.

Haskell, G. M., Philadelphia, Pa.

Hicks, J. F.. Chicago. 111.

Hill, Chas. P., Pittsburg, I'a.

Henrey, O. D., Wolcott. Kans

Hawley, Cornell S., Albany, N. Y.

Hatch, Edward B., Hartford, Conn.

Huff, Geo.. Lawrenceville, 111.

Holbrook, R. H., Cedar Kapids, Iowa.

Hilton, A. A., St. Louis, Mo.

Hastings, Geo. L.. Milwaukee, W is.

Hawkins, E. L., Cincinnati. O.

Hughs, C. L., Leavenworth, Kas.

Herrick, A. B., New York.

Hunter, Lytle J.. St. Louis, Mo.

Hanna, J. A., Chicago, 111.

Hughes, C. L.

Helmlck, Jno. B.,Chicago.

Irwin, C. E., St. Louis. Mo.

Isler, H. B.

Johnson, D. A., Chicago, 111.

Jacques, H. W., Kansas City, Mo.

Jones, McMurdle.

D.\TT,Y STREET RAILWAY REVIEW.

Johnson, J. M.

Jones, P. N.

Jackson, J. M.. Wilmington, Del.

Jones, C. W., Milwaukee, Wis.

Johnson. Geo. W., Kansas City.

Johnston, A. R., Newark, N. J.

Johnson, E. H., Wllkesbarre, Pa.

Johnson. W. V. H., St. Louis, Mo.

Jacob. I. W.. St. Louis.

Jacuqaiis. H. P.. Chicago.

Jones, W., Albany.

Kinc. C. K.. Mansfield, O.

Ker-^chner. W. K.. Brooklyn, N. >.

KcMKiali, W. H.. St. Louis, Mo.

Knickerbocker. C. K., Kansas City, Mi>.

Kininouth, F. W.

Kasson. R. N.. Troy, N. Y.

KIssam. Geo., New Y'ork.

Kenedegiaber, W. A.. Chicago. 111.

Kellogg. Ben B., Chicago. III.

Keitv. W. K., Chicago, 111.

Kittle, E. B.. Chicago and New \orK.

Kingly, L., Poughkeepsie, N. Y.

Kentieirt, H. J., Chicago.

Kling.R. M.

Kammeyer, C. E.

Kent. K. D., Chicago.

Kenfield, Fred. Chicago.

Kerchhoff, W. G., St. Louis.

Kingston, W. H., Lorln, O.

Kenstead, I. B.

Keney. F. C. Chicago.

Lehmer, J. K.. Omaha, Neb.

Ludlow, W. E., Cleveland, O.

Lvnch, James.

Lane. R. T., Cleveland, O.

Littiefield. A. S.. Chicago.

Lewis, A. H.. Mansfield, O.

Lewis. Victor. Cleveland, O.

Lewis, F. J., Cleveland, O.

Lowery. J. A.

Leidenger, Jos.. Dayton, O.

Leet. J. S., Milwaukee, Wis.

Lehman, J. L., St. Louis, Mo.

Lintern, Wm.

Lamberton, R. V., Kansas City.

Lakewood, H.

Lewin, T. P.. Chicago.

Lawrle. A. K., Pittsburg, Pa.

Mason. E. R.. Chicago, III.

Monroe. W. S.

Montgomery. H. M., Chicago, III.

Metzelaar, A. H.. Battle Creek. Mich.

McCIain, E. S., Kansas City. Mo.

Minton. S. J.

Moch. J. M.. London and New York.

Mason, G. M., Cincinnati, O.

Mullln, G. A.

Mills, F. K.

Medbury, C. F.

McMahon, C. S.. Chicago.

Mathews, W. N., New York.

Munoz. S. C, Chicago.

Mason. Geo. T., New York.

Mills. Robt. E., Bridgeport. Conn.

McCowan, F. F.

McCowen. Chicago.

Myers, Garson, Chicago.

McMichael, J. G., Chicago. 111.

Morris, Elmer P.. New York.

Miller, J. H.. Chicago.

Milloy, Peter D., Jersey City. N. J.

Mitchner, E. J.. Chicago.

McRoy, J. T.. Chicago and New York.

Marks. F. R.. Cleveland. O.

Montville. A.. Kansas City. Mo.

Merrick, F. A., Johnstown. Pa.

McGraw. J. H.. New York.

Morse. c!eo. C. Rochester, N. Y.

McMahon, Phil, Chicago.

Mertshelmer. Kansas City. Mo.

McArthur. D., New Y'ork.

Mitchv. J. G., Kansas City.

McCardell. J. R., Trenton. N. J.

Millet. J. H.. Chicago.

McChire. J. T.

Meday Hy., Kansas City.

Mathews, Geo.

McCIovin, E. S.

McCloin. E. S.

Malsh, A. G.. Des Moines. Iowa.

Mead. Geo. A.

Newcomb. F. H., Brooklyn. New Y'ork.

Neill, E. O.. St. Louis, Mo.

Nethercut. R. S., Chicago.

Newell, F. C.

North, G. B.

Neilson, J. B.

Noe, E. C.

Norwood. C. H., Milwaukee.

Oneil. Geo. E.

Oestrich, I. A., Kansas City.

Pomerov. Joseph. New York.

Probasco, W. M., Pittsburg. Pa.

Powell C. S.

Packard. W. S., Warren. Ohio.

PantaleonI, G.. St. Louis, Mo.

Perry, Jas. W., Philadelphia.

Pence. Chas.

Pratt. Chas. E.

Powell. C. S.. Cleveland, O.

Porter. Wm. M.. Elwood. Ind.

Pratt. Geo. E.. Kalamazoo. Mich.

Price. Chas. W.. New Y'ork.

Partridge. Jas., Sandusky, O.

Pratt. Mason D.. Steelton, Pa.

Pimiott. W. E.. Chicago.

Palmer, M. J.. Kansas City.

Palmer, F. E., St. Louis.

Portzker. E. D.. Chicago.

Pixley, O. C, Chicago.

Porter, H. F. I., Bethlehem, Pa.

Pryor, S. F., Chicago.

Poor. Fred A.. Chicago.

Porter, H. F. I.. Bethlehem. Pa.

Peckham. Edgar, New York.

Priest, E. D.

Royse. Daniel, Chicago.

Roche, D. S., Philadelphia.

Rideont. H. L., Boston, Mass.

Rugg, W. S.

Redick. R. J., St. Louis.

Rosenthal. G. D., St. Louis.

Reed, E. M.

Reid, Joseph W., Boston.

Russell. H. A., San Francisco, Cal.

Rossman, J. G., St. Louis.

Ross, C. A., Allesrheny, Pa.

Richardson. K. M., New York,

Ravnes. G. E., Portland. Me.

Kuddick. J. J.. Watortown, Mass.

Rav, Wm. D.. Chicago.

Richards, W. J.

Rutherford, J. S., Cleveland.

Rosenburg.

Restine, Jas.. San Diego, Cal.

Roberts. L., Kalamazoo, Mioh.

Russell. H. A.

Ross, H. Crane Co.

Rutherford. E. C, Detroit. Mich.

Russell, J. A., Rochester New York,

Randall. F. C, New York.

Smalley. C. H., Chicago.

Speer, John L.. St. Marys, Pa.

Strait, H. N... Kansas City, Mo.

Schmitz. F. C. Newark. N. J.

Schmidt. F. C. Columbus, O.

Scrugham, S. R., Cincinnatti.

Stover. N. W.

Smyth, W. S.. Kansas City Journal.

Strenger. Luther.

Spaulding. H. C. Boston.

Smith, C. F., Springfield. Ma.ss.

Sutton, Wm., St. Louis, Mo.

Strieby, F. H., Cincinnatti.

Sutton, R. .1., Milwaukee, Wis.

Sargeant, F. W.. Chicago.

Stewart. J. A.. New York.

Swan. G. W., New York.

Schumacher, Chas.. Akron. O.

Silver, W. S., New York.

Stanfleld, Chas. A., St. Louis.

Scudder, Chas., Cincinnatti.

St. John. E. A.. Jersey City, N. J.

Shainwald, I. C. St. Louis.

Sevraour. H. G.. Kansas City.

Seileck. W. E., Chicago.

Sherman. Luther.

Sachs, Joseph. New Y'ork.

Stearns, E. H., Chicago.

Swain, R. A.

Sharp. E. P.. Buffalo, N. Y',

Scudder, Charles, Jr., St. Louis.

Suckow, G. M., New York.

Talliotero. B. B., Kansas City. Mo.

Tracy. E. S.

Taylor, John, Troy. N. Y.

Toppan, F. W., New York.

Troutman. H. E., Chicago.

Taylor, Frank H., Pittsburg.

Thompson, H. L,. Chicago.

Tingiey, V. S., Trenton, N. .

'llngley, I'. S.. Trenton, N. J.

Taylor, J. E . Kansas City.

Trowich. S. M., Atlanta, Cla.

Tompson, C. H.. Chicago.

Titus, L. J., Keokuk, Iowa.

Titus, V. J. E., Keokuk, Iowa.

Van Dorn, W. T., Chicago.

Vogel. H. T., St. Louis. Mo.

Vanhorn. V. J., Keokuk. Iowa.

Vosburgh, A. C, Syracuse, N. Y.

Ward, John E.. New York.

Wilcox, W. J.

Wilson, S. W. ,

Withee. F. E., Watertown, N. Y.

Woodworth, A. C, Providence, R. I.

Weber. R. G., Kansas City.

Watson. James, Chicago.

Wharton, W. R., Philadelphia.

Wood, C. N., Boston.

Wolfe, J. M., Kansas City, Mo,

Wright. A. M.

Wells, W. H.

Wiley. J. R., Chicago.

Wlnhart. D.

Watson, James. Chicago.

Watson. Chas.

White, T. C. St. Louis.

Welsh, W. H,. New York.

Wait. C. L.. Chicago.

Whipple, A. L.. Chicago.

Wilson, S. W.

Wilbur. P. L.. New York.

Wilkinson, Arthur L., Mansfield, Ohio.

Wampler, W. M., New York.

Wendell, Jacob, Jr.. New York.

Williams. W. J., Chicago.

Wakeman. J. M., New York.

Waller, W. F.. Sedalia, Mo.

Woodward. A. H.. Chicago.

Windsor. H. H.. Chicago.

Wood, T. E., Centerville, O.

Wattles, J. F.. Boston.

Wheildon, L. B.

Whitton. R. S.. Detroit. Mich.

Weber, W. H,. Kansas City.

Ward, I. L., New York City.

Walsh. M. I., Kansas City.

Waldbridge. Alva P.

"Waller, T. H., Kansas City.

Welch, J. E., Des Moines, Iowa,

Wilbur, P. L.

Younglove, I. C, Chicago.

DAILY STREET RAILWAY REVIEW.

DAILY STREET RAILWAY REVIEW

PUBLISHED BY

WINDSOR & KENFIELD PUIJIJSHINO CO.
1014 Wyandotte Street, - - KANSAS CITY, MO.

SUBSCRIPTION. PER YEAR, $3.00.

CHICAGO OFFICE,
NEW YORK OFFICE,

324 DEARBORN STREET
123 LIBERTY STREET

H. H. WINDSOR,

Editor.

F. S. KENFIELD,

Business Manager.

Application made for entry as mail matter of the second class.

VOL, X,

THURSDAY, OOTOBEE 18, 1900.

No, 2,

PROGRAM.

American Street Railway Association.

THURSDAY, OCTOBER i8TH.
"Doable Truck Cars; How to Equip Them to Obtain Maximum
Efficiency Under Varying Conditions." By N. H. Heft, president
Meriden Electric Railroad Co., Meriden, Conn.
Election of Officers for ensuing year.
Thursday afternoon, trip to Ft. Leavenworth.
FRIDAY, OCTOBER 19TH.
The entire day has been set apart for the examination of exhibits.
Friday night, banquet at Coates House.

Accountants' Association.

THURSDAY, OCTOBER 18TH.

"Material and Supply Accounts." By W. M. Barnaby, account-
ant Brooklyn Rapid Transit Co., Brooklyn, N. Y.
Informal Discussion upon any subject in street railway accounting.
(This is to be in every sense informal.)

Report of Convention Committees.

Election and installation of officers.

THEATERS.

COATES.— Wednesday, night and matinee, "The Runaway Girl."
Thursday, Friday and Saturday nights and Saturday matinee, "At
the White House Tavern."

AUDITORITTiT.— Every night, Wednesday and Saturday mati-
nees. "The Great Ruby."

ORPHEXJM.— Every night, Thursday and Saturday matinees.
Vaudeville.

GRAND.— Every night, Thursday and Saturday matinees, "In
Old Kentucky."

GILLIS. — Every night. Wednesday and Saturday matinees, "The
Night Before Christmas."

STANDARD.— Every night, Saturday.jnatinee, "The Broadway
Burlesquers."

Railroad certificates will be ready at the entrance to Conven
tion Hall this morning. Ask F. J. Duffy.

In addition to the distribution of the Dally Street Railway Re-
view at the various city hotels and Convention Hall, a copy is be-
ing mailed to each subscriber to the monthly as well as a copy to
each European road.

Secretary A. C. Vosburg, of the New Process Rawhide Co.,
brought no exhibit and Is spending his time visiting his many
stroot railway friends.

Mr. H. R. MoCuUough sales agent for the Stirling Co. of Chicago,
is here.

The Green F*uel Co. Is represented by Mr. Geo. H. Klumph. of
Chicago. Western manager.

.lobn R. Graham and E. C. Fonter, Boston, of the MasnachuRetta
KIcctrIc Companies, are taking an active Interest In all convention
work. They are accompanied liy their wives: the party are at the
Midland.

Mr K. V. Wickwire, secretary of the Sterling-Meaker Co., Is at-
icnding the convention.

Mr. Stedman has a new story.

Hon. 10, P, Shaw, treasurer of the Commonwealth of Massachu-
setts, and one of the best known railway men in New England, la
at the Midland, accompanied by his wife.

Mr. I<". E. Smith, auditor of the Chicago Union Traction Co., and
an Inlluentlal member of the accountants' association, is at the
Coates.

Everyone has been wondering at the absence of W. W. Bean and
wife. A telegram announces the dangerous Mines of Mrs. Bean's
mother and their inability to be present. This will be the first
convontion he has missed, being one of the two or three who have
attended all the meetings.

Mr. W. R. Kerschner, representing the Columbia Machine Works
of Brooklyn, has booked during the convention several good
orders for Columbia specialties, including patent strain anchors,
assembled commutators, gear casings, etc. He Is giving away
card cases.

If you run trailers, see Mr. Van Dom at space No. 67 C.
makes couplers.

We are aware that some of the names In our printed registration
list are not correctly spelled, but If any such will examine their
signatures in the register book, they will understand the cause.
A curious signature may be hard to imitate, but It Is also difficult
to decipher. People who on other occasions will write a perfectly
legible hand often finish with a signature that resembles the coarse
of a sky-rocket with a crooked stick.

Mr. Chas. E. Coleman, manager of Eugene Munsell & Co., and
Mica Insulator Co., of Chicago. Is distributing leather pocket
books and small minatures of the gold medal awarded MIcanite
goods at the Paris Exposition.

H. H. Littell, of Buffalo, arrived to-day. He la the "daddy" of
the American Association, and was its first president. He was
continuously in street railway work from Nov, 24, 1864, until
March 31, 1899— nearly 35 years. He is accompanied by his son,
Clarence,

The Parrott Varnish Co. have an Interesting exhibit of car
panels at the Midland. This company is now working a line of
varnishes especially for street car work, which is being Introduced
in the West by R. E. Mills, whose headquarters are in St. Louis.
Mr. Parrott, the venerable founder of the company which bears his
name, will make a Western trip next month.

Mr. C. C. Smith, second vice-president of the Falk Co., Is keeping
open house at Parlor N, Midland Hotel.

Mr. H. S. Cooper didn't like Ithaca so he took a big Eastern syn-
dicate into partnership with him and he now has money to give
away.

If you can't do it. Mr. B. S. Barnard conduit. He is representing
the American Vitrified Conduit Co., of New York.

Mr. Chas. Scudder, Jr.. manager of the railway department
Wi'stem Electrical Supply Co.. St. Louis, Is at the Coates.

The John Stephenson Co. of Elizabethport, N. J., is represented
by Mr. P. M. Ding, manager.

DAILY STREET RAILWAY REVIEW.

fpw

BUT HE WILL NOT SUE THE COMPANY.

C. K. Miliary, as all street railway nieii know, is the general
manager of the Consolidated of Springfield, 111. A few weeks ago
he had his superintendent put on a lot of new conductors in antici-
pation of the big crowd which annually visits the state fair. The
employes ride free on their badges, but the boys had been getting
a httic careless about requiring the badge to be worn, so a special
order was posted calfing attention to the matter, and the new men
had the rule especially laid down to them.

A few days later the manager boarded a car down-town. Tlic
conductor was a new man who was trying for a steady Job all
winter. He didn't know the colonel, who looked to him iust as
any other 5-ccnt passenger appeared.

He shuffled up to the colmicl and extended a grimy paw for the
fare.

The treasurer and general manager smiled benignly. "Oh, that's
all right," he said, "I'm one of the boys."

"Where's your badge," the young conductor replied with a look
that betokened strong skepticism. "Show me your badge."

"I 1 don't know that I have one," the colonel answered with

a trifle less assurance than he had when he at first accosted the
ofScial.

"Well, you'll either have to show me your badge and wear it in
the car or pay me your fare. That's the rules." .\nd he reached
toward the bell cord.

The general manager was commencing to feel uncomfortable,
but he put on a bold front.

"Look here, young man," he said, "don't you know nic? I am
the treasurer and general manager of this street car line." Then
he beamed forth one of the Minary family smiles which ought to be
good for a ride on any line in the land.

"I don't give a d who you are. You will pay fare or you

cannot ride on my car," was the arbitrary reply.

The colonel was squelched. He subsided, and as pocket after
pocket was fruitlessly searched for a ticket the smile gradually
faded to that tired look, he has when some alderman wants a job
for a constit. Meanwhile the car had stopped and the remarks of
the impatient passengers conveyed no special sympathy. Then he
hunted for a nickel, but all the money he could find was a twenty-
dollar bill. This he tendered with a look which plainly showed the
incident was closed.

"No you don't, can't work any such gag on me. We don't make
change for more'n two dollars. Now get off, and say, mister, next
time you come to town just bring your badge along."

And as the treasurer and general manager got oflF he muttered,
"Guess I'll keep that fellow on all winter."

« » »

HOW "FATHER-TN-L.\W" TOOK HIS TIME.

Every large street railway has at least one quaint, eccentric
character, who has worked for the company since nobody knows
when, and who is known to every employe and at least half the
town. Such an one there was at Indianapolis, and while the census
man might have booked him anywhere from 65 to 80, he always
gave his age as "Oh, about 25 or .-^o." Of course, he had a nick-
name and an odd one it was. "Father-in-law" the boys all called
him on account of his joking the conductors about becoming his
son-in-law. The name originated way back in the horse car days,
and after a score and more of years "Father-in-law" still remained
the title by which every man on the road and thousands of people
in the city knew the familiar figure, .^rmed with his pail of "ile."
a track broom and his ever-present pipe, he swept the switches
and greased the curves in the Hoosier capital, winter and sum-
mer, year in and year out. One day the boys enticed "Father-in-
law" into a saloon, and under the pretence of getting his measure,

got him fast in an electric machine where the liveliest kind oi a
current was on tap. When he cooled down the boys sought to
make amends by a treat. But he was not to be caught twice and
replied, "Not by a dom sight! Yez have got some of the same
sluff in the whisky as is in the machine."

Just about that time the genial Tom McLean, now vice-president
and general manager of the Toledo Traction Co., took charge of
the Indianapolis system, and began a vigorous pruning in the eflfort
to get earnings and expenses somewhere near a level. The directors
had charged him to reduce the force to a certain limit, and in tho
general shuffle "Father-in-law" got the blue pencil. The news
reached him out on a curve, and he proceeded forthwitli with his
outfit to the general office, and, walking boldly in with the pail in
one hand and his broom in the other, exclaimed: "Faith, an yez
didn't hire me, and I'll be domed if yez can fire me. That's so.
Now I'm goin' back to me switches."

And back he went, for the generous manager couldn't find it in
his heart to enforce the ord.r, and so "Father-in-law" greased his
curves and swept his switj;es until last summer, when the faithful
iild man was promoted, and his name was entered upon the pay roll
■ li eternity.

♦-•-•■ ■ —

HOW STUBBS FINISHED THE FOURTH.

The manager of an interurban road in Wisconsin tells of an
aiiuising incident which occurred on his line last Fourth of July.
It was a very hot day and the members from the rural districts had
frequent access to sundry thirst quenchers. However when the

fireworks were over the country
residents began to round up at the
loading platform. Everybody

JI vA''A.'"^s^ seemed accounted for and the last
»'^" ',■• V> v""^ '^^^ "'■'5 about to start when some-
I ' ,■■, , , ^i body discovered Stubbs was raiss-
h'' *W^v ' 'vt^ ' Zli-, '"S' Now Stubbs was a specially
J mw/fifciiva^ 4.V i^ ^~r patriotic American on such occa-
sions and his neighbors with
whom he was very popular re-
fused to allow the car to leave
without him. So the sober ones
got out to hunt Stubbs. He was
located after half an hour's
search lying in a gutter under a
sidewalk crossing where he cer-
tainly would have drowned in the
storm w'.iich was even then almost
breaking. They pulled him out,
carried him to the car and put him down on the steps on the side
which was closed by an iron gate.

The car started, the storm burst and Stubbs was emphatically "in
ii. " In the course of 40 minutes he began to sober up and when the
car stopped at the power house a big arc light shone full in his
face. Stubbs spied a friend on the ground and pushing his nose
and one hand through the grating called out to him —

■'Say, Jim, how long be I in for? Can't you bail me out?"

GUESSED RIGHT THE FIRST TIME.

.V dear old woman with soft blue eyes, white ringlets around her
cars and a quaint purple gown got on a Third street car during the
late torrid wave.

She looked rosy, but cool and comfortable, while the others on
the crowded car were mopping their brows, fanning themselves
and cursing inwardly.

As Miss '49 got on the car she said to the conductor: "Hi want
to get hofT at Hem street."

".'Ml right," said the conductor, and the car went on. Nothing
happened until L street was reached, when suddenly the old woman
looked up and asked, "His this Ilel?"

"You bet it is," said a big. perspiring man.
* « »

Mr. Vreeland of New York and his party will leave Kansas
City in his private ear after the convention closps for a trip across
the eontinent. From San Francisro he will go to Montreal thenee
to New York.

Daily street railway review.

AMERICAN STREET RAILWAY
ASSOCIATION.

WEDNESDAY, OCTOnEU 17TH.

Th(> meeting was called lo or(ler at. 1(l:r)(l o'clock by President,
Roach.

The President: For reasons nnneeessary lo explain at this time,
we have changed the order of business somewhat. The names of
the nominating committee have been selected, and the secretary
will now read them. This committee will also recommend lo the
association a place for our next meeting.

The secretary read the names of the Committee on Nominations,
as follows: Chairman, .John j\. Rigg, Reading, Penu.; E. C. Fos-
ter, Lynn., Mass.; E. G. Counette, Syracuse, N. Y.; D. B. Dyer,
Augusta, Ga., and Robert McCnlloeh, Chicago, 111.

The President: I would say to the gentlemen who have any idea
of asking the association to hold its next meeting in their city,
that they can see Mr. Rlgg. the chairman of the Committee on
Nominations, any time at their conv<'nienie. Mr. Rigg will ap-
point a time and place for the meeting of the comniittpc.

Secretary Penington: Mr. President. 1 will state that I have
reci'ivi'd invitations from the mayor of Cincinnati, the president
of the Cincinnati Leagu<'. and from pn'sident Kilgour. of the Cin-
cinnati Street Railway Co., asking us to hold the next convention
in that city. I will turn these invitations over to Mr. Rigg.

The President: In the absence of Mr. Bancroft, the seci-elary
will read the next paper.

fOMP.ARISONS OF THE X'.VRIOUS SYSTEMS OF FI.EC-
TRltWE DJSTRIBUTION FOR STREET R.Ml.WAYS.

By C. F. Baucrolt,

h-lectrical Engineer, Massaclnisetts
Companies, Boston.

Electric

Tn preparing a paper on "Comparisons of the Various Systems
of Electrical Distribution for Street Railways," the subjuct selected
by the executive committee, 1 find that the conditions to be met
in the numerous localities where the various systems arc in use arc
so widely different, and each system so generally satisfactory,
under certain conditions, and so completely imsatisiactory for
meeting other conditions, that comparisons are altngetlier impossi-
ble, except in a very general way.

There are six systems of electrical distribution for street rail-
ways at present in more or less general use.

First, what may be called the standard 500-voIt continuous cur-
rent system, where the current is generated at from 500 to 600
volts and delivered direct to the car motors, usually by means
of a feed-wire and a trolley, third rail or underground conduit.

Second, what may be called the alternating direct current sys-
tem, where the power is generated as alternating current, usually
at high voltages or from 5,000 to 15,000 volts, and transmitted to
sub-stations, where the voltage is usually reduced by means of
static transformers, transformed into direct current by rotary
converters, and delivered to the lines at about 500 volts continuous
current.

Third, the "booster" system, where the current is generated
usually at about 550 volts and where, by means of an auxiliary
generator, usually series wound, called a "booster," additional
voltage is generated and compensates for that lost on the line.

Fourth, the so-called three-wire .system, where the current is
generated at about i.ooo volts, usually by means of two 500-volt
generators connected in series, and is delivered to two motors or
two groups of motors in series.

Fifth, the alternating current system, where the power is gen-
erated as alternating current, usually at high voltage, and trans-
formed down to about 500 volts at the trolley wires by means of
static transformers, which may be located on the poles supporting
the feed-wire and trolleys, the cars being equipped with alternating
current motors.

Sixth, the storage battery system, where the batteries are carried

on the car and charged at the power house or at special points on
the line. .Storage batteries can also be used to advantaKC in con-
i)ccli(jn with any of the other systems under certain conditions,
.lud in fact combinations can be made of any or all of these systems.

i'"or any given conditions as to speed, traffic and length of line,
some one of the systems named is likely to be much belter fitted
.111(1 more eflkient than any of the others; therefore, it seems to
me that a comparison of the various systems can best be made
by considering the particular conditions most favorable to each.
In the distribution of power for street railways the result to be
aimed at is usually the maintenance, at variable loads, of an approx-
imately constant pressure of 500 volts on the trolley wire at a
iiiininium total cost of power.

The cost of generating electric power under the same conditions.
as regards fuel, depends to a great extent on the amount of
power generated and the capacity of the generating apparatus witli
reference to the average output re<|iiiro<l. I'nder ordinary npera-

C. K. B.\NCBOFT.

live conditions, with the same power factor, that is, the same ratio
of output to capacity, the cost of power per kilowatt-hour from
stations of less than 500 kw. capacity increases very rapidly as the
station decreases in size. With from 500 to 1.500 kw. capacity, the
cost of power per kilowatt-hour decreases slowly as the size of
tire station increases. From 1,500 to 2.500 kw. capacity the cost
per kilowatt-hour decreases very little as the output increases,
and above 2.500 kw. station capacity the cost of power per kilowatt-
hour becomes nearly uniform. This is due to the fact that in
small plants the labor item is disproportionately large, and the
general efficiency less than in larger ones, while in plants of
1.500 kw, output and larger the cost oi labor remains proportion-
ately nearly the same as the plant increases in size. It follows
from this that there is often ver>' little or nothing to be gained
from an economical standpoint by substituting one station of 5,000
kw. capacity for two of 2,500 kw. capacity each, provided the local
conditions, as regards cost of coal, water, etc., are the same.

The system of distribution most suitable to a particular road
depends to a great extent on the location of the power station or
stations and the nature of the load. It is always expensive to
transmit power, the expense being either in interest on copper
investment or in fuel or both; and, therefore, other things being
equal, the location of the power station or stations should be as
near the load or center of distribution as possible. The location of
the station is, however, usually governed to a considerable extent
by local conditions as regards cost oi fuel, water and real estate.

On a large system, requiring an average output of 12.000 kw..
even though the load be distributed within a five-mile radius of a
practical station location, it will usually be found economical to
generate this power at several smaller stations, rather than at one
large station, provided the conditions as regard cost of fuel, water
and real estate are about the same, as the cost of power station

DAILY STREET RAILWAY REVIEW.

buildings and machinery per kilowatt oi capacity and the cost of
generating power per kilowatt-hour, with a station of 5,000 kw.
capacity, is about the same as at a station oi 10,000 kw. capacity.
The interest on the saving in cost of feed-wire by having several
stations, each located near its load, would more than offset the
slight saving in cost per kilowatt-hour, due to the generation oi
power at one large station, and it also has the advantage that in
case of fire or accident to one station the other can usually be so
interconnected as to temporarily carry the entire load, and thereby
avoid much of the stoppage oi trat'tic which would occur if the road
was supplied entirely from one station.

For an example of what was called the first or standard 500-
volt continuous current system of distribution, a city may be cited
in which the street railway lines radiate west from the center of the
city like the spokes of a half-wheel, with a radius of about five
miles. Instead of having one large station at the hub oi the wheel,
the road is supplied with power from seven stations, distributed
throughout the system, having an aggregate capacity of over
26,000 kw.

The generating and distributing system in use in one of our
most densely populated cities may be taken as an example of the
way in which the system of distribution adopted is governed by
conditions outside of those indicated for the most economical gen-
eration and distribution of power to the car motors. Although this
system is compact and will probably require an average station
output of over 30,000 kw., which it would seem to the outside
engineer could be more economically distributed and almost as
economically generated at several stations, the street railway com-
pany is installing a high-tension alternating direct current system
of distribution with a main station of 45,000 kw. ultimate capacity,
and five rotary converter sub-stations of from 3,000 to 6,000 kw.
capacity each. It is probable in this case that the location of the
power station and the system of distribution was governed almost
entirely by the great cost of real estate at points suitable for sep-
arate power stations.

It frequently happens that several miles distant from a street
railway system much cheaper power is obtainable than at or near
the center of the system. This may be due to an available water
power, or to a difTerence in the cost of fuel, etc., at the two
points. In cases of this kind the second, or what may be called
the alternating direct current system, is usually the most applicable.
To transmit power at 500 volts in any quantity from a distance of
10 miles, or even less, is very expensive, owing to the large amount
of copper required and the great loss. For instance, to deliver
500 amperes at 10 miles distance will require about 150 tons of
copper, allowing a loss of about 30 per cent in the line. This
same amount of power could be transmitted at 5,000 volts by an
alternating direct current system with about 5 tons of copper
and with a loss of less than 10 per cent in the line.

The weight of copper required to transmit power a given dis-
tance, other things being equal, is inversely as the square of the
voltage, that is to say, if it takes 100 lb. of copper to transmit a
certain amount of power a given distance at 500 volts, it will
only take 25 lb. of copper to transmit the same amount of power
the same distance with the same loss at 1,000 volts. It is owing
to this fact that the alternating direct current system is so applica-
ble where power has to be transmitted for any considerable dis-
tance, as it allows of the use of very high voltages on the line,
10,000 volts or more being in general use, which by means of
transformers and rotary converters can be reduced to 500 volts
direct current for the trolley wire at points where the power is
required. For an example of this system of distribution, a street
railway system may be cited which derives its power from a water-
fall. Here the power is generated at a pressure of 2,200 volts and
is stepped up to 11,000 volts for the line. About 6,000 h. p. is
transmitted at this voltage lor a distance of about 21 miles. The
voltage is then reduced to 500 volts, direct current, by means of
static transformers and rotary converters at five sub-stations, lo-
cated at or near points where the power is required.

The third system mentioned, the "booster" system, is chiefly
applicable on lines where there is a light average load, but where
for short periods an extra heavy load has to be taken care of.
It would seldom be economical to supply an entire road with
power by means of booster system, as the greater part of the power
generated by the booster represents wasted energy, which is
usually generated in an extravagant way, as the power required
to drive the booster varies as the square of the current in the

feeder, that is to say, if it requires 50 h. p. to drive the booster
with a load of 100 amperes, it will require 200 h. p. to drive it
if the load is increased 200 amperes. Line losses which necessi-
tate the continuous waste of more energy than could be com-
pensated tor by an ordinary compound wound railway generator
are seldom economical, even on a portion of a system, but there
are many cases where there is sufficient copper installed to take
care of the average load economically, but where for a short time
each day, or for a few weeks in the year, owing to local conditions,
the traffic is very unusually heavy.

In cases such as these, where the heavy traliic is of short dura-
tion, a well designed booster system may save a large investment
in copper at a total cost of much less than would be required to
pay the interest on the copper investment. For an example of
this method of distribution I might cite a street railway company
which supplies power to its own lines by means of a standard 500-
volt direct current system, and which also supplies power to a
smaller road about 13 miles distant by means of a three-phase
alternating current system, using 5,500 volts on the line. Here
the booster system is used in connection with the high tension
system. When it became necessary to repair the high tension
line, it was found expensive and inconvenient to do the work be-
tween the hours of 12 midnight and 4 a. m., the only time when
the power was oS, and as it was not considered safe to work on
the line when it was in operation, a booster system was arranged
to supply power to the distant road for short periods at times oi
light load. A 200-kw. booster was installed at the generating sta-
tion and was designed to raise the voltage one volt per ampere
of current. Switches were installed at the sub-stations so that
the high tension line could be connected directly with the 500
volt feeders, some eight miles from generating station, and the
booster was arranged so that it could be readily connected to the
high tension feeders.

When it was necessary to replace broken insulators or make
other repairs on the line the attendants were notified at the gen-
erating station and at the sub-stations, and at a pre-arranged sig-
nal, made by varying the voltage on the line, thealternators were
thrown out and the booster thrown on in such a way that the
power was only off from the trolley wire for the fraction of a
minute. It was thus found quite practicable to make repairs on
the line while the booster was in operation, and the system proved
very satisfactory for supplying power at times of light load, while
repairs were being made; the load on the booster frequently run-
ning as high as 500 amperes, at which time the voltage generated
by the booster was about 500, which in addition to the 575 volts
of the direct current system gave 1,075 volts at the generating end
of the line; the voltage at the sub-station averaging about 450.
While it would have been very expensive to run this booster for
any great length of time, for the short time it was used the total
cost was much less than the interest on the copper investment
required to build a duplicate line.

The fourth system mentioned, or three-wire system, is most
applicable to double track lines, where one trolley is made positive
and the other negative, there being about 1,000 volts potential dif-
ference between the two, the current flowing from the positive
trolley wire through the car motors to the rail and from the rail
through the car motors and the other track to the negative trolley.
The track is usually cross-bonded and also connected to the con-
ductor connecting the two generators which are operated in
series in the station. This connection with the track forms the
third wire and tends to equalize the voltage should there be more
cars on one side of the system than on the other. This method
of distribution is usually capable of saving from 20 to 40 per
cent in copper, according to the character of the track return.
If well balanced, it also greatly reduces the electrolytic action on
buried conductors, such as water pipes, etc., and is most applica-
ble where there are excessive track losses with fair opportunities
for a balanced load.

There are few roads in this country using the three-wire system
of distribution, although it is used almost universally by lighting
companies. This is probably due to the complications introduced
in railway systems by the high voltage, usually about 1,000 volts,
between the trolley wire and feeders on different sides of the system
and the difficulty of balancing the load. The saving in copper,
while not as great as in the three-wire lighting system, is still
enough to warrant the extra complication, and under favorable
conditions may prove very valuable.

DAILY STREET RAILWAY REVIEW.

I am only familiar with one example of this system of distri-
bution. In this case there is very heavy traliic over a double
track line to a park, about lO miles from the power station. It
was found impossible to handle the increased traflic on the ordi-
nary 500 volt system with the existing feedwire. By reinsulating
the line and operating it on the three-wire system, the efficiency of
the distributing system was very much improved and they were
enabled to easily handle the increased traffic with the existing
feedwire.

The fifth system mentioned, or the alternating current system,
is practically untried in this country. It seems peculiarly adapted
to lines having long runs at uniform speed with few stops, such
as lines connecting cities, rather than for ordinary street rail-
way service. The alternating current motors at present in general
use arc of the polyphase type, and require at least three Working
conductors, which is a serious objection in many cases for railway
work, as it necessitates the use of two trolley wires in addition
to the track as conductors. The disadvantages of this system
appear to be the necessity for at least two trolley wires and the
probable difficulty in building alternating current motors suitable
for railway work which will have a good power factor.

The main advantage of the alternating current system is the
possibility of feeding lines with stationary transformers which
need no supervision, but which can be considered simply as a part
of the feeder, thereby multiplying many times the length of line
which can economically be supplied with power from one station.
The alternating current motor also has the advantage of running
at fairly constant speed independent of the load. It will not race
going down hill if the power is left on, but will return power to
the line, nor will it slow down much in going up hill. There ard
four or five railway companies using this system, and judging
from the reports tliat appear from time to time in the railway
journals it is giving very satisfactory results.

The sixth system referred to, or storage battery system is
decidedly more expensive than the usual methods of electrical dis-
tribution, owing to the great first cost and the short life of the
batteries. Lead is at present the only metal capable of resisting
the attacks of sulphuric acid, and modern batteries consist largely
of lead, which is very undesirable from a mechanical point of view
and is very heavy, so that unless the present type of storage bat-
tery is substantially improved, this system is only likely to be
used where other systems are not practicable owing to peculiar
local conditions or restrictions. The storage battery, however, has
a large field in connection with the other systems of electrical dis-
tribution for street railways, and under favorable conditions may
considerably increase the station capacity and reduce the fuel
consumption; and when used on the line may greatly improve
the regulation and increase the copper efficiency.

From this brief outline of the various systems it will be seen
that each has its peculiar advantages and that no one is suitable
under all conditions. It will generally be found that where the
traffic is heavy and the distance short, the standard 500-volt system
is most applicable. For suburban work, where the distances are
greater and the traffic less congested, or where it is necessary to
transmit the power for some distance, the polyphase alternating
direct current system will usually be found more economical. In
special cases, where for short periods of time an unusually large
amount of power is required, the "booster" system will often
prove very valuable, while for high-speed. long distance, interurban
work the three-phase alternating current system may be attractive.
The cars on this system, however, would have the great disad-
vantage of not being able to run over the ordinary direct current
street railway lines.

There can be no general rule given that will determine the most
advantageous system of distribution to use under the varying con-
ditions to be met in street railway work. Each case must be
considered as a separate problem and that method selected which
will best meet the peculiar conditions involved.

The President; Genth^men, wo have gathered here for the pur-
pose of disseminating information. You have heard the paper
just read. We would bo pleased to hoar from some of the gentle-
men who are present in reference to the subject matter of this
paper. I will call upon Mr. E. C. Foster, of Lynn, to open the dis-
cussion.

Mr. Foster; Mr. President and gentlemen; I thank you for call-
ing upon me, but as I am not an expert electrician. It seems to me

that I am hardly eompi-tcnt to dJBeuBH the merits of the paper
which has ben read. 1 th|nk that Mr. Bancroft ban treated the Kiib-
Ject In a very broad way. He Is a very competent man, and Ik em-
ployed by the same companies which employ me. We consider bim
one of the ablest electrical engineers In the Eastern country. 1 do
not care to undertake to discuss this subject. There an; many
others here far more competent to do It than I. I thank you for
calling me, Mr. President.

The President; I will call upon Mr. E. O. Connette, of Syracuse,
N. v., to give us his views upon the subject.

Mr. Connette; I thank you Mr. President, but I think, like Mr.
Foster, that the paper is of such a technical nature, and the
ground has been sojully covered, that there Is nothing that can be
said that would be interesting in addition to what the author haB
already stated.

The President: I can fully appreciate what the gentlemen have
said. It certainly seems to cover the ground quite fully. We
would like to hear from Colonel Dyer, of Augusta, Ga.

Mr. Dyer; Gentlemen of the Convention; I am not at all pre-
pared to discuss a technical paper of this character. I think that
the subject has been treated most exhaustively, and It is a valu-
able paper. This association certainly owes a debt of thanks to the
gentleman who wroti- it. I am wholly unable, however, to go Into
the details of the paper, and discuss the advantages of the different
systems which have been referred to.

Mr. Wason; Mr. President and gentlemen; It seems to me
that from the standpoint from which the author of the paper has
taken up the subject, there is very little to discuss as to applying
the theories of the paper to any particular road. The fact that the
condition of each road as it is presented, determines in a great
measure the character of the electrical application, there Is hardly
anything that we can discuss. If we had a road which we desired
to equip, then the question would come up as to which one of the
several systems presented would, in the minds of the gentlemen
present, bring the best results. I'ndor the circumstances, it does
not seom to me that there is really anything to discuss.

The President; Gentlemen, you have beard the reading of the
paper. What is your pleasure in the matter?

Mr. Connette, Syracuse; I move that the paper be received and
the thanks'of the convention tendered to the author. Motion car-
ried.

The secretary then read the following paper:

PAINTING,

REPAINTING AND MAINTENANXE OF
STREET CAR BODIES.

By F. T. C. Brydges, Superintendent of Car Shop, Chicago Union
Traction Co.

In giving my views as to the proper manner in which to paint,
repaint and maintain street car bodies, I thoroughly realize that it
is a subject of the greatest interest to street railway men; and as it
is a part of my daily duty to supervise this class of work, the sub-
ject is of the greatest interest to rae, and I w^ill endeavor to give
my views on the three topics separately.

PAINTING.

Our object in painting a street car is two-fold: maintenance and
durability of structure, and appearance. It is needless for me to go
into the question of the increased life and durability of a street car,
when properly painted, repainted or revarnished, as often as neces-
sity may require to keep it up and maintain it in good condition, as
it is an admitted fact that painting, repainting or revamishing. as
necessity may require, adds to the life and durability of street cars.

Our methods of painting new cars are simple and, we think, very
efficient. We apply our first, or priming coat, on all wood work
to be painted, then putty all nail holes and other imperfections, and
then sandpaper the priming coat. In place of applying four or five
coats of lough stuff to produce a surface, we apply one coat of
glaze, or scrape-in coat, as I am of the opinion that the least num-
ber of coats of paint applied to produce a surface for painting the
better. There is not so much danger then of the finished suriace
cracking and checking, as when there are four or five coats of Japan
or quick drving material used to produce a surface with rough-
stufif. which, as a rule, is dry. brittle and non-elastic, and owing to
the thickness of the lour or five coats, is almost sure to check more
or less within a short time after the work is finished. After the

DAILY STREET RAILWAY REVIEW.

glaze, or scrape-in coat, is thoroughly dry, it is sandpapered down
close. The iron sill plates, in the case of open cars, are scraped in
with the same quality of material and then sandpapered in the
same manner as the wood work surface, the iron plates and all
other iron work being thoroughly painted with best quality of
Prince's mineral, mixed with raw oil, turpentine and Japan, as the
first coat, to prevent rusting of the iron. After the glaze coat has
been thoroughly sandpapered to a smooth surface, apply the first
coat of body color, consisting of lo lb. of bleached white lead, 5
lb. of Japan body color, i pint of raw oil and then apply the second
coat of pure Japan body color and one coat of color varnish, sand-
papering slightly with No. Yi or No. o sandpaper each coat of color
before applying the next coat of color. Dashes and all iron work
are painted with Prince's mineral, as above described, as the first
coat, to prevent rust and then brought up in the same manner as
the wood work, except the glaze or scrape-in coat, which is omit-
ted on all iron work. This exception, however, does not apply to
sill plates or any part that is to be finished in connection with the
body or wood work. After a coat of varnish color has been ap-
plied, which is the last coat of color, the ornamentation and letter-
ing is put on. Our style of ornamentation and lettering, we
believe, is simple and yet very neat in design, consisting of a fine
line, a broad line, and a small corner ornament worked into the fine
line, thus making the ornamentation not expensive, but very neat
in appearance. We are of the opinion that expensive and elaborate
ornamentations on street cars are needless, a waste of money, and
do not appear as well on the cars as a less expensive design. The
great objection to expensive designs for ornamenttion is not only
their original cost, but it is more difficult to touch up when dam-
aged in service by some careless teamster who has punched a hole
ia the panel with the pole of his wagon, or scratched the entire
length of the body and thereby damaged the side of the car. This
class of car damage is a very frequent occurrence in the large
crowded cities and much increased by careless teamsters. After
the lettering and ornamentation is complete, we finish the entire
surface with two or three coats of varnish of standard quality, the
first coat being rubbing varnish, if two coat work, also the second
coat being rubbing varnish, if three coat work, the last coat being
finishing varnish. VVe do no rubbing with pumice stone on the
rubbing varnish, as we consider it unnecessary for street car sur-
face to waste time and money in rubbing down finishing varnish.
We object to rubbing with pumice stone as, in our opinion, it re-
duces the life of the varnish.

INTERIOR FINISH ON OPEN OR CLOSED CARS.

Apply one coat of good wood filler for hardwood work. Stain
all softwood work for molding or otherwise to such tint as desired,
clean up with fine sandpaper and apply a very thin coat of varnish,
allowing it to stand about 24 hours. Then sandpaper and apply a
second coat of coach rubbing varnish, then sandpaper lightly with
No. o sandpaper and apply the third coat of varnish. We use no
shellac on our soft or hardwood finish. We object to shellac being
used in connection with car finish in any particular. We prefer to
have the first coat of varnish applied on the wood next to the
hardwood filler or applied on the soft wood. Interior of panels are
finished with two or three coats of good standard paint applied on
the canvas and other unfinished woodwork.

Roofs.— All roofs are painted with three coats of standard paint,
or a good brand of white lead, tinted as desired.

Floors. — All floors are painted with two coats of standard floor
paint or Prince's mineral paint.

Trucks. — All trucks are painted with one coat of Prince's mineral
paint and one coat of standard truck color, striped to some extent
if desired on trail cars.

Time Required for Painting Cars. — Cars, open or closed, can be
painted and finished ready for service on this system in eight days.

REPAINTING.
Our system for repainting cars, so far as the painted surface is
concerned, is about the same as that already described. When
their condition requires the old paint to be removed to the wood,
we do so by burning oflF all the old paint to the wood, then scrape
the surface smooth to receive the priming coat and then proceed in
the same manner as described with glaze coat, color, ornamenta-
tion, lettering and then finish with the same number of coats of
varnish as in the case of new work. If, however, the old paint is
not cracked too much, and the surface has sufficient life to receive
new paint, we clean up the entire car by thoroughly washing it.

then sandpaper the surface smooth and apply two coats of body
color and a coat of varnish color, on which we put our lettering
and ornamentation. We then finish with one coat of rubbing and
one coat of finishing varnish. The interior we revarnish with one
coat of finishing varnish, except the seats and other hardwood sur-
faces of open cars, which we revarnish with one coat of varnish,
one-half rubbing and one-half finishing. Two coats may be applied
in the same manner if the condition of the car requires it.

MAINTENANCE OF STREET CAR BODIES.

I am of the opinion that the best manner to maintain the life of
street car bodies is:

First. — At the car station from which the cars are run have
them properly and thoroughly washed every day with cold water
and a good quality of pure non-alkali soap prepared ready for use
in liquid form at the paint shop of the company, or some other
shop, provided it is of equal quality, avoiding the use of warm
water, as there is a great possibility of the car washer using the
water too warm and thereby damaging the life and appearance of
the varnish. After the car has been thoroughly washed, all the
varnished surfaces should be thoroughly rubbed dry to prevent
water remaining on the varnished surfaces and thereby causing
damage thereto and shortening the life of the varnish.

Second. — All street cars, closed or open, should pass through the
car shops once each year for general repairs, and be thoroughly
cleaned, touched up and revarnished with one coat of varnish, in-
terior and exterior, two coats of varnish if their condition requires
it, and the roof painted with two good coats of white lead or stand-
ard roof paint. Floors, platforms and all canvas and unfinished in-
terior wood work should be painted with two coats of paint, and
the trucks and all iron work repainted with at least one coat of
good standard paint.

The President: Gentlemen, you have heard the paper. What
is your pleasure? We would be very much pleased to see some pf
the gentlemen from different parts of the country discuss this sub-
ject. It is quite important.

Mr. Harrington, Camden: I would inquire if Mr. Brydges is here,
if so, whether he can give us any of the costs of the work he has
referred to?

The President: Mr. Brydges is not here. He is not in very
good health and was not able to come to the meeting.

Mr. Harrington: I have prepared some statements of the cost of
the various kinds of painting we have done. I made some state-
ments last year at the meeting which seem to be rather low in
price. I have prepared these figures from work actually done and
took five different operations; took them from our detailed sheet.
For instance, the first-class operation, which was tor an 18-ft. car
body, including the entire repainting of the car, the roof and the
trucks, under the contract price, piece work system, the cost was
$2is.0i) for labor and $19.79 for material, the total cost being $47.79.
I have here, which I will hand to the secretary, a detailed state-
ment showing the various operations and the material entering
into them. On a second-class operation, same work; on a 16-ft.
car body, the total cost was practically the same. On a third class
operation, a $14.00 contract cutting in of paint work, varnishing,
etc., the total cost was $24.21, the material being $10.21. The
fourth-class operation was outside painting of vestibules and cut-
ting dashers, touching up main body, blacking off iron work, one
coat of finishing varnish, one coat of paint on roof, dashers, floors
and platforms and one inside coat of finishing varnish. The con-
tract price for this work was $8.50 and the materials $7.71, mak-
ing a total of $16.21. The simplest operation is probably the fifth-
class operation, outside touching up dashers and main body of car,
outside blacking off of Iron work, one coat of outside finishing
varnish, one coat of roof paint, and one coat of paint on inside of
dashers, floors and platform. The contract price for this work is
$4.00, and the material $5.13, making a total of $9.13 as an average.
This work is done on the piece work system. Under the usual
system of hiring labor, we usually found our work cost in labor
50 to 100 per cent more than under the piece work system. I have
taken these figures from our books, and have had some talk on the
subject with other street railway managers, and they think that
the figures are very satisfactory.

The President: Are there any other gentlemen who would care
to say anything upon this subject?

DAILY STREET RAILWAY REVIEW.

Mr. Foster: I would uak through you, Mr. I'resliliiil, Iho prlco
paid by Mr. Harrington for thu labor in doing that contract worl<.

Mr. Harrington; Twenty-Uvo cents an hour for tlio painter;
the assistant painter gets 15 centtit an hour.

The I'resideut: There seems to be no further discussion on this
paper. What Is your pleasure, gentlemen. In regard to it?

Mr. Rlggs: I move that the paper be received, and the thanks
of the association be extended to Mr. Ilrydgcs. Carried.

The secretary announced that on Friday at the Convention Hall
there would be a vaudeville entertainment provided by the supply
men.

The meeting then adjourned until 11:00 o'clock Thursday morn-
ing.

* » »

PRICE FRICTION BRAKI-S,

One of the features of tliis brake is tliat the energy for applying
the shoes to the wheels is supplied by the moving car itself and
hence this is one of the cheapest of power brakes. The pressure
between the shoes and wheels is directly proportional to the pres-
sure the motornian puts on the operating lever and thus he can
accurately judge of the severity of the application.

The brake applies the shoes to the wheels at full pressure by a
movement of the car of only lo in. and releases them instantly.

The Price brake consists of a simple friction device placed on
the car axle with a chain attached, which is connected to the sway
bar of the ordinary brake rigging, as usually applied on cars. Effi-
cient means are provided for keeping the friction surfaces, which
are cast iron, free from oil, grit and water. The clutch levers are
so constructed that any imperfection in the construction of the
disks, or uneven wear, which may take place, has no effect on the
working of the brake, which will continue to operate with perfect
smoothness. The link which connects the brake device on the
axle, with that part of the brake, which is attached to the car
body, is so designed that the movement of the car up and down
on its springs, and the swiveling of the trucks has no effect on the
operation of the brake. No screws are used in operating it.

The brake can be applied to any single or double truck where
there is as much as 6 in. free space on the axle. It requires ad-
justment only about once in three months, and no other attention
except oiling the bearings every second day. The only parts that
could be expected to wear rapidly are the friction disks and in
service on the Brooklyn Rapid Transit road where the cars are run
i6 hours per day show a wear of less than .003 in. per month; at
this rate 24 years would be required to wear the metal provided on
the disks. Where the Price brake is used there is no trouble from
flat wheels because the friction disks permit the shoes to yield in
case the wheels are slightly eccentric, while at the same time the
pressure is kept constant.

The advantages claimed for this brake are: firstly, that the amount
of brake-shoe pressure can be varied, so that it is properly propor-
tioned to the weight on the wheels, using a higher pressure for a
loaded than for an empty car. In this way it becomes quite pos-
sible to make as short a stop with a loaded as with an empty car,
a condition that is quite impossible to meet in the case of a car
upon which the brake-shoe pressure is constant under all variations
of load.

Secondly, the simplicity of the mechanism used is such that it is
not likely to get out of order, and can be easily and quickly under-
stood by the men who are to have charge and operate it. It re-
quires no especial skill to apply it or to operate it, and hence the
cost of maintenance is reduced to a minimum. In fact it has been
found that one ordinary, unskilled man can easily take care of and
properly maintain fifty or more of these brakes, and that. too. when
they are running on different divisions, so that a considerable
amount of time is lost in going from one car house to another.

Thirdly, the power consumed in the application of the brake is
taken from the momentum of the car itself, and thus assists in the
stopping, and does not in any w-ay call upon the electric generating
machinery to do the work. It, therefore, avoids all the charges for
operating expenses that fall upon those systems of brakes that are
driven by a current taken from the main current, either directly
or indirectly.
.■\nd. finally, it is extremely rapid in application. It has been

proved, by repeated tests, that the brake can be fully applied
within one-quarter of a second from the time that the motorman

starts to move the brake handle. With these advantages in it«
favor the mechanism is proving itself to be thoroughly efficient
and reliable for the work that it is intended to do.

To adapt it to different styles of cars and service, this brake is
constructed of three different styles — styles A, B and C. Style A
is designed for use on maximum traction trucks, which use only
one motor per truck. Style B is designed for single-truck cars,
where the motors are attached to both axles. Style C is designed
for double trucks, used for heavy, high-speed service. Among the
roads which have used these brakes for several months are the
Brooklyn Heights Railroad Co., of Brooklyn, which has 40 equip-
ments in maximum traction trucks, the New York & Queens
County Ry., of Long Island City, which has 16 maximum traction
trucks equipped with the brakes, and the New Jersey & Hudson
River Railway & Ferry Co., of Bergen County, N. J., which is oper-
ating ten 4S-ft., 14-bcnch open cars, mounted upon Pcckham 14-B-3
short-wheel base trucks, and equipped with four G. E. 57 motors.
The grades of this road run from 6 per cent to 10^ per cent, with
sharp curves. The People's Tramway Company, of Putnam, Conn.,
is also using this brake, operating six cars, mounted upon Peckham
14-B-6 trucks, equipped with two Westinghouse 49 motors: as is
also the Mcriden, Southington & Compounce Railroad Co., of
Meriden, Conn., which has four cars, mounted upon Pcckham 14-B-
6 trucks, with four Westinghouse 49 motors. The company also
h.is a large number of imfiilled orders on its books.

Price brakes, which are made by the Peckham Manufacturing
Co.., have been applied to a number of cars of the Metropolitan
Street Railway Co. which will be running each day on the
Wyandotte St. line.

TRIP TO HEIM'S BREWERY.

At the Invitation of the East Side Electric Ry., which Is owned
by the Heim Bros., a trip will be made on Friday morning to
Helm's Brewery and Eleerlc Park. Cars will leave the comer of
5th and Walnut at 9:30 sharp. The association badge is good for
all the privilogos of the brewery.

♦-•-•

THE TALLYHO TRIP.

A morning made to order could not have been better than the
weather man furnished yesterday for the tallyho trip provided for
the ladies. The start was made a little after 10 o'clock, and the
route was through the best residence districts and parks. There
coaches were required to accomodate the party, which was enter-
tained by the Kansas City ladles. After a three hour's drive the
party returned and lunched at the Midland.

SUPPLY MEN Wn.L CELEBRATE FRTOAY.

The supply men are determined to make the most of their day.
and will exort themselves to make Friday the banner day of the
mci'ting. A huge stage has been erected at the north end of the
hall and here it is proposed to produce a fine vaudeville perform-
ance. The city and neighboring towns will be drawn on for talent,
and It is needless to say that anything the supply men offer will
be the very best. The show will be a continuous afternoon per-
formance. A surprise will be sprung during the morning, and the
entire day will be given over to a good time.

The ladies are especially Invited to both afternoon and evening
functions.

TRIP TO PACKINGTOWN.

Special cars gaily decked with flags lined up in front of the
headquarters hotel at 2 o'clock yesterday, and were quickly filled
with a jolly crowd of about 300. The run was made in good time
across the river to the Armour plant on the Kansas side. There
preparations had been made to conduct the party through the var-
ious departments, from pens through the killing and other
branches to the finished product in a car ready for shipment and
export. The ladies bravely followed their guides and never
flinched. The visit was very interesting and certainly instructive,
especially to the many who had never visited such a plant before.

Mr. E. Kittle, of the Sprague Electric Co., Is In town.

DAILY STREET RAILWAY REVIEW.

STREET RAILWAY ACCOUNTANTS'

ASSOCIATION.

WEDNESDAY, OCTOBER 17TH.

The meeting was called to order at 10:30 a. ra. Wednesday by
President Duffy, who at once announced the first paper:
THE ROUTINE OF A STREET RAILWAY, ELECTRIC
AND GAS LIGHTING COMPANY.

By C. O. Simpson, Auditor Augusta Railway & Electric Co., Au-
gusta, Ga.

In this paper upon the routine of a railway, electric and gas light
company, no attempt has been made to go outside of our own
office, but I will touch briefly on some points which have come
under my observation in the past ten years, or while in the street
railway line. I do not, however, confine myself to the street rail-
way business alone, as there are a great many companies like the
one with which I am associated, that have the electric light as well
as the gas business of the cities in which they are located.

First the railway, starting with the report from the conductor to
the accounting department. The office furnishes the train dis-
patcher the night before with the "Portable" registers, and a list
showing the number of same, the register and the register read-
ings. The dispatcher gives out registers only to the daylight and
six hour men, as they start out in the morning. All other registers
are given out at the office. This list (Form i) is returned to the
office by the dispatcher, not later than 9 a. m. with the name of
conductor filled in and certified to by him. This goes to the
young man in charge of the car earnings record (Form 2), also the

C. O. SIMPSON.

trip sheets (Form 3) and envelopes (Form 4) containing the con-
ductors remittances after they pass through the cashier's hands.
The cash is handled by only one person and goes direct from the
conductor to him and from there to bank which furnishes a dupli-
cate deposit slip which is turned over to the chief clerk for entry
on genera! cash book, after a comparison with earnings record.

All money when ready for bank is put up in such shape that it
will be accepted by the teller without counting bills, or wrapped
silver at time of deposit. Currency is put up in $50, $100, and $^50
packages; on the wrapper are marked the company's name, the
date and the amount. Silver is also wrapped and marked accord-
ingly, small change to make up balance of deposit is put in en-
velope.

Cash tickets are checked up with the earning book by the auditor
every month and burned. Transfers are counted, and after com-
paring with the trip sheet are destroyed.

Conductors reports are filed daily, that is, each day is fastened
together and kept in a convenient place in the office until the end
of month when they are filed in store-room.

A small ledger with index is kept of over and short account.
An account is opened with each conductor; the Dr. side is short,
and the Cr. side is over. This book is kept where conductors can

see it every day, and if they find a shortage, they make their re-
mittance that much more, or vice versa, to balance the account as
shown by this ledger.

The cashier also handles all collections of the electric light and
gas departments, keeping a separate petty cash book for each, giv-
ing as much detail as possible to the bookkeepers in charge of the
diflferent department ledgers, and general cash book (Form 5) into
which it is condensed, as the latter is ruled so that only the
amounts are necessary, except in the sundry column.

The electric light register (Form 6) is used entirely as a load
book, that is, it shows the number of each c. p. light, motor power,
fans and if on meter, meter readings in kilowatt hours. The read-
ing of electric meters are recorded on cards (Form 7). These
cards are turned over to bookkeeper on the completion of each
route, for entry on register.

Bills (Form 8) are made from the register and are then carried
to the light ledger, each account is numbered, having the same
number in both books. The light ledger (Form 9) shows the bal-
ance forward each month, if any; amount of bill for the month;
total column, rebate, amount paid and date of payment. These
books are made to run six months, with the addition of a short
leaf, they can be made to run twelve months, but owing to the
accumulation of dead accounts, and new business, this is hardly
satisfactory.

The light ledger contains 42 accounts or lines to a page, and the
register only 14, which gives three pages equal to one of the ledger,
making it easier to balance and check as you go along. The cash
column in the ledger is balanced with the general cash book. With
this form of ledger, it is not necessary to keep a collection list as
the accounts are compact enough if posted regularly every day,
from which the collector makes his delinquent list. We use the
card system in connection with the changes; that is, one side of the
card is used as an order to the electrician (Form 10) the other
side (Form 11) shows the work done on the order, and from this
entry is made on the light register. At the end of each month a
recapitulation is made of the changes to show the loss or gain in
any part of the service.

The names of customers are kept in both register and ledger,
alphabetically and in the order of the vowels. When transfer is
made to new books at the end of six months, we do not give a
numbered place in the ledger to accounts that show balance only,
but on one of the back pages of the ledger we keep these delin-
quent accounts under the heading of "Balances." The total being
^ carried under the same heading, and given a number in the front
of ledger, until finally paid or written ofT. Advance customers are
treated in a similar manner, except that they are given a number
preceded by the letter "A." I also wish to add that all churches
and Chinamen are put together under letter "C," but are given a
regular number.

The gas books are similar to the electric light books, except the
register or load book (Form 12), which only shows the meter
reading, past, present, and consumption for both lighting and fuel
at the diflferent prices per thousand feet.

The gas bill (Form 13) is almost a copy of the register book, but
in addition is ruled to show discount for prompt payment before
loth of month, following consumption.

The reading of gas meters are recorded in a book (Form 14)
printed and ruled for that purpose. The routes are divided into
what we call the up-town and down-town routes, and are read by
two men, who alternate every other month. The bookkeeper takes
these readings direct to the register or load book.

The recapitulation of the register or load book compared with
the regrister of output at plant will show the leakage.

We use the addressograph in connection with both electric light
and gas bills, this machine prints the number, name, address and
date of bill, in one tenth the time it formerly took our bookkeepers
to do the same work.

DAILY STREET RAILWAY REVIEW.

Wo use a bill register (Form 15) in which is recorded all bills
due Ibc company for material sold or labor performed. One line
is used for each bill and the book is ruled as follows: date of bill,
numlier of bill, against whom item, date rendered, amount, date
paid, account credited, and remarks. ICach bill (I'"orm 16) is num-
bered.

All bills and accouiUs against the company are paid by voucher
(Form 17) which gives all the details. There is provision made
for inserting a description of each bill and in addition to the de-
scription on each voucher, the original approved bill is attached,
but the latter never leaves the office. If the voucher is paid through
the mail, all bills are attached to a slip, the same size as that of a
folded voucher, called a "tracer" (Form 18) and remains there
until the voucher is returned, receipted, all papers arc then at-
tached to voucher and filed away.

Vouchers arc numbered consecutively, coinniencing with No. i
each month. The voucher record (Form ly) is ruled to show first
voucher number, month, in whose favor, amount of pay roll, or
voucher, account charged, store stock, operating expenses, sun-
dries account, etc. The recording of a voucher will occupy as
many lines as there are accounts to be charged in the dislribiUinn
and are charged on the record direct to the operating, constructicjn
or other accounts aflEected. No bill for sundries or material, etc.,
is vouchered until approved by the purchasing agent and superin-
tendent. It is then made up by the chief clerk and goes to the
auditor and president for their approval before recording or pay-
ment. The pay roll voucher (Form 20) is made up from reports of
time (Form 21) from the heads of departments. The distribution
is made and it is entered in the record and filed as a regular voucher.

Unclaimed wages, that is wages uncalled for, after six months
are credited back to the account as charged on pay roll, and record
made on pay roll accordingly.

General journal entries are made from a manuscript statement,
which is a recapitulation of the several books, such as cash, bills
and vouchers, and these statements become a part of the perma-
nent file. Therefore the items are not entered in detail in the jour-
nal. The traffic statement (Form 22) is made from the car earn-
ings book,, and gives all data necessary to make up statistics as to
the traffic on the road for the month, but only that portion per-
taining to the revenue and how earned is journalized. A recapitu-
lation is also made of the bill book and the entry made charging
bills for collection with the total amount of bills and crediting the
different accounts, as shown. The recapitulation of the voucher
record is made in a little more detail. The operating accounts of
the railway and electric light departments are separated as well as
the construction and sundry accounts, and the voucher number and
amount of each voucher charged to that particular account are
given. The entry is then made charging each operating, construc-
tion and sundry account with the total for the month and crediting
vouchers and pay rolls their respective amounts. The recapitula-
tions of the cash book and light ledger are similar to the others.
but more attention is given to the cash book, as it embraces the par-
ticulars of receipts and disbursements and clearness in entering
transactions is of great importance even in the genera! cash book.

There are a number of what we call "regular journal entries" such
as the transportation of letter carriers. .An entry is made charging
the United States Post Office Department (which is an open ac-
count on the ledger) and crediting the earnings account with one
twelfth of our yearly contract and when the quarterly payment is
made by the Post Office department it is credited direct to this ac-
count on the cash book. Similar entries are made for the rent of
power for the operation of a short line running from .\ugusta over
the Savannah River into South Carolina which we do not control.
Chartered cars are usually paid for in advance, or on the day fol-
lowing their use and are credited direct to the account through the
cash book, if not they are billed and so pass through the bill reg-
ister. Interest on the bonded indebtedness is charged to "Interest
on Bonds" and crediting "Accrued Interest on Bonds." Semi-an-
nually an entry is made charging the latter account, with the semi-
annual interest and crediting "Interest-Coupon .\ccount." When
remittances are made for this interest to our eastern representatives,
it is charged to their open account, and it so stands on the ledger
until the coupons are returned to the company, as they are very sel-
dom all paid and returned at one time, or within 30 or 60 days after
due. The journal entries then made, or made from time to time as
they are returned, are necessarily in detail, giving the series and

numbers of each, charging to Interest-Coupon Account, and credit-
ing our eastern representatives.

We have aliio an account called "Advanced Expenses" into which
wc charge direct from voucher when payment is made for such
items as taxes, coal, water for power, etc., which arc paid quarterly
and annually, or extraordinarily heavy purchases of material. An
entry is made each month to the respective operating accounts,
charging out approximately what would be, or has been used in
that month.

The balance of many accounts as shown by the balance sheet the
first of each month, for instance the amount in the debit column to
gross electric light and power account, will be the same as the total
of the balance sheet of the light ledger which comprises something
like 1,500 individual accounts. The balance of bills for collection
consist of the unpaid bills as shown by the bill register, the balance
to vouchers shows those unpaid at that time, also the pay roll ac-
count.

Wc use the ordinary check book, as everything is paid by vouch-
ers, the stubs of which show the name and number of vouchers cov-
ered by the corresponding check, which is all that is necessary for
entry in the cash book. Separate check books are used, one for the
Railway & Electric company, and the other for the Gas Light com-
pany, as they arc at present separate corporations, but are handled
as one as much as possible to reduce expenses.

Monthly statements include the railway and electric lighting de-
partments on one statement, but the earnings and operating ac-
counts of each are shown separate. The Gas Light company's state-
ments are made separate, but the form and accounts correspond
with those of the Railway & Electric company as much as possible.

The most valuable of all papers I consider the real estate deeds
and plats rciiresenting all the realty of the company, whether used in
the operation of the road or not. A separate book is used (10 x 14
in. in size) called the Real Estate Book, on the left hand page of
which is a plat of ground, and on the right hand, or as many pages
following, as is necessary, is a description of the property. The
index to this book is complete, indexing perhaps under six or seven
headings as the property is referred to a great many times, as the
tract of some of its former owners or by the company as the
"power house property." "sand pit." "east station," or "west sta-
tion." The deeds are kept in a bankers' file, and given the same
number as per folio in book.

Contracts are also filed in an ordinary bankers file.

Ordinances are usually published in the daily papers, and a copy
is pasted in a scrap book; if not printed, a written copy takes its
place.

Letters are filed in the ordinary files, but in addition to copying,
the stenographer makes a carbon copy of the answer which is at-
tached to the letter before filing.

The stock ledger (Form 23) and the transferring of stock is very
simple. The ledger is ruled first giving at the top of the page space
for the name, address and any other information as to the payment
of dividends, etc. The rest of the ruling shows first date, trans-
ferred from, or to; certificate number; Dr. shares; Cr. shares; Cr.
balance. .All stock certificates when cancelled have written across
the face, to whom issued, and number of new certificate. This cer-
tificate is then attached to the stub bearing the corresponding num-
ber.

As is well understood in this association a frank discussion is in-
vited of the methods and forms I have explained. Any system
adopted by a company is more or less a growth evolved from
emergencies and circumstances, and side lights thrown by opinions
from different points of view are always \'aluable.

President Duffy: We are very much obliged to Mr. Simpson for
his able and instructive paper, and I think it would l)e well to fol-
low his suggestion concerning the discussion. I will ask Mr.
Smith, of Toronto, to open the discussion.

J. M. Smith: This is. I am sorry to say, my first appearance
since the organization of the association. I feel somewhat on the
outside, with you .American gentlemen, for the reason that we do
not operate our system altogether as you do here. I think you are
all familiar with what they call the coffee-pot system we have over
there. We do not use the registers, and in those particulars we
are not similarly situated, but wo run our accounting departments
right in line with yours. We found that we were not in such very
had shape at the time you organized, but we have benefited bv the

DAILY STREET RAILWAY REVIEW.

suggestions of your various committees that have reportetd from
time to time. I enjoyed Mr. Beggs' remarlis yesterday and those
of Mr. Simpson this morning, and I think we have reason to be
very much encouraged from what has been said and done, and the
way the efforts of the association have been appreciated by outside
concerns.

Mr. Maclvay: Mr. President, I would like to ask Mr. Simpson
how he handles the meter readings; whether he tries tto equalize
the lighting bills by reading shorter months in winter time and the
longer months in summer time. There is a great difference in the
method of reading electric lighting meters. I would like to be in-
formed on that point.

Mr. Simpson: We have always made it a point to start on a
certain day of the month. On the 26th we read all our meters,
except in the month of February. We make that two days longer.
As far as comparing the amount of bills for each month Is con-
cerned, we have never had any complaint as to that. The car reg-
isters are kept in the accounting department, and go out from
there.

Mr. F. E. Smith: .\nd no matter where the car may start, the
conductors have to come and get their registers where thoy first
start, early in the morning.

Mr. Simpson: They are sent out from the power house. They
are started from there early in the morning. The rest of the day
they start from our office. They have the registers there and also
get the registers from that point.

Mr. Smith: How about the fellows that get through at one or
two o'clock in the morning? Do they leave them in there, too?

Mr. Simpson: No, they are returned to the power house and
taken care of there, and returned to us later.

Mr. Smith: Then the register that comes in at one or two o'clock
in the morning you are not able to put out again until later in the

day?

Mr. Simpson: Tes; we have a double set of registers, using one
one day and using another set the other day following.

Secretary Brockway: Mr. Simpson, what style of registers do

you have?

Mr. Simpson: We are using the Meaker portable register at
present. The first of the j-^iw we are going to use the stationary
register.

President Duffy: May I ask you what induced you to change
your style of register?

Mr. Simpson: I am not in a position to answer because the mat-
ter has been heretofore left with the superintendent of the road,
and I have paid very little attention to it. As we are situated a
man has to come to the office anywhere from a half hour to an
hour before hand to get his register and go down and take out his
run. Sometimes he is delayed, and that leaves the register in his
possession too long in our opinion. That is one reason, I think,
why we have made the change.

Mr. Tripp (Seattle): Do you have any difficulty in keeping the
expense in the railway department and the light department and
your power stations separate?

Mr. Simpson: No, we depend upon our engineers to a great ex-
tent. We use very little coal. We use water power, and have two
stations, one principally for the electric light and the other for
the railway, although we do use the railway station through the
day for the alternating current and the day lighting, using what
we call the lighting station at night only. We make an arbitrary
charge for the station that we run both kinds, making he charge
from the electric station to the electric lighting department. We
do not subdivide on the Kilowatt-hour basis.

Mr. Mackay: I would like to know how you subdivide your gen-
eral expenses between your gas, electric and street railway divi-
sions.

Mr. Simpson : Well, it is not charged. I have two sets of books.
Being a separate corporation, T make my vouchers on the Gas
company. In other words, the railways company pays the expense
of the office, the general expense, to a great extent, and I will make
ray voucher of the gas company in favor of the railway company
for its portion, which is arbitrary, and the balance is charged to
general expenses, you may say, divided between the two depart-
ments equally, railway and electric.

Mr. Mackay: How you arrive at your arbitrary figure? Is it
on the basis of earnings?
Mr. Simpson: On the basis of earnings; yes, sir.

Mr. Moore: It might be interesting and supplementary to Mr.
Simpson's answer to Mr. Mackay as to meter readings in the mat-
ter of light, heat and power, to say that in Pittsburg we read the
meters daily, subdividing the city into districts; for instance, taking
20 to 25 meter readers, and each provided with a meter reading
book which covers a day's work. Each of the 25 meter readers
finishes up his own simple district each day. He follows again the
next day, and every 25 days, when the collectable accounts come in
they are all in tor the current month, and then we put them onto
the prepaid meters and simply collect all through the city for the
whole amount of prepaid — that is, the slot, meters. When the
meter reading books come in in the morning they are passed over
to the bill clerks and each one has his day's work allotted; then
they pass on to the registry clerks and are entered, and passed
out in the mail that night. Thus we are right up to date as to the
amount of gas, natural or artificial, or electricity, that has been
consumed by the customers in that district every day. Those dis-
tricts are then allowed 15 days in which to pay, in 10 of which
they would get a discount. Five days after that they get a delin-
quent card. Each clerk having charge of one registry follows up
every day, and when he finds, 15 days after he has made his bill,
that there is a delinquent customer, the latter then gets his little
blue card. They all know what that means. In that way the read-
ings are kept up continuously, the collections are kept up contin-
uously, and I think we have a pretty good system as regards meter
reading and billing.

President Duffy: Mr. Moore, may I ask you what particular
point you want to cover by having a daily record of the meter read-
ings, or daily reading of them, rather?

Mr. Moore: It Is only a daily record every month with each cus-
tomer. Each house is called on regularly on, say, the fourth of
the month, and out of those districts each one comes in, and our
revenue comes to us regularly, day after day by the amount of the
meters read.

President Duffy: You have meter readers who work daily, but
the particular meter in any particular residence is only read once
in 30 days?
Mr. Moore: Once every month.

Mr. Heminway: The bills go out every day in every district?
Mr. Moore: Yes; bills continually going out, continual collec-
tions.

Mr. Mackay: That has the same effect as though it was a read-
ing of the separate days of the month, only on account of the num-
ber of customers you are obliged to record it in that way.

Mr. Moore: Exactly. We pro-rate our work right along, sub-
divide it daily and close it up.

Mr. Mackay: At the end of the 15 days do you cut a customer
off?
Mr. Moore: Provided he has a record, we do.
Mr. Tripp: I would lilfe to hear some more discussion on the
question of dividing expenses between the railway and the light
department, such as do not divide themselves, as in the case of one
power station furnishing current for both the railway and the
light department. I would like to hear some one suggest a way
to divide the coal or water, general expenses and those things.

Mr. Mackay: I don't understand why the kilowatt-basis is not
applicable. You are furnishing so many kilowatt-hours and the
same fuel that furnished the railway kilowatt-hour also furnished
the light, possibly right at the same time. That is our system.
We divide it on the basis of kilowatt-hours.
Mr. Tripp: Suppose a station doesn't have wattmeters?
Mr. B. L. S. Tinglay (American Railway Co., Philadelphia, Pa.):
We have one station which is occupied jointly by electric lighting
and power plant. We apportion the current by meter, charging
the railway company and crediting the light so much per kilowatt-
hour for its current. We regularly bill it to them, because in the
state where we are operating we are not allowed to consolidate.
We charge them a fixed monthly rent for the use of the office, and
we apportion the salaries of everything but the station force.
That is, the office salaries are apportioned prorata as to the gross
receipts of the two companies.

President Duffy: Is there any other gentleman interested in the
railway and lighting business that can further enlighten us about
apportioning the expenses?

W. F. Ham (Washington, D. C): We are in the railway and
lighting business. We apportion our general expenses of the rail-

DAILY STREET RAILWAY REVIEW.

way and ligliting companies approximately on the buHlH of gross
earnings. It is a. fixed scale for the year, however. We do not at-
tempt to eliange that ratio from month to montli. Where there
are expenses of a single power station which furnishes power to
both railway and lighting companies, the expenseH are pro-rated
on the basis of the output, except that certain railway companies
have fixed contracts with the lighting companies which existed
prior to the practical consolidation. In tliose cases the rate con-
tinues as heretofore, and with any increase in the price of coal the
railroads get the very much end of the bargain. What is the gen-
eral ciist(mi of the members of this Association, or what Is the best
way, of filing cancelled coupons? I think that the ])lan of keep-
ing a record in the general books of the onlslandinK coupons Is an
excellent one. 1 think it is preferable always to keep the general
books In sucii a way as to reflect the exact condition of the com-
panies, and to do away with as many auxiliary books as possible.
Therefore, the scheme which Mr. Simpson has outlined shows at
all times the coupons which have not been returned cancelled. I
would like to know what is the best way to file or to keep the can-
celled coupons. The way I have been accustomed to doing it is an
expensive way, pasting them in coupon books, and when you have
a heavy capitalization, as some of us liave, with a great many
coupons, it takes much time and considerable expense.

Secretary Brockway: What form of books do you have, Mr.
Ham, providing a place for the bond?

Mr. Ham: It is virtually a scrap book. Every page is num-
bered with the exact coupon which is to go into each space, and it
is so arranged that we have at the time of the maturity of a single
coupon — not all of one bond to be pasted on one page, but all of
one maturity to go on successive pages. For one of our bond
issues, we have one book alone for each maturity, 20.000 coupons
in a single book; but to sort those and to paste them in the book is
a heavy expense. Now, in some cases they file these in boxes or
packages, and whether the trustee of the mortgage is satisfied with
that record when he is asked to satisfy the mortgage is a question
In my mind.

Secretary Brocltway: A steam road with which I was once con-
nected filed the two ways, as you are doing, with the maturities,
and then when a new issue was made, a very large issue, they
adopted the box plan. The Central Trust Co., of New York, ac-
cepted it as being conclusive evidence of payment.

Mr. F. E. Smith: The Erie road has been doing that for years.
It has a big bond issue.

Secretary Brockway: I use the maturity books, but the books
which were in New Orleans when I went there had a page per bond
providing a place at the top for the cancelled bond as it came in,
or when it does come in. But that required very large books and
many of them, heavy and cumbersome, and with our new issue I
adopted the maturity plan with one year's maturity; that is, two
payments in each book. We do not have 20,000 coupons.

Mr. Ham: Not very long ago I had the coupons audited by a
company which I was then with very carefully. They wanted to
know that every cancelled coupon which we showed cancelled had
bten cancelled. Now, it we had attempted to do it with boxes or
anything of that kind I think we would have been several months
iu getting thtrough with it, because that would have meant the
recounting of all those coupons. As it was, we had a hundred
coupons on a page, and if there was any missing coupon, the blank
space would stare you right in the face. So, just as fast as you
could turn the pages over you could verify the account. Certainly
it is a very nice way, but it is a question whether there is any other
way which is equally as good.

Mr. Smith: Suppose you had a box with a number sticking up,
say No. 99. You have your number up there instead of your
coupon. W^ouldn't that satisfy most anybody, if after counting
the coupons you found that the original numbers that were in the
box agreed with your book account? I should think an auditor
would take that.

Secretary Brockway: Yes, if you could satisfy them that all
you said were there, were there.

Mr. Smith: I have not attempted to use the box system yet. but
I hope to if we get out any more bonds. As I understand it, the
Erie road has been doing it for years, is to use a box. say. to hold
1,000 coupons, say, January, 1901. coupons, from such an issue of
bonds; blank numbers are stuck in there which are just a litUe
higher than the coupons will be, with the numbers from 1 to 1,000.

As fast as the coupons come in these numbers are taken out and
put Into the July box and the coupons put In their places. Thus,
at all times, they can see the numbera of the cuuponu which arc
out, from these little pads that are sticking up. 'Ihat Is the way
1 am going to do.

President J;uBy; Uo I understand that you file those coupons in
tin boxes like you would throw cash in a tin box?

Mr. Smith: No, in a paper box. Then, when those coupons are
all In, have them counted by two or three people and sealed. Then,
If anybody comes along, the trustees of the mortgage, you can turn
over that scaled box to them. If they are not satisfied with the
certificate, let them count them.

President Duffy: Mr. Ham, may I suggest that, in answer to
that question as to the veriflcalion of the canceled coupons, do you
not have a special coupon account deposit with your bank?
Mr. Ham: You might have and you might not.
President Duffy: The point I was getting at was this: If you
make a deposit on couijon day, and if your bank book is balanced,
and you exhibit that to your expert who examines your books,
that in itself is a certificate that a certain number of these cou-
pons have been paid. I think that would cover the point which
was raised.

Mr. Ham: In the particular instance to which I referred It
would not have answered, but, generally speaking, I should think
it would.

Mr. J. M. Smith: 1 have found a difficulty with my coupons
where I have opened a special bank account. There are always a
number of these coupons outstanding. 1 have some outstanding,
running over a period of three or tour years, and I do not know
that that would be proof to the trustees that the whole thing was
paid. It is quite an important item, I use a certain file for a cer-
tain coupon and paste all the coupons in. As Mr. Ham say.s,
it takes a lot of labor and expense, but I think the trustees would
rather see that done than to take for granted that all the coupons
are iu a box. As the box is a simple method, it is a very good sug-
gestion; but I do not know whether the trustees would accept it.
Mr. Tripp: Is It not a fact that the trustee is usually the man
who pays the coupons?
Mr. Smith: Not in all cases.

Mr. Tripp: It generally is with us. In that case it is up to him
to show whether it is or not.

Mr. Smith: No; with us there is a trust company that is trustee
for the bondholders. We pay through the bank. We have bank-
ers and trustees, so that the trustees have nothing to do with it
Mr. E. D. Hibbs (Jersey City): We follow the method outlined
by Mr. Ham. filing and using a numbered book for the maturity
bonds. That is very simple, because the trustees of our mortgage
really pay the coupon. We deposit with them the full amount due
and open an account with them for each coupon, and on the term
of the coupon we credit it. While it does not show the actual
number of coupons out, it shows the information which the Man-
hattan Trust Co., which is our trustee, wants. I do not know of
any other methods that would be so satisfactory as the coupon
book, the scrap book, and filing.

Mr. W. G. McDcle (Cleveland): We had at the time of consoli-
dation three sets, which, of course, are taken care of with the new
bonds, but we had them all scattered around and put them in
boxes. Each company had different boxes and had them outlined
for several years to come. Mr. Davies and myself started the box
system. We had a large tin box made of very heavy tin. with lit-
tle compartments to take care of the coupons still due, and when
they came in they were put in that box, putting the date on the
outside of the box.

Mr. Mackay then read the following report:

REPORT OF COMMITTEE OX .\ STAXDARD UNIT OF
COMPARISON'.

H. C. Mackay. Ch.iirman. F. E. Smith and A. H. Ford. Commitee.

-At the last annual convention of this association, the Unit of
Comparison, as treated in the paper presented by Mr. H. C.
Mackay. was referred to this committee to report at this conven-
tion, action having been deferred for the lack of sufficient time to
discuss the matter properly and to admit of further unbiased inves-
tigation.

DAILY STREET RAILWAY REVIEW.

It is a matter that, since the adoption of electricity as a motive
power, had received very little serious thought; and the discarding
oi a unit that had for years been recognized as the standard, nat-
urally brought up questions requiring more study and investigation
than could then be given them. It is but fair to say that this
committee's opinion was divided as to the merits of the different
units advocated, but, after studying the matter in all its bearings,
we are convinced that the motor car-hour is the best unit yet ad-
vocated; and, being the same on all systems, large or small, it can-
not be otherwise than practicable. Since that time, it has been
put to practical tests, having been adopted by some of the largest
systems; viz., Minneapolis and St. Paul, Minn., and Milwaukee,
Wis. This test has demonstrated that the motor car-hour is a
stable and correct unit, and it has further conclusively shown that
the car-mile is an unreliable unit, even between lines of the same
system. To illustrate, we submit the following figures taken from
actual service and applied here to comparison of earnings.
Speed Earnings

Line. per hour. Per car-mile. Motor car-hour.

No. 1 8.3 33.25 cents $2.76

No. 2 16.2 28.57 cents 4.63

No. 3 10.7 26.79 cents ■ 2.86

The supposition was (up to the time ol comparison on the
basis of motor car-hours) that line No. 1 was proportionately the
best earning line of the three, but the truth is, it is the poorest.
This erroneous result was made to appear true on the basis of
car-miles, simply because this line was operated at a lower rate of
speed, the smaller divisor naturally leaving a greater quotient.
As applied to operating expenses, we submit other figures.

Car mileage 3-65300

Motor car-hours 350.00

Earnings per day $i.367-50

Operating expenses per day (.50 per cent) 683.75

Earnings per car-mile .3743

Earnings per motor car-hour 3.91

Operating expenses per car-mile .1871

Operating expenses per motor car-hour I-9S5

Reducing the speed of this line 25 per cent, retaining the same
equipment and running the same length of day, what is the result.-'
We have, without changing the cost of operation, reduced the mile-
age made from 3,653 to 2,740.

The expense per car-mile was $.1871, and is now $.2495, an ap-
parent increase of $.0624.

The expense per motor car-hour was $1,955, and is now $1-955.
showing no change, as none exists.

Speed, then, is shown to be the factor that prevents the car-mile
from being used as a correct basis. Speed does not enter into
the motor car-hour. The absence of this variable quantity of speed,
together with the fact that labor, the principal item of expense, is
computed on the basis of the hour, or multiple of the hour, sustains
our position.

It is interesting to note the conclusions of the steam railways
regarding the use of the car-mile as a unit. The following figures
were taken from the report of the 33d annual convention of the
American Railway Master Mechanics' Association. The committee
emphasized the unreliability of the car-mile by the following com-
parisons, showing the cost of operating a simple or ordinary engine
to be $.2449 per car-mile and the cost of a compound engine to
be $.2883 per car-mile, an apparent difTerence of 17 per cent in
favor of the simple or ordinary type of engine. Yet, by reason of
the greater capacity of the compound engine, the cost per 10,000
ton-miles was $3.23, as compared with $4.03 for the ordinary engine,
thus showing an actual gain of 24 per cent in the work performed,
in favor of the compound.

For special comparisons, it is recognized that special units are
required, as for example, the output of a power station would be
based on the kilowatt-hour, this being more closely relative to
the work, but for all general comparisons of earnings or operating,
the motor car-hour is advocated.

As to the question whether a standard unit is practicable or not.
it would seem that, given a unit of comparison, which is admitted
to be identical in every case, the question is not debatable. If the
unit is correct, the result or comparison must be correct, as the
component parts of all accounts have already been standardized
by this association. It has been claimed that the variation in cost
of operating, between a high and low speed line, affects the value

of the motor car-hour as a unit. The high speed line certainly
requnes more current, and its repairs to electrical equipment are
greater, but we are at a loss to understand how this can affect
the unit. We could as consistently question the value of the yard
as a unit ol measurement because one kind of cloth cost 10 cents
and another kind 12 cents per yard.

11 a manager was shown that the cost of maintenance of electrical
equipment of cars was 25 per cent more on his system than on
another, it would certainly be to his interest to investigate, to
determine whether more improved motors were being used, or if
greater care was not being taken in the use of them. Very true,
tlie investigation might develop that the difference in cost was due
wholly to greater grades or to excess of travel on his lines, but it
would show him the facts, and wherever a difference did exist,
would advise him of it. This would be a practical use of a standard
unit.

it was contended that the cost of ascertaining the number of mo-
tor car-hours would be such as to preclude its use on a large system.
As a matter of fact, it is so much more easily determined than is
car-mileage, that the cost is naturally less, and the readiness with
which it is ascertained is one of the strong arguments in favor of
Its adoption. Especially is this the case in cities where large num-
bers of cars are run without reference to schedule time, but
wherever and whenever deemed necessary. Experience has shown
that reports of mileage made by trainmen are only approximately
correct, but the record of the time of the starting and pulling in
of a car at the station can be accurately kept and verified by the
time of the motormen. The unit of comparison as applied to elec-
tric street railways has not kept pace with the rapid changes
which have been made in every feature of this industry during
the past decade. The unit adopted by the steam railways, the
p:issenger-mile, was adopted by the street railways, but, owing
to the impossibility of determining the distance each passenger
was carried, that element was discarded, and, though its usefulness
as a unit was impaired, it has continued to do duty as a standard
unit to the present time. It applied very well to the old horse
car, where the variation in speed was an unimportant factor, but
time has wrought its changes, and a new unit to fit up-to-date con-
ditions is deemed necessary.

With the past lew years, a new problem has arisen owing to the
construction and operation of high speed electrical suburban and
interurban lines. These are but the forerunners of what will shortly
be in active and aggressive competition with the steam railways^
These lines will, doubtless, be controlled and operated by the street
railway systems of the large cities, or at least in conjunction there-
with; hence, creating a necessity for a unit of comparison appli-
cable to both high and low speed lines.

We believe that the objections raised to the car-mile as a standard
unit in the paper presented at the last meeting of this association
are logical and that the motor car-hour meets all conditions better
than any other unit yet advocated.

We herewith offer the following resolution for your considera-
tion: "Resolved, That this association recommends the adop-
tion ol the motor car-hour as the Standard Unit of Comparison."

Mr. Mackay then said; In this connection, gentlemen, I wish to
say that it is not the intention of our committee to preclude the use
of any other unit. We simply wish the car-hour established as a
unit of comparison and adopted by all the roads, so that we can
make comparisons upon that basis. There is no objection to the
use of any other unit, as I say, and we would be glad to hear from
you on that subject.

President Duffy: Gentlemen, this is one of the most interesting
and valuable reports that we shall have at this convention.

Mr. Dimmock: Mr. President and gentlemen: From the man-
agers' standpoint I consider the adoption of a unit which we can
all agree upon is the most important thing in the keeping of the
books of an electric railway. When we go to our directors and
they wish to know the condition of the road, they will immediately
compare the condition of their own road with the condition of other
roads, and what brings the conditions about. In our own case we
have found that in every instance there has Been a difference of
opinion and an unsettled feeling as to this unit; but I do feel that
we can reach a point where we can all agree upon one unit fhis
association will have done more good for the general managers of
the different roads than anything that I can imagine. From my

DAILY STREET RAILWAY REVIEW.

staudiiuiiil, ill LkjUi Juiiuitiueiitb, 1 leel If wu could gt.'t th'- null
aueatioii thoroughly settled we would immediately commence lo
correspoud with one another, eBpeclally the managera, as to what
their ijercentages were during the dlfl'erent periods of the year. I
was not present when that auestlon was Ijrought up last year, and
I would iiko lo hear a brief dlseusslon as lo wliat the motor-hour
is based on, or consists of, In order that I iiiuy be posted as to whiil
is going on now relative to this question.

Mr. Maeliay: The motor ear-hour is merely the car-hour for the
time that the car is in service. If the car started out at seven
o'clock In the morning and ran until ten o'clock. It would be out
three car-hours. The only reason why we called it the motor car-
hpuT was that we eliminated the trailer as a factor altogether. It
was based upon motor car-hours.

- Mr. Wilson: As the car pulls out from the car house at a cer-
tain hour and Is returned at a certain hour, supposing it runs 10
trips during that time, and has a lay-over of 10 minutes each trip,
do you have some method by which you eliminate the lost time?
Mr. Mackay: Not at all; your expenses are Rolng on just the
same.

Mr. Wilson: A great many of your expenses arc not.
Mr. Mackay: Your expenses are practically going on. with the
exception of your power, and, of course, some maintenance that Is
eliminated; but that is a feature of operation which is largely con-
trollable, and I do not see that that would alter the case anyway,
any more than your mile. It you were using the car-mile your
car is remaining stationary, and your expenses are going on In
some cases, and not in others.

Mr. Dimmock: The running delays and everything of that kind
would be the same for each method, you consider?

Mr. Mackay: It would be about the same on each road.
Mr. Dimmock: Do you divide your total operating expenses
pertaining to the service into the number of car-hours, or vice
versa?
Mr. Mackay: Using it as a divisor, yes, sir.
Mr. Dimmock: That gives you the cost of one car-hour?
Mr. Mackay: That gives you the cost of one car hour, and as
you can readily see, speed cuts no figure in the matter at all.

Mr. Dimmock: If you run three or four cars in one train, do
you only consider the hours of the motor, provided there were two
or three conductors?

Mr. Mackay: That is a problem, I presume, that the individual
road would have to take up. We do not operate, and I think as a
general thing two or three cars are not run in a train. Trailers, as
a rule, are simply put on to bring the capacity of the motor car up
to a certain standard. There are certain cases, and Mr. Duffy's is
one of them, I think, in Chicago, where they operate two or three
cars together, and in that case it might be necessary to consider
each car as a car hour; bul that is a matter, for the few roads in-
terested to take up and decide by themselves.

President Duffy: Mr. Smith, of Chicago, is a member of this
committee, and he sometimes runs more than one car at a time in
a train. Perhaps he can enlighten Mr. Dimmock on this question
of whether it should be car-hour or motor car-hour.

Mr. Smith: I do not see why It would not l)e a car-hour with us.
Would it not be with you?
President Duffy: I should think so.

Mr. Smith: I cannot figure on the motor car-hour exactly. I
should think it would have to be the car hour.

Mr. Dimmock: You have a conductor on each car in Chicago,
probably?

Mr. Smith: But we do not have a motorman. On our cable
trains, for instance; four men run four cars. I do not see why we
would not have to have it on the car-hour.

Mr. Mackay: It would seen to me that each road would have to
decide that for itself. If the car is running its full capacity, and It
is simply a question of operation, whether you can pull one car
through a street or pull four cars through at the same time; your
streets being so crowded, it is a difl3cult matter to decide how you
are to get your cars through and in getting the motor car through,
you may just as well pull four or five. It seems to me that is a
different proposition altogether from the ordinary railway, which
1,5 operating its cars upon regular schedules.

President Duffy: In Chicago some times the third or fourth
trail car in a train Is a motor oar.

.Vli, .'Vlackay: Do you nn-aii tlial there would be three muturh
lidlowcd by a trailer?

President Duffy: No, Bir; there 1h one motor behind three cable
cars. U seemH to me we would have to use the term oar-hour.

Mr. Mackay: You might use the term car-bour, but I think with
nearly all roads, with these few excepllonB, that the motor car-
hour would bring them nearer to a standard baHlH.

.Mr. Tripp: Mr. PrcBident, 1 was not here at the laMl meeting,
and did not hear this dlBCUBSion. 1 would like to have an ex-
planation made why speed docs not hav<- some effect on the car-
liour as a unit.
Mr. Mackay: Because your hour bus not the «ame length.
.\lr. Triiip: It costs more to run a car 20 mileH an hour than to
run il 10 miles?

Mr. Mackay: Certainly, it i ohIs more to run at a higher rate of
speed, but your expenses would show in JUBt that same propor-
tion. Now, on the basis of car-miles, the reverse Is the case. If
you use a car-mile as a basis, and you increase your speed, your
divisor is just so much greater, Is It not? And Instead of showing
the actual results, you show that as a decrease. Now, with the
car-hour your expenses are Increased and your showing is Just that
much more.

Mr. Tripp: 1 think that is right.

.Mr. Moore: We run trailers in Pittsburg and it seems to me
that we would have used the car hour itself, because we would have
to man each car. We are like you, we would have to put a man on
each car and to get the proper figures we would have to count the
car-hours and not motor car-hours.

President Dufty: May I ask you to give us the benefit of your
opinion as to the car-hour proposition?

Mr. Moore: It seems to me to be all right, but before following
out the car-hour unit I would like a year to try them both together
side by side, put them in parallel columns as it were.

Secretary Brockway: Mr. Mackway does not contemplate the
displacing of one by the other.

Mr. Moore: No, I understand. The resolution might be open to
that construction as it is. I would like to try the car-hour right
along and I propose to do it when I go home.

Mr. Mackay: in my last paper I think I treated that trailer
question pretty thoroughly, and while there are certain exceptions
to this rule, as there are to almost any other, I still think that if
the equipment were up to the standard, trailers would be a thing
of the past, and in that case the motor car-hour does apply to
almost all cases. The running of trailers as a general proposition
is done simply because of old cars which are really too good for the
scrap pile and yet they are out of date.

Mr. F. E. Smith: Are you going to count the motor car and the
trailer as one car or as two cars?
Mr. Mackay: As one car.

Mr. Smith: Suppose you put on two trailers?
Mr. Mackay: I would still call it one car. except as I say In the
case of your roads.

Mr. Smith: Suppose it was an electric line, say. going to the
race track, something of that sort, and they put on a couple of
trailers. Now, we have four men, three cars. Are you going to
<all that one car?

Mr. Mackay: I wouldn't operate it that way.
Mr. Ham: I don't know but that this question of a car-hour Is
just the same in the car-hour as in the car-mile. 'What do you
call it now? Do you call it motor car-mile or car-mile? It is just
the same question, whether you call it motor car-hour or car-hour.
If you count your train now as two car-miles for a train-mile where
there was a trailer, you would count it just the same with the car-
hour. I think that is one point that we might pass upon, and I
would suggest as an outcome of that, that where there is an extra
crew or an extra conductor, that in that case, we should call it an
extra car. If, however, it is operated with one crew, then we could
fall it a single car. Of course this question is going to become
of great importance, especially in an interurban service, where
very frequently as time goes on they will undoubtedly operate
trains. They do it now on the third rail system where one motor
car has a train of three or four cars. Now, in such a case as that
I think that each car ought to be treated as a car. As we are sit-
uated in Washington, where we have only one crew for the same
three cars, and we still continue to operate them. I think that those
should be counted as single cars.

DAILY STREET RAILWAY REVIEW.

But I'umiug batk to the main point at issue, a unit should be
something which is not variable, it possible. That is what a unit
means, something which is not variable. In this matter we canno't
get a unit which is not variable under different conditions. There-
fore the unit to establish is that unit which is least variable. On
the question of expense, for the last year, we have kept our ac-
counts on the basis of the car-hours, or the car-day, which is the
same thing, and also upon the basis of the car-mile; and I think
that expenses can be determined much more reliably, as to the re-
lation of those expenses to the earnings, on the basis of the car-
hour. The platform expense in the operation of a street railroad is
the largest single expense that we have. I think it is probably 40
or 50 per cent of the total expense of operating a street railroad.
Now, that expense goes on whether the car makes 20 miles an
hour or 5 miles an hour, because we pay on the basis of a day or of
an hour. Then, the largest item in the expense of a railroad prop-
erty being the platform expense, putting that in line on the car-
hour basis is to put upon the right basis the thing which is the
largest item. Now, the other thing to arrive at is maintenance
and cost of production of power. I believe those two things are on
fully as good basis on the car-hour as on the car-mile. It costs just
about as much to run a car in a crowded street in a city, with fre-
quent stops, six miles, as it does to take that same car out in the
suburb.s and run it twelve miles, where you would make the same
time and you have to use about the same power, although in the
one case you have only made half the milage that you have in the
other case: and I am told by people who know more about main-
ienance than I do that the chances are that the car which has
been running in the crowded district with frequent stops is liable
to require more maintenance than the car that has been running
out in the suburbs at higher speed with fewer stops; therefore,
that the actual maintenance of that car in the city has been greater
than the actual maintenance of the car out in the country, and the
speed has been only half as much. I find that the expense of oper-
ating a car an hour is a much more permanent quantity than the
expense of operating a car mile. The variation is much less be-
tween different lines, and I often think that the general manager
or the other officials of the company are mislead when they see
that some particular line is earning only 10 or 11 cents a car-mile,
and they say. "Why pull off those cars. They are not getting
enough out there to pay expenses, or anything of that kind." Yet,
when you can come around and show that you are operating that
road for 5 or 6 cents a car-mile on account of the conditions exist-
ing there, you are showing that it is a good line to operate. Now.
if that same thing were on the car-hour basis you would find that
the car was earning up around what the other lines are earning.
because, the speed being so much greater, it earns enough in each
hour. I only wish we had more of the lines like Mr. Maokay's
that earn, say, 30 cents a car-mile, and $2.96 to $5.00 a car hour,
but ours are not that kind.

President Duffy: Gentlemen, we have Mr. Vreeland with us this
morning. Mr. Vreeland, may I ask you to favor us with your im-
pression of the car hour and car mile, or anything else in that
connection that you will be good enough to speak on? Mr. Vree-
land has a line that earnt some times more than 20 or 30 cents a
<ar-mile.

Mr. H. H. A'reeland (New York): Mr. President, I did not come
in with the idea of saying anything. I come to gather some wis-
dom from the deliberations of men who are actually engaged in
accounting. It seems to me that they are the men to decide what
is the best unit for us to work on. It works out with us with the
various kinds of service we have, on exactly the same basis, so far
as our purposes of comparison are concerned, whether you put it
on a car-mile or a car-hour, because the variation in conditions is
equalized by the fact that it does not all go into one pot. Our
whole system is operate by divisions or lines. Every particular
line we have in New York City is reported, its car milage, its earn-
ings per car-mile and its cost of operation per car-mile, by the in-
dividual lines, so far as the purposes of comparison by the manage-
ment are concerned. The operating expenses are compiled by
lines. The aggregate operations are shown of course lumped, as
you may have noticed in our comparisons for the last three or four
years of operation. As far as our city is concerned the conditions
there are such that men who are deliberating on this modern ques- '
tion do not give me any show^. I have four or five thousand
horses yet. If you ran tell me how to eliminate that proposition

1 .•shall be glad to hear it. 1 am not modernized enough to enter
into any discussion on the high plane of motor car-hours, etc., ex-
cept to a limited extent. I should certainly very much rather hear
from some of the gentlemen that are regularly connected with ac-
counting work in the discussion of this question, because I am one
of a number of fellows in this world that do not believe that the
combined wisdom and knowledge is all in one man's head.

Mr. Wilson: Mr. President, I regret exceedingly that you have
called upon me because because I have not gone into the subject
thoroughly enough to express an opinion that would be of interest,
and I have not seen the way in which it would be possible for the
West End Street Railway Co. to keep the car-hours without an
expense which would preclude our adopting it. I should be pleased
to be enlightened on any method that could be adopted on our road
to give the car-hours with an expense that would warrant its adop-
tion. We run something over 300 different routes each day. One
man gives the car-miles for the entire road; the labor of one man?
We have a large book in which is entered each day under the dif-
ferent route headings simply the number of trips and the amount
that that line has earned. Twice a month a footing is made of the
number of trips and of the amount of money. The footing of the
trips is multiplied by the length of the route and the money
divided by that gives us the earnings per mile. That is all the ex-
pense that we have in determining our earnings per mile. Of
course the total of that is taken to determine our operating ex-
penses per mile.

President Duffy: Don't you pay your men by the hour?

Mr. Wilson: No, sir; we pay them by the day.

President Duffy: But the day consists of a certain number of
hours?

Mr. Wilson: The day consists of not over 10 hours in 12 consec-
utive hours.

President Duffy: It would be a very easy matter to get the
number of days, wouldn't it?

Mr. Wilson: Yes. but what are the hours? One man runs 9
hours and 15 minutes, another runs 9 hours and 30 minutes, an-
other 9 hours and 50 minutes.

President Duffy: Would it not be possible to strike an average
of the entire working day, the number of hours put in on all
routes ?

Mr. Wilson: No, because in Boston, with the congested district
that we have in the center of the city, we never know the hours
that a man may be out. Mr. Vreeland I think has the same trouble
in New York. The car may start out. He is not always sure when
that car is going to get back. Mr. Rossiter, I guess, has the same
trouble in Brooklyn.

Mr. Mackay: It seems to me, Mr. President, that it is not neces-
sary to know when the car is going to get back. When it does get
back it is recorded, and that is all there is to it. All you have to
do is to take this record of the time that the car goes out and a
record of the time that the car pulls into the station, and you have
your complete record. Mr. Wilson, as I understand it, has a rec-
ord of thhe number of trips that the car makes, not only a record
on this line, but also a record on some other line, because it is
liable to be transferred a dozen times during the day. Now, in-
stead of going into all this detail to work that out, all he requires
i.s simply the time that the car start? and the time that the car gets
back.

Mr. Wilson: Mr. Mackay, that would require proving each in-
dividual car. It might pull into the house once, it might be in
three or four times. You would have to make a record perhaps
several times a day. As it is, with the plan we have, we simply
take the conductor's day card. It is necessary to know the amount
fif money coming in in order to find out what the earnings are. It
only requires one extra column in which to put the number of
trips. No return whatever is necessary from any car.

DAILY STREET RAILWAY REVIEW.

purpoHe iinleKK that averag*' was very (.orrecl; and I agret with
the speaker in regard to the congested condition of traffic where
the curs are making Hometlmes not one-lialf, an Mr. Ham stated,
but I think really not one-fourth the number of miles in a given
time. That certainly would Indicate that the car-hour there was a
very desirable thing to have. We have, unfortunately, some lines,
not like l)rother Vreeland's, because I think he has no lines that
earn less than 30 or 40 cents a car mile, but we do have some lines
out In the country that I am sorry to see in the 10 and 12 cent
class. While those lines are building up and developing very rap-
idly, It Is quite a problem to so adjust the service to get all the
earnings that can be reasonably expected.

I do want to say one thing, that I think this Accountants' Asso-
ciation has done a great deal in the last few years to assist mana-
gers in getting information. I appreciate It. I am very glad in-
deed to have the opportunity of sayting so to you gentlemen. I
think it means a great deal In the successful operation of a road,
having the figures at hand, and T think that you have made very
marked progress in enabling us to obtain them.

Mr. W. E. Harrington (Camden): We have some s\irburban
lines and a few city lines where the differences in the car milage
rate were such that it appeared that the suburban lines were run-
ning at a considerable loss on the milage basis, and I was confident
that they were. Some time ago, so that we got it in this last fiscal
statement, we adopted the car-hour unit in connection with the
car-mile unit. It has not increased our office force at all to do it.
One of the girls works it up and it comes in each morning with the
regular statement of the receipts of the different divisions and
lines, each line being considered separate and distinct. T don't
see how a road can run without the car-hour unit. The car-mile
unit Is all right and I use it generally to compare with other roads,
because the data are up that way. but I am using entirely for my
own comparison, for my own use on our line, the car hour unit.
Secretary Brockway: Mr. President, in New Orleans we have no
grades, we do not have to heat our cars, and we have a number of
other advantages, but we find that a comparison of units gives us
this result:

IJne A on a percentage of earnings, is first; on the car mile, it
is second: on the car-hour it is second.

I^ine B on percentage of earnings is third, on car-miles is first
and on car-hours is third again.

Line C on percentage is second, car-milage third and car-hours
first.

I..ine D is fourth in all instances.

Our management wished me to show those three comparisons,
and I give them every day, furnishing them all of these details
every day, and the line that we thought was our gilt edged line on
the car milage ba.sis turns out to be third on car hours. Our speed
is very fast in som instances. We run on the neutral ground,
and taking all those things into consideration: they feel as though
they want all three forms of comparison. We cannot very well tie
up to any particular one. which is what Mr. Ford had in mind.

Mr. F. E. Smith: You figure it from three ways. Which is the
best paying line?
Secre ary Brockway: Line A.

President Duffy: How does thai stand on the three units?
Secretary Brockway: It stands first on percentage, second on
car-miles and car-hours. Line B is third on two and first on one.
Line C is first, second and third. Line D is fourth in all in-
stances.

President Duffy: In answer to what Mr. Rossiter said, that he
did not believe in an average, I thoroughly agree with him on that.
I believe in the accurate figures it it is possible to get them. I
only brought up the question of the average because Mr. Wilson
said that it was impossible to get the hturs on his road.

Mr. Wilson: I did not say it was impossible. I said 1 thought
the expense would preclude that.

President Duffy: I stand corrected. In Chicago we pay our
cablemen by the trip. W'e pay our electric men by the hour. W'e
know exactly how many hours should be run every day from the
time schedules, as well as from the report from the depot that the
cars start from. We verify and check and make our payroll accord-
ing to these records. Consequently, we know actually, not only
the hours, but the minutes, run by every man on every car. as a
total; so that we can get the hours run absolutely correct. Now.
if there is anybody who has such conditions as has Mr. Wilson.

whOB( company pays Its men by the day and for a half or a third
<,t that day, they might be tied up and not work at all— that Ih a
little different proposition. But I think on the ordinary road you
inn get absolutely an<l accurately the exact number of minutes
that the cars run each day.

Secretary Brockway: .My time-keeper furnishes that every (lay,
ihe actual hours of the molormen and conductors of each line.
We have a congestion annually In our .MardI Gras festival, during
which practically the whole line, all the lines of the entire clly,
arc tied uj) near Canal St. In that case the car mllagi' Is not worth
:inything. Then our car-hour has Its advantages. The percentage,
■if course, still remains the same, because the desire to travel
seems to permeate every line in about the same proportion. Every-
liody goes down to Canal St. at Mardi Gras, but the car milage Is
not worth anything as a comparison for that week.

Mr. Ham: Well, Mr. President, the objections which have been
raiseil to this seem to be on the ground of the expense of deter-
mining how many car-hours are operated. In the cases of both
Brooklyn and Boston I believe that could Vie obtained very readily
with almost no work in the office. Every table Is operated on a
certain standard. That standard calls for a certain number of trips.
r. certain number of car-hours It calls for a certain amount of
pay. Now, for all over time above the standard a certain number
of hours are made, and that is shown by an increase In the payroll.
Mr. Rossiter is very familiar with that. Now. whatever that In-
crease Is, it is the item which, added to the standard, gives the
total number of hours, and the depot master on the largest divi-
sion in Brooklyn or Boston could give that informatin to the audi-
tor on the morning following the day in question. He could bavp
it on his desk at nine o'clock in the morning. Mr. Wilson's scheme
of furnishing the total number of car-miles only twice a month.
would not answer for the average manager. The manager gen-
erally wants to know the following day. if possible what his cars
have earned per mile, or per hour if you should adopt that as the
standard. Mr. Brockway was asked, and this is .something which I
think is of importance, which was his best line; and he answered
that the best line is the one that has the lowest percentage of oper-
nting cost. Now, right there is where we are apt to make a great
mistake, and where the management might make a mistake. I
think Mr. Vreeland's scheme of finding out the net returns from a
line is really the only way. It is possible that with the best line of
Mr.Brockway. by reducing the number of cars operated he will de-
crease the operating expenses, we will say. from 60 per cent to 50
per cent. But what has been the result? Have you as much net
earnings? That is what we want to know. What is the final re-
sult on net earnings? On the other hand, we may take the line of
Mr. Brockway's, which has been operated at 60 per cent, put on
extra cars, and bring that up to 70 per cent, and still it mar be a
better line than it was before, because we arc getting more net
earnings out of it. That is why we have to be careful, in any of
these bases of comparison, to remember that what we are finally
looking after is net earnings and not percentages. You have heard
the story of the old man who did not know anything about percent-
ages, but he did know, if he sold something for a dollar for which
he only paid fifty cents, he was not losing anything.

President Duffy: Mr. Ham, I think you are under a wrong im-
pression as to what Mr. Brockway said.
Secretary Brockway: You misunderstood me.
President Duffy: Mr. Smith asked which was the best line. Mr.
Brockway replied line A. Then I asked him if he would state how
that best line stood on the three units, and in answer to my ques-
tion he made that statement.

Secretary Brockway: I am taking income only Into considera-
tion. I am not considering the expense at all.

Mr. Ham: Was not your reply based upon the fact that the
percentage of cost of operating that line was the lowest of the
three lines or four lines?

Secretary Brockway: No: I am taking income only, just treat-
ing income in this consideration.

Mr. Ham: Well, how would you determine that, from the.gross
Income?
Secretary Brockway. Gross income, certainly, of the four Iine=
President Duffy: He means that the percentage earned bv thi«
particular line, of the total amount, was not greater on this panic-
ular line than any other, .Tust the percentage earned: not the
percentage of expenses to receipts. Is that correct'
Mr. Brockway: Yes. sir.

DAILY STREET RAILWAY REVIEW.

Mr Ham: That may bt a longer line. That dees not answer it
at all You might have a line that was a mile long, which would
naturally be better than another two miles long. That isn't any-
thing at all. .

President Uuffv; What I wanted to correct was the mipression
that he was taking that as the better line because of the low per-
tohtage. You were mistaken about that.

Mr. Ham: 1 thought he was, but 1 do not see that the amount
that a line takes in determines the matter.

Secretary Brockway: That bears out what I said, that we can-
not tie down to a comparison, we are using the three and showing
that only one of the four lines agrees in each of the three compan-

Mr Dimmock: 1 would like to ask some of the accountants who
have been using the car-mile in the past, if, when they had a
u otor and a trailer in one train and that train should run one mile,
if they would consider that two car-niiles, if a trailer ran a mile
and the motor ran a mile, say. two 16 -ft. cars. Now, it it costs you,
for illustration, a dollor to run that train one mile, and it actually
covered that much ground, would you say that the cost per car-
mile was 50 cents? I would like to liave that answered.

President Duffy: I will answer that que.stion as far as our com-
pany is concerned. We are very much interested in the prorate
preposition. To begin with we have three kinds of power, electric,
cable and horse. This is further complicated by the fact that some
cable trains are operated two cars in a train, some three cars in a
train, some four, towing an electric motor car behind a third car
on that train. The State St. line is supposed to be a cable line;
we run horse night or owl cars on it, we run electric owl care on it,
aud cable ears all day, and tow electric cars in day time form 18th
St. up. When I first took hold of the accounts there one year ago,
I found all these complex elements. I keep a daily record, first, of
the number of cars operated, and secondly, the kind of cars. There
are grip cars, motor ears, the first cable trailers, second cable trail-
ers, or the first electric trailer, or what I call the tow car. I keep
those miles separate, and I show the thing every way. It is the
only way that I can get at it understandingly.

Mr. Dimmock: Supposing that you had a road and, to make
the question plain, that you just had one train on it, and your road
was a mile long, and you made one trip a day one way— that would
he making one mile— and there were three cars in the train. Would
you have made three car-miles that day, or one ear-mile?

I'resident Duffy: You would have made three car-miles and
one train mile of three cars.

Mr. Dimmock: We have a suburban car, which is ju.st twice as
long, we will say, as a 16-tt. or 18-ft. car, as it might be, holding
just double the number of passengers. If you count mileage of
trailers and of motors, of the short cars, as against the mileage
made by the one car, would that not go to prove that car mileage
is imperfect and not of much use to the manager?

President Duffy: That is the argument advanced by Mr. Mackay
last year; the special argument was on the trailer.

Mr. Dimmock: The length of the car enters into the car mileage
from the fact that if you had two 16-ft. cars, one a motor and one a
trailer, and each one would hold 50 passengers and they would run
that train one mile; if they should run two car miles and it cost a
dollar for expenses the cost per car-mile would be 50 cents, would
it not? Now, on the other hand, if a road operated with one car
carrying 100 passengers, and the cost was one dollar, that would
make the cost per car-mile show so different that it would see that
it was almost valuless to make any mention of or for a manager
to compare by it.

President Duffy: I think a safe rule to follow wouUl be that
every car that is manned, as was discussed here a little while ago,
should be called a car. If you have two cars and one motorman
and two conductors, that would be two cars.

Mr. Dimmock: I know of many cases as in Omaha, where they
run a motor and a trailer and have only one oonductor and one
motorman.

Mr. Vreeland: We have been a good many years in this work,
and I have seen its evolution from the old days when in steam rail-
roading we were like the fellow that kept the store. They asked
him why he didn't have a book-keeper. He said he didn't want
one. They said. "You might he bankrupt and you wouldn't know-
it." And he said. "If I was bankrupt I wouldn't want to know it."
We are not in that shape. We want to know what our condition is

all the time, aud any standard that you gentlemen can arrive at or
a thorough discussion of it, is of value. The thing that in my
opinion you waiit to be careful about, and which is very prevalent
in street railroad practice— things that 10 or 15 years consideration
have been given to by sti'ndihg committees in steam railroad work,
is the attempt of the practicyl operating men and often of ac-
countants and others to settle, in street railroading, in two hours.
I had occasion to speak of this in Buffalo where a subject was up'
that was up 15 years ago, when 1 was a member of the American
Society of Railroad Superintendents; I was on a committee, aud
Ihfy have a meeting tomorrow in New York, and I was asked to
I .ue before that society and speak tomorrow on the same subject
that was up at that time. I do not mean to say nothing has been
done. It has been carried along. But it was so important a sub-
ject that it has been carried from year to year, as a subject of dis-
cussion. Our move from a percentage to a car-mile basis was a
good move, even if we now go to the hours. A gentleman asked
me a few years ago, "What is the cheapest line you have in per-
cent of operation?" I replied, "I have one that operates at 22%
per cent." The man went oft and told another man that I didn't
know a thing about the business; he said there was not a man in
ilie business who could operate a road tor less than 50 per cent.
The truth was, it cost me as much per car-mile to operate that as
any other under average conditions for 24 hours, paying 25 or 22
cent.-; per car-mile, and percentage diii not mean anything there at
all, based upon 50, 40, 30 or 20. We are operating many lines now
at anywhere from 30 to 35 per cent. Of course the questions is en-
tirely one of the average cost per electric car-mile of operation. It
stands the same throughout the system. Well, we have made
that step since the last seven years, going in New Y'ork State en-
tirely from that question of percentage up to the car-mile for a
basis. Now. it you genttlemen from your conclusions on this sub-
ject show us that the car-hour is a little better, why we assure you
we want the best, and we are with you. (Applause.)

Mr. Wilson: While sitting here I have been thinking over the
subject a little more deeply, perhaps, than I had in the past. On a
big system, a method may possibly be arrived at such that I shall
be obliged to take back what I previously said as to the matter of
expense. I do not say that it would be absolutely exact, but in the
long run it might average so that it would come out in a satisfac-
tory manner. With us there are over 30 car-houses. We are oper-
ating over 1,400 cars a day; I might say the 1,400 cars are running
on over 30 different routes, the mileage of every one, of course, be-
ing different. If we took each car house and had the foreman In
charge each hour, or each halt hour, simply put down the number
of cars that were on the street atthat time, and take the total tor
the day, divided by the hours, or half hours, as the case may be,
we would then have very nearly the car-hours of the cars from that
house. Of course, it would not be exact, but if a car pulled in five
minutes before the halt-hour, or the hour, some other car might
pull out five minutes afterward, and it might average up.

Mr. P, E. Smith: Why not have your thirty barn foremen send
in reports?
Mr. Wilson : They have all they can do now, and a little more.
Mr. Smith : Let some one else send In once a month the regu-
lar schedule from each barn.

Mr. Wilson: We haven't any schedule. We have one, but it
does not work.

Mr. Smith: Y'our first man is supposed to make 10 trips a day
on some particular run. Now, if all the other men make their
regular trips, why can not that first man send in to you every
morning the regular schedule time for yesterday? Or if you have
to send out an extra tripper, why cannot you say there was an ex-
tra made, and so on.

Mr. Wilson: We could, but that is where the trouble comes:
there are so many ot them, it is an expensive thing to attempt to
do anything ot that kind. Anything is possible.

Mr. Smith: I didn't think that there would be so maany extra
trips but that it could be done. Of course, you have regular ex-
tras, understand, but I mean trippers.

Mr. Hogarth (Denver): I suppose you are all familiar with the
tact that we pay our conductors and motormen every night. We
have a system of universal transfers and I would like to talk over
later with some of the mi-mbers here. I find that in the exhibit
hall there are registers now providing tor fares, transfers and
tickets. That is a very important feature with us, and one I would

DAILY STREET RAILWAY REVIEW.

likii lo go into and sco if it Ih at all practlcabU.'.

President J)iilTy: TlioBo qiiestlona can very well hi: talten care
of in the Informal dis< iiHsion on the last day. I am very glad you
mentioned that and brought it up, Ijecause it will provide mater-
ial for discussion there.

Mr. Hogarth: We operate a few trailers, very few. We are
joining our grips and trailers, making one large car out of them.
The horse cars have been abandoned; the cable has been aband-
oned. We have nothing but electrical equipment. I think that
the hour unit will be the unit for our purposes. The unit ought
to be a standard that is not varlble, or one that is the least vari-
able. Managers like to make comparisons of their lines with
others of tlie same size, If there are any great discrepancies they
wisli to know it; they wish to know it quickly; they wish to ad-
just it; wish to put their lines up to date. I thik the hour unit
is the coming on<'. J regret that I am unable to speak more full
upon the subject, but I have been with the company only two
months, having l)i'en theretofore with the steam roads. They have
a unit established for freight which Is on the basis of the ton-mile;
for passengers, the passenger mile. That is the system followed
by the Inter-State Commerce Commission, and adopted generally
throughout the United States.

Mr. Moore: I would ask Mr. Harrington as to his practice in
computing his car-hours, whether he has trailers and whether they
are manned by different men, and whether he counts the car-hours
for the motor and trailer as well.

Mr. Harrington: We have no trailers and we keep our time
right from the conductor's tally sheet, the same as wo compute
the car-miles. The computation of the car-mileage, of course, is
far more difficult by reason of taking the mileage at the different
points the cars pass over, but it is very easy to get the number of
car-miles from those tally sheets. We pay our men by the hour,
and it makes it very easy for us to do that. We have not noticed
any increase in the office labor. There has been no complaint on
the part of our girls of the additional work thrust upon them, and
we have our car-hour and earnings per car-hour on our tally
sheet, that is made up by the conductor. As I said before, we
have been using it a little over a year and three-quarters and it
has proved a great help. We have had suburban lines where the
car-mile w'as low compared with lines in the city which I knew
were running at a loss, and it would appear they were running at
a loss on the suburban lines, but the caars were running about
two and one-half times faster, and by testing it on the car-hour
basis it made the resulting figure almost doiible that which we
received in the city, and put it on a basis such that we knew just
where we stood.

(Mr. Ham in the chair.)

hlarlliig point you will get the number of cars that are operated
dally, the kind of cars they are. I wan very glad to hear Mr. Wil-
son say in his last remarks, that he was satlgfled that with big
peculiar conditioDH, which are different from those of any of the
rest of UB, he could get around the thing; and I have no doubt that
anything Is possible In the accounting line In Boston, if Mr. Wil-
son will undertake It. I know that you can get the number of car-
hours, the total number of car-hours made per day, more accur-
ately—at least, I believe you can— more easily, more economically,
than you can the number of car-miles. Now, why shouldn't we
have the car-hour? Mr. Vreeland's remarks, I think, w<!re very
good, especially his advice not to start lo settle In two hours a
question which the steam railroad people have been considering
for fifteen years; but It seems to me if you know the number of
cars that you operate each day you can very easily keep track of
the kind of cars they were, whether they were run In trains or
not. how many hours they made, and If you take the schedule
speed that your time-tables call for you have something that will
give you the number of miles that the car traveled from the car-
hour figuring. You may not get it absolutely exact, but you will
get it very close. Take a line that has 10 cars on its time-table.
Suppose that each one of those cars ran 10 hours. You would
there have 100 car-hours. Suppose that, including the lay-over,
and including the allowance for stops and other delays, that those
10 cars are scheduled to take 10 hours each out of the 24 on the
time-table. They will have run 100 car-hours. If you divide the
distance traveled into the number of hours that they are sched-
uled to require to cover the distance, you get, say, 10 miles an
hour. Each car has been in service an average of 10 hours. Each
car has traveled an average of 100 car-miles. The other way,
you take the distance of the round trip and multiply It by the
number of trips that are made. I see very little difference in the
basis you are figuring from. I think Mr. Moore's suggestion that
we all try it this year is a very good one, and if it meets with
the approval of Mr. Mackay, I would suggest that we modify that
resolution, that we recommend the adoption of the car-hour, not
motor-hour, as a standard unit of comparison in connection with
the car-milo, and it is my opinion that this subject should be taken
up by each member individually, put in practice and tried for a
year. Then we can come to the meeting next year and thresh
it out all over again, and recommit this question back to the com-
mittee. I thank you for your attention.

Mr. Mackay: The amendment is satisfactory to me.

Mr. Moore: I would like to say just a word tor Mr. Mackay's
benfit in relation to our own lines. We differ In our equipment
from some of the lines that we have spoken of here this morning.
inasmuch as wo have a new and splendid equipment. The trail-
ers are just as fine cars as the motor cars, just as long and just as
good. They are not ready for the scrap pile; they are manned by
a conductor, just the same as the motor car is, and in our figures
I think it is nothing but fair that they should have hours as well
as the motor cars.

President Duffy: I would suggest, Mr. Mackay, that you make
that motion with reference to the modification that I suggested,
and let the gentlemen act upon it.

Mr. Ham: This resolution as it reads does not say that this
shall be the exclusive unit, and therefore I move the adoption of
the resolution, reading as follows:

"Resolved, That this association recommends the adoption of the
car-hour as a standard unit of comparison."

Mr. J. >i. Smith: I think if Mr. Duffy s suggestion were put in
force, that if we take it for another year, we would come better
prepared, and let each one undertake it. run the year through on
both the mileage and the car-hour basis, and bring a report here.
I feel satisfied if it is as the gentlemen say, that it will go through
without any hesitation whatever.

President Duffy: Mr. Ham, do I understand you that you de-
sire this resolution just that way, without modifying or qualify-
ing It to the extent that it is to be with the understanding that it
is to be tried for a year and it is recommitted back to the com-
mittee to be reported on again?

DAILY STREET RAILWAY REVIEW.

think it is a good thing. If we think, as many ot us do, and I be-
lieve as most of us do, that it is a good thing to know what the
earnings and expenses are per car-hour, then I think we are not
making a bad move to recommend the adoption ot that as a stand-
ard We will continue to have the car-mile standard, and I do not
think we are committing ourselves in favor of it any more than as
an auxiliary standard.

Mr J M Smith: I meant to say that while trying it for a year
we might get into line with our managers and let them under-
stand this discussion, and consider it with them. Then we can
get their views as well as our own. We are not the heads ot the
roads I think if we had a year to work with our managers, if it
is going to be a success, we can, without any hesitation whatever,
adopt it next year.

Mr Diramock: If I had not been here and heard this discus-
sion I believe, as the resolution reads, it would be misleading to a
manager He would immediately reach the conclusion that these
gentlemen had thoroughly sifted this question, and come to the
conclusion that the car-hour was the better unit, while at the
same time we have not reached that conclusion until we have
tried it longer. My former remarks were made with a view o
showing that the mileage basis was misleading in every sense of
the word and that we did need something better, but I do not be-
lieve this question has been studied enough to warrant the ad-
option of the resolution unless it is made in such a way as to
show that it is a trail. If the resolution can be made to read so
as to not mislead the managers who are not present when hey
discover what has been done, then it would be a benefit, and they
would immediately say to their auditors and men m charge Now
let us try this thing. The accountants are reaching a P°'nt J^ere
they believe this is the best," and yet they will understand that
it is only for a trial.

Mr F E Smith: I do not see the use of referring this back to
the committee. You cannot change the opinion of t^e commiUee
on the subject at all. It is for the consideration ot the con^en-
tion' let the convention decide.

Secretary Brockway: That is what the standardization com-
mittee said at Boston, and they changed their minds.

President Duffy: The standardization committee didn t change
their minds, they changed their classification. I """^ ^o recom
mit is a proper procedure. Does any gentleman wish to make
that as an amendment and have it acted upon?

Mr. Wilson: I offer it as an amendment.

Mr. Han: I am perfectly willing to withdraw my motion. That

will make it simpler. „i,„„i,i

President Duffy: My idea would be that this resolution should
he if you will permit the chair to make this suggestion: Re-
solved that this association recommends the adoption of the car-
hour as a standard unit of comparison, with the understanding
that it is to be put to a practical test by each company repre-
sented in the membership of this association, either m connec-
tion with the car-mile or not. as they may see fit. and that the com-
mittee report back at the 1901 convention." _

Mr Wilson: I don't like that phrase recommending the adop-
tion " It is true that we go on to explain it afterwards.

President Duffy: Suppose you use the word "use." instead of

"adoiJtion."

Mr Wilson: I think it will be better, possibly.

President Duffy then put the question on the adoption of the
resolution as amended, and it was adopted unanimously.

President Duffy: A matter that I would like to speak of is the
Railwav Officials- Private Report and Reference Book, that I re-
ferred to in my Address as President. The publishers. Messrs.
Hanna & Gray, have left with Mr. Brockway several copies of the
book. Any gentleman belonging to this association who desires
one of those books will be very cheerfully supplied, if he will
simply fill out one of the cards that Mr. Brockway has. and if he
would prefer to have the book stamped with his name, if he will
turn the card in Messrs. Hanna & Gray will send the book as soon
as they can give the order to the printer. But if members wish the
book now. by simply leaving the card with Mr. Brockway, he will
provide them.

Secretary Brockway: There is one matter which is very close to
my feelings with regard to the association, and that is the member-
ship. It has been. I can almost say. our habit to go away from the

conventions with fifteen or twenty members gained at the conven-
tion, and for your information 1 want to say that we have thus
far gained two at Kansas City. We are considerably behind our
record, and we are going to need the constant co-operation ot all
the members to gather in those who are not with us at present;
if I can feel sure that everyone is keering that in mind in talking
with other railway men here. I think we can leave here with our
usual record.

Mr. J. M. Smith: How would it be for some person or some
member of the American Association to take up our cause and
speak to the managers who are attending the convention on the
other side of the hall, witht a view to increasing our membership.
There are managers here who could speak for their companies and
join us while they are here in convention. If it is left for indi-
viduals to go around, we do not meet them to know them at all. I
do not know one in ten.

President Duffy: I will speak to the secretary, and see what
can be done in relation to that.

Secretary Brockway: We have a plan in mind for securing the
co-operation of the secretaries this coming year, the secretary of
the American Association working among its members who are not
members of this association, and vice versa, but the idea I had in
mind was to strike while the iron was hot and while we had them
right here, subject to personal influence.

On motion the convention adjourned until 10 o'clock Thursday
moniing.

« • »

COMPRESSED AIR AS A MOTIVE POWER.

In an interview yesterday Mr. Henry W. Cook, president of the
Compressed Air Co.. said to a "Review" representative that the
development of the compressed air motor is is proving to be in the
best interests of the street railway companies and the public. Al-
ready two of the foremost systems in the country are operating
compresed air cars. "The Metropolitan Traction Co.. of New York,"
continued Mr. Cook, "has just put 200 air cars on the 28th and 29th
St. lines in New York City. That line is entirely operated with air
cars. Though the conditions are very exacting, the cars making
frequent stops by reason of the many tracks and the narrow streets
and also by stopping at any point in the block to pick up passen-
gers, the service is reliable and the cars are a decided improvement
over the former cars operated on that line.

"In Chicago air cars have been performing night service be-
tween the limits on North Clark St. and the City Hall for the past
sixteen months. The motor cars have single truck motors and on
North Clark St. when travel is heavy sometimes two trailers are
attached.

"The Compressed Air Company is now placing upon the market
its double truck 40-ft. motors, and contracts are now pending for
these motors to operate upon suburban lines of steam railroads
and in cities where the single truck motor cannot meet the re-
quirements of the service. These motors give satisfactory service.
There is no noise except in starting, when a slight exhaust is no-
ticeable. This will be overcome when the motorman becomes ex-
pert in handling the levers, and does not use more air than is nec-
cessary. When the air cars are running they are noiseless, and
in this respect they differ from the trolley cars; with the electric
cars the noise is greatest wiien they run most rapidly, and have
the heaviest loads.

"Competent engineers who have examined the system endorse it
highly, and the fact that the cars are operating in New York and
Chicago shows how important the question ot air motors now is
to the street railway interests of the country. The Compressed Air
Co. is controlled by practical street railway and steam railroad
men who realize the great value of an independent motor, and be-
lieve that the mechanical development of the air motor at this
time compares favorably with electricity at the time of its adop-
tion for street railway traction. In many respects the air motor
has a decided advantage of all other systems owing to the slow
moving character of its machinery, its low cost of maintenance
and the fact that it does not require any special track or out-door
eontruction in order to operate its cars. Any good track suffices
for thi' air motor.

"The motors on the 28th and 29th St. lines in New York weigh
19,100 pounds. Those operating in Chicago weigh 18,000 pounds,
and being entirely spring supported they save both jar in the mo-

DAILY Sl'kl-:

K'AIIAVAY REVIEW.

tor machlnory and trar^k conslniotlon. We bclinvi' thai air with
the Inih'pendfnt motor will prove a valuable ally to both clectri-
i-M.y and cahU! roads. 'I"hn carH can bo gradually lutroducod on
roads already equipped with other motorH, and in Hueli a manner
aK to Improve oxistinji Hystems to their advantage and the bene-
fit of the jjubllc. Favorable reports have already been made l)y
engineers of trunk lines eontemplating the adoption of air mot-
ors to run in their regular tracks on suburban servlee.

"It can bo truthfully said that air has never been tried in any
mechanical position and found wanting, and the air car only proves
another demonstration of this fact. Our mechanical department
Is handled with judgnipnt, care and attention to every detail.

"Theory is one thing, practice is another. In practice the air
motors bear out the claims for them, and it is no longer thee ''eti-
eal. So far the Air Company has accomi)lished a great deal .ind
will accomplish more. It has made a fair start towards winning
the eonlldence of the street railway managers, and I believe that
business will follow along these lines and that air motors can be
built to lit any reciuirod situation. Parties considering the build-
ing of new feeder lines or desiring to increase the volume of their
business during rush hours may find It to their interest to con-
sider the n"Pstion of introducing air motors to help them out. dur-
ing these hours. Our company invites careful examination of
plans, and the actual operation and results of the motors now In
service." '

CONCERNING TRUCK PATKNT8.

KanKas City. Oct. 17, 1900.

Kdltor "Review": Referring to the article published in your
is.Kue of the 17th Inst., page 17, entitled "Hrlll No. 27 Truck
Patent," I desire to slate that our company la <lefendlng the suit
brought by the Rrlll company againBt the North Jersey Street
Railway Co., and that I am informed by our attorneyB that there
Is no question about their ability to Bncceflsfully defend this suit;
that the half elliptic spring bolster support claimed by the Brill
company was shown and patented as far back as 184,^, and that
this siieclfic arrangement of spiral springs In combination with
half elliptic springs Is an old carriage spring device and has
l)een in use for years.

As to the priority of invention referred to in the Interference
itilt between Chas. F. ITebelacker and the J. G. Brill Co., the
decision In this case was that Mr. I'ebelacker was awarded a
patent for his specific claims and Mr. Brill one for his, both being
i'.wardcd patents.

.\s can be readily seen upon examination of Per-kham's No.
1 t-B-3. short wheel base trucks (made under the patent of
Mr ITebelacker), 80 pairs of which are In use under the cars of
the Kansas City railway, the arrangement of bolster springs Is
different from that shown In the Brill No. 27 truck. The main
difference consists In the support of the half ellipf'.c springs upon

PE('KH.\M No. 11-B:! TRICK
Ceveifd b.v letters patent pranti-rt to C. F. Ui'heliicktr.

TRIP TO FT. LEAVENWORTH.

Promptly at 1:.'!0 this afternoon a special train will start from
the Tnion Depot over the Mi.ssouri Pacific railway to take all in
attendance at the convention to Ft. Leavenworth, Kas., where
part of the afternoon will be spent. After visiting the U. S. pene-
tentiary and the government reservation the party will be taken
to the Old Soldiers' Home just south of the city of Leavenworth.

♦-•-♦

THEATER PARTY LAST EVENING.

A delightful theater party was given last evening at the New
Coates Theater by the Metropolitan Street Railway Co. The en-
tire house was placed at the disposal of the visitors, who made up
small parties and selected their own seats.

The play was "A Runaway Girl," but a few of the hits made by
the comedians were not in the original score.

.A,mong those occupying boxes were the Executive Committee
of the American Street Railway .\ssocIatIon and ladies. Secretary
Penlngton, .1. R. Graham, ,T. .A. Rigg and ladies. R. .1. Williams
and Miss Herford, Mr. Push and ladles. R. E. King and ladies. F.
Mac Govern and party, and ,T. H. Van Brunt.

.^t a recent meeting of the Dundee tramways committee a coni-
nuinication from the Board of Trade was submitted asking that the
speed of cars on certain routes be reduced to four miles an hour.
The manager reported he tliought six miles an Hour was a safe
rale and it was resolved to aviply to the Board for permission to
run at that speed. \Vc wonder why the linrsc lines in Dundee were
ever changed to electricity.

or suspended from the side frames. In the Brill construction the
elliptic bolster springs are supported from the side frames by
bolts, the heads of which rest directly upon the side frame.s and
not being cushioned become crystalized and break: we have se*n
Brill trucks of this type in which a large percentage of these sus-
pension bolts broke within a few months after l>eiDg placed in
service. In the I'ebelacker construction the elliptic bolster springs
arc suspended by bolts, the upper ends of which are supported on
siiiral springs which cushion the shocks received in crossing tracks
and switches. The suspension bolts are constructed with eyes at
each end through which steel pins are inserted. These pins rest
upon the spring caps and are much stronger and less liable to
break than bolt heads, and being supported upon springs are re-
lieved from crystalization and breakages caused therebj-.

The best evidence of the superiority in design and construction
of our No. t4-B-3 truck is the large number (over 2.000) sold since
their introduction less than two years ago. to such roads as Metro-
politan Railway, of Washington: North .Jersey Street Railway Co..
of Jersey City; Boston Elevated Railway, of Boston; I'nion Rail-
road Co.. of Providence: Cleveland City Railway, q;" Cleveland. C.
and the Metropolitan Street Railway, of Kansas City. As you are
aware we were the pioneer? of the short wheel base truck, which
has become so popular and is being copied by the Brill company
and the truck manufacturers, who opposed its introduction as not
being constructed upon correct lines.

We deplore this newspaper controversy, but it will be evident to
ail that the statement by the Brill company referred to above com-
pels us in self-defence to explain the true situation.

THE PECKH.\M TRUCK CO..
E. Pcckham. Pres.

DAILY STREET RAILWAY REVIEW.

FORT LEAVENWORTH, KAN.

Early in the year 1827, Col. Henry H. Leavenworth, 3d U. S.
Infantry received orders from the War Department to proceed with
four companies of his regiment to the Missouri River and estab-
lish a "permanent cantonment" upon a suitable site within 20 miles
of the mouth of the Little Platte. This step was deemed necessary to
protect the Santa Fe traders from the incursions of the Indians who
had begun to plunder the caravans passing in yearly increasing
numbers from the East out into the then unexplored West. The
post thus established became at once the Mecca for traders, travel-
ers, paroled soldiers and friendly Indians and during the great
hegira to the gold fields of California in 1849, over 70,000 men, wo-
men and children passed through the reservation.

The original fort, known as Cantonment Leavenworth, comprised
a square, on each of the four corners of which was a log block-
house pierced for musketry. In 1832 the name was changed to Fort
Leavenworth and the old log buildings gradually gave way to more
permanent structures. The character of the post, too, has changed
and Fort Leavenworth now partakes more of the nature of an
army barrack than of a fort. It is, however, one of the most
important home military stations over which the American flag
floats. Under normal conditions the barracks are filled with U. S.
troops held for reserve duty or fitting out for frontier service,
but as a result of the Spanish war and the acquisition of our new
foreign possessions, most of the usual occupants of the buildings
are doing duty in the Philippines or Cuba, and there remains but
a small guard to picket the grounds.

The reservation contains nearly 12,000 acres, distant about three
miles north of the city of Leavenworth, and lying along the tops
of the bluflfs overlooking the Missouri Valley. Within this area
are the United States War College, Post Chapel, Barracks, Riding
School, Quartermasters' Building, a fine monument to General
Grant, a national cemetery and officers' cottages and quarters.

Here also are the United Slates Penitentiary and a new Federal
Prison .now being built by convict labor.

The United States Penitentiary was formerly a purely military
prison, and so remained, a sort of general guard house for the
army, until 1895, when it passed from the control of the War
Department to the Department of Justice. The institution com-
prises a group of three-story stone buildings separated by alleys
and court yards, there being round about them all a stone ram-

?«^«

Win

at •iiiMM^^^''^"'?'^'^ - ft

INF.VNTRV BARRACKS, KEAKNEV AVE.

part pierced by a single sally port, before whose double iron gates
a picked sentinel, armed with Spencer repeating shotgun and re-
volvers, paces every moment of the day and night.

Within these sombre gray walls are confined nearly 1,000 men,
who in various ways have brought themselves under the ban of
Uncle Sam's displeasure. Some have committed murders, some
are counterfeiters, others have violated the neutrality, postal or
revenue laws, and a few are serving sentences for willfully mis-
applying the funds of national banks.

The prison draws its inmates from a section embracing Colorado,
New Mexico, Texas, Oklahoma, Indian Territory, Arkansas and
Kansas. Included in the number are representatives from the
highest walks of life, as well as the lowest, but prison regulations

take no account of past deeds, and here all men arc at least equal,
if not free. The refined, well-educated bank cashier, who has
violated the trust he once enjoyed, lock-steps across the stone
paved prison court with the desperado from New Mexico and
the murderer from Texas, and it would be hard to pick the one
from the other from among the groups of gray-clad, clean-shaven
men that file slowly by, each face indelibly stamped an ashen gray
hue, known the world over as prison pallor.

The penitentiary is in charge of Maj. R. W. McClaughry, who
has given a lifetime to the development of the science of penology.
Major McClaughry prefers to call his institution a reformatory,

tl. S. PENITENTIARY.

instead of penitentiary, and every rule and regulation for the care
and guarding of the prisoners is made, not with the purpose
solely of meting out punishment for past wrongdoing, but with
the hope and desire that the men may be led to take a higher
view of their duties as men and citizens, or at least become con-
vinced of the uselessness and folly of acts contrary to law, to the
end that when they leave the institution they may become useful
and desirable members of society, or in any event, harmless ones.

But the warden, while working for the good of each of his
charges, is not a sentimentalist, and in him the hardened profes-
sional criminal finds a stern master, who deals out severe punish-
ment upon the slightest sign of viciousness or insubordination, and
if the occasion demands, can shoot as quick and as straight as
any crack marksman from the plains.

Somewhat contrary to the usual custom in penal institutions,
the prisoners at Ft. Leavenworth do no inside work, with the
exception of making their own clothes, but they are taken out-
side the walls and do general farm work and also railroad con-
structing. The larger part of the inmates are now engaged in
building a new Federal prison nearly two miles from the present
buildings, the men going to and from the site under guard.

.Mthough kindness and mild treatment are used wherever possi-
ble in dealing with the prisoners, the kindness is re-enforced at
every point by iron bars and stone walls and loaded shotguns in
the hands of expert marksmen. The work of patrolling the walls,
guarding the cells and dormitories, and escorting prisoners when
working outside the walls requires the services of 50 guards — a
number that on first thought would appear altogether too small
to guard a body of men twenty times as large, and including some
of the most desperate characters the Southwest can produce. But
this proportion is seldom increased, even when the men are taken
outside to work, and 30 or 40 convicts, each carrying a hoe or
shovel, frequently work all day a mile from the prison with but
two guards to watch them. It is probable that if under these con-
ditions a concerted efifort to overpower the guards and escape was
made, it would be partially successful and some of the prisoners
would undoubtedly get away, but there are several circumstances
that make such an attempt so improbable that the risk can be
safely taken. In the first place, the difficulties in the way of arrang-
ing such concerted action are almost insurmoimtable, for the in-
mates are never together without at least two pairs of keen eyes
watching their every movement. Then each man knows that the
first sign of an outbreak would probably mean instant death to
several of their number, for the guards shoot to kill, and no one
is willing to take the part of martyr. Prison life is a great leveler
and the devil-may-care desperado who, in his old life, on a good

DAILY STREET RAILWAY REVIEW.

pony, with all his weapons and some high sounding nickname to
defend, would take any chances that were offered, when shorn
of his pomp and equipage is perfectly contented to keep on hoeing
corn or laying bricks, and let some one else take risks with the
guards' bullets. Just plain 321 of the prison gang is a very differ-
ent person from the "Killing Hill" or "Ueadwood Dick" of the
prairies.

The guards all possess high records in both rifle and revolver
practice, and for a prisoner to approach an officer nearer than
five paces without raising the right hand straight in the air and
holding the left rigid at his side is to draw the fire of every guard
in the vicinity.

In spite of these precautions outbreaks occasionally occur and
then there are lively times. One of the boldest of these attempts
to break prison was made a few years ago, but was a dismal failure
as far as the inmates were concerned, although its complete suc-
cess was only prevented by the pluck, of one man. The ringleader
in the movement was a strapping big convict, who succeeded in
smuggling from the table a handful of black pepper. Watching
his opportunity while crossing the prison yard from the dining
room, he approached a guard as if to ask him a question, and
when within a few paces threw the pepper directly into the offi-
cer's eyes, at the same time making a dash for the sallyport gate,
which stood open for the moment to allow some one to enter.
But quick as were his movements the guard was faster, and
although suiTering intense agony and half blinded, brought his
gun to position and fired, killing the convict before he had taken a

tinuing until Mar. i, 1897, when he returned to Joliet to begin
his second term as warden. On July i, 1899, he became warden
of the U. S. penitentiary, I'ort Leavenworth. Mr. McClaughry
deserves special credit for his efforts in introducing the Bcrtillon
system of identifying criminals into the United States, and in
establishing the national bureau of identification and the national
union of chiefs of police.

The warden is assisted by Mr. I'rank H. Lemon, deputy war-
den.

THE INTERURBAN LINE BETWEEN KANSAS CITY AND
LEAVENWORTH, KAN.

The Kansas City-Leavenworth Railway Co. was chartered in
April, 1899, and in January, 1900, its road was opened to the public.
The line starts at Grand View, Kansas City, Kan., near the termi-
nus of the Metropolitan Street Railway Co's. Grand View branch,
and runs parallel to the Kansas City Northwestern R. R. to Vance,
a distance of eight miles. It- then crosses the steam line and strikes

R. W. McCLAUGHRY.

GENERAL OFFICE.S AND CAR HOUSE.

across the country to Wolcott, where are located the general offices,
power station and car barns. This town was formerly called Con-
ner, after an old Indian chieftain, but when the electric line was
■opened the inhabitants by popular vote decided they would rather
have the place named after a live street railway manager than a
dead Indian, so the town was rechristened in honor of Mr. Herbert
W. Wolcott, who was largely instrumental in bringing about the
successful completion of the road. Leaving Wolcott the route

dozen steps toward the gate. Another member of the gang, who,
realizmg what was going on, had started for the opening, was
shot through the heart by a guard from another corner of the
yard. It was all over in less than a moment, but the effect of
such an occurrence lasts for years, as nothing takes the light
out of unruly convicts so quickly as to sec one; of their fellows
killed in this way.

The prison's daily routine is not severe, but it is rigidly enforced.
The inmates rise at 6 o'clock, go to work at 7, and are in bed
and supposed to be asleep by 9:30 p. m. There is an abundance
of good wholesome food, and certain hours for reading, religious
services and recreation. The uniform is a plain gray suit, with
the man's number stamped on the breast and back.

The grounds for the new prison now being erected contain
1,200 acres, and when the plans arc carried out this prison will
be one of the most secure and conveniently arranged in the
United States. It is 800 ft. x 900 ft., and consists of four long
cell-houses, radiating from a central rotunda, from which also
leads an enclosed corridor to a separate building, where are the
dining room, kitchen, school room, library and chapel. Over the
rotunda arises a handsome dome, the top of which will be about
200 ft. from the ground. In the school room and chapel the re-
formative idea in prison management will be given free scope.

Maj. Robert W. McClaughry, warden, was horn in Hancock Co.,
111.. July 22, 1839. He enlisted in the Ii8th Illinois Volunteers in
1862, and served throughout the war. In 1874 he was appointed
warden of the Illinois State Penitentiary at Joliet, 111., but resigned
in December. 1S88. to take charge of the Pennsylvania Industrial
Reformatory, Huniington. Pa. On May i. iSoi. he became chief
of ilic police of Chicago, but in August. iSo,%. accepted the superin-
tendency of the Illinois State Reformatory at Pontiac, there con-

< ONSTBVCTIO.S CAR.

parallels the main line of the Missouri Pacific Ry. nearly to Leav-
enworth, passing the Kansas State Penitentiary at Lansing, and
the National Home for Disabled Volunteer Soldiers about three
miles farther north. At Leavenworth connection is made with the
Leavenworth Electric R. R.. which serves the city of Leavenworth
and operates a three-mile line to Ft Leavenworth.

The road is 2^ miles long, single track throughout, with seven
turnouts and five Y's for turning cars. The rails are 6l-lb. T-section
laid on white oak ties placed 2 it. c. to c. and rock ballasted. Amer-
ican rail joints were used throughout.

The overhead work on straight track is single pole with bracket
construction, and on curies double pole with span suspension. Two

DAILY STREET RAILWAY REVIEW.

POWER STATION.

trolley wires are used to avoid overhead switches. The wires are
figure 8, No. ooo. All brackets and overhead materials were sup-
plied by the Ohio Brass Co., through the B. R. Electric Co., local
agent. The feeder system consists of 350,000-c. m. aluminum cables
of which there are 450,000 ft.

The power house contains a i,ooo-h. p. simple non-condensing
Hamilton-Corliss engine with cylinders 32 x 54 in., belted to two
300-kw. General Electric generators, mounted on one shaft with
friction clutches between, by which either machine can be thrown
out of service. Steam is taken at 120 lb. from four 250-h. p. Stir-
ling water tube boilers arranged in two batteries.

Car barns and the general Offices are in a brick building near
the power station. The repair shop occupies one corner of the car

of the tracks in front of the offices at Wolcott, and the reservoirs
on the cars are charged after each half trip. The air until recently
was compressed by a pump driven from the main engine in the
power station, but with this arrangement the entire station had
to be started up in the morning a half-hour before the cars were
scheduled to leave, in order to have air for the brakes. The com-
pressing is now done by an IngersoU-Sergeant pump operated by a
lo-h. p. vertical engine. Air is stored in the yard tank under 3ao-lb.
pressure, and is carried on the cars at about 200 lb. The vertical

STONK ('RUSHEK.

engine mentioned also drives a small motor for lighting the offices
and power house when the main plant is shut down.

All broken stone used in ballasting the road is crushed in an
Austin stone crusher located at a quarry between Wolcott and
Kansas City, Kan. The crusher is driven by an electric motor tak-
ing power from the line circuit. In building the roadbed regular
steam road practice was followed, and in fact a steam locomotive

H. \V. WOLCOTT,
Secretar.v and General Manager.

D. H. KIMBERLV,
President.

0. D, HENRY

Snperintendent.

barn and contains a lathe, drill, punch, blacksmith outfit and small
crane for handling armatures, wheels and other small parts.

The company owns six coaches with smoking compartments;
four combination express and passenger coaches; three picnic cars;
one steam locomotive; one motor construction car; 15 flat freight
cars and one box freight car.

The passenger coaches were furnished by the American Car Co.,
of St. Louis, and are 41 ft. long over bumpers, 31 ft. 8 in. over
corner posts, 8 ft. 5 in. wide over sill plates, and weigh complete
about 42,000 lb. They are vestibuled at both ends and are fitted
with Hale & Kilburn seats; Consolidated electric heaters in all com-
partments and in the motorman's cab; standard steam locomotive
oil headlights; Wilson trolley catcher and Magann air brakes and
whistles. Each car is equipped with four 50-h. p. Lorain "Steel"
motors geared to 45 miles an hour, and is mounted on Peckham
14 A double trucks; the wheels are 33 in. in diameter with 4}4-in-
tread. Wheels were purchased from the Kansas City Car & Foun-
dry Works, which are now owned by the Griffin Wheel Co., of
Chicago. The company also has one equipment of Lorain double
trucks, type F.

Compressed air for the air brakes is stored in a tank at the side

was purchased and used in the work. The company also owns a
motor construction car that has done excellent service in con-
struction and track repair work. This is a regular freight flat car
with a cab built in the center to protect the controller and other
operating apparatus. The body is 33 ft. long, mounted on Peckham
standard double trucks, equipped with four 30-h. p. Lorain "Steel"
motors and Magann air brakes. The car has a capacity of 28,000
lb. and will haul six loaded freight cars over a 3 per cent grade.

The officers of the Kansas City-Leavenworth Railway Co. are as
follows: President, D. H. Kimbcrley, Cleveland; vice-president,
H. C. Ellison; secretary and general manager, Herbert W. Wol-
cott; treasurer, Chas. O. Evarts; .superintendent. O. D. Henry; elec-
trical engineer, Chas. Steig.

Mr. W. E. Pimlott is representing the .J. M. Atkinson Co., of
Chicago.

Mr. H. F. .T. Porter of the Bethlehem Stoel Co. extends a cordial
invitation to all stroet railway and supply men to visit Parlor F at
the Midland, where he showing samples of work done by tools
treated with the Taylor-White process of hardening steel.

DAILY STREET RAILWAY REVIEW.

2»

OHIO BRASS CO.. MANSFIED, O.

This company Is making an unusually large exhibit of its goodK,
as follows: Klexiblc pole brackets of all forniK; regular line of
overhead material embracing various shapes in which "DIrlgo"
Insulation Is made; late forms of round top hangers known as
type N. anil wliiili have attracted considerable aUi'ntion and favor-

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able comment because of their neatness, compactness and strength:
third rail in.sulators; complete line of Fig. 8 and other special ma-
terial; double Brooklyn insulators and 3-in. globe strain insulat-
ors; emergency hose bridge; Monarch track scraper and adjust-
able track brush holder; high tension insulators for all conditions.
Messrs. C. R. King, R. P. Byrns, Geo. A. Mead, and A. L. Wilk-
inson are looking after the company's interests.

ATLAS RAIL JOINTS.

The Atlas Railway Supply Co., of Chicago, is showing samples
of joints and braces at space No. 16. Mr. J. G. McMichael, who has
charge of the booth, is kept busy greeting old friends and making

\ w$m.^m^:L^

L^ .

new ones, and expresses himself as well pleased with the results of
his display. The company is also calling attention to the Atlas
primer and surfacor. Messrs. R. B. Kent and E. W. Ash are as-
sisting Mr. McMichael.

» « »

BIERBAUM & MERRICK METAL CO.

At this company's space, 10, are displayed samples of "Lumen"
bronze bearings and "Ideal" trolley wheels. Lumen is a metal
made according to a patented formula, and it is claimed, possesses
many qualities as a bearing metal not found In phosphor and other
bronzes. According to tests made by Prof. Carpenter, of Cornell
University, it has a specific gravity of 6.9; average tensile

strength of over 30,000 pounds per square Inch; average compres-
sive strength of over 75,000 pounds per .square Inch; and electrical
londuitivity of 22 per cent compared with pure copper. Bulk for
bulk is from 15 per cent to 25 per cent lighter than bronze. It
will not score or cut the shaft, journal or pin, and runs cool under
pressures that crush other alloys. Mr. Edward P. Sharp, of Buf-
falo, manager of the street railway department. Is kept busy ex-
plaining the properties of the new composition.

< « »
CUTLER-HAMMER MANUFACTURING CO.

One of the newcomers into the street railway field is the Culler-
Hammer Manufacturing Co., of Milwaukee, which is showing at
space No. 31 a line of switchboard appliances. The display con-
sists of a standard switchboard for a 500 kw. station, the board
comprising a generator panel, a motor panel, feeder panel and
automatically controlled booster panel with necessary switches

and instruments. This company's circuit-breakers are of spe-
cial interest. They are provided with powerful magnets for
blowing out the arc and also with time-limit attachments, which
allow the bieakers to remain closed during a sharp peak in the
load, but permit them to open instantly on the flow of a danger-
ously abnormal current, or of a moderately abnormal current,
which lasts long enough to endanger the apparatus in circuit.
The breakers are sold under the name of "W. T. L.," meaning
with time limit.

Another novel device shown by this concern is an arrangement
of solenoid switches for automatically throwing a booster into
and out of circuit according as the load demands. The company
is represented by Mr. C. H. Nowood, of the Milwaukee oflSce.
« » »

Burton-on-Trent, England, is to have electric trams.

Russia has caught the exposition fever and proposes to hold an
industrial exhibition at Riga in igoi. Electricity in its various
applications will take an important part

DAILY STREET RAILWAY REVIEW.

s
p

A
C
E

HAVE YOU SEEN

THE GARTON LIGHTING ARRESTERS?

HAVE YOU SEEN

The AUTOMOTONEER?

A Regulator to prevent
FAST FEEDING.

GARTONDANIELS CO., Keokuk, Iowa.

P
A
C
E

((

Serrated Wheels

PATENTED

FOR CARS. SNOW PLOWS and SWEEPERS

Quincy & Boston Street Railway Company Writes:

"We equipped several plows with 'Serrated
Wheels' and ran them in every storm of last
winter when all the other plows were stalled
because the wheels slipped around. 'Serrated
Wheels' are as good to pick snow and ice off of
a track as too men."

Send orders to

Burnham & Duggan Railway Appliance Company,

NO. 60.STATE STREET, ROOM 701.

BOSTON. MASS.

►♦-»-»-»♦-♦-»♦♦-*-»♦♦-»♦-♦♦ <♦♦»»> »♦-»-»-<

X. S. R. A.

Allen, Fred C, Venice, 111.

Baumhoff. Geo. M.. St. Louis, Mo.

Baker, C. C, Topeka, Kas.

Burch, E. P., Minneapolis, Minn.

Crowley, H. J., Bridgeton, N. J.

Dimmock, W. S., OmaJia, Neb,

Douglass, R. M., St. Louis. Mo.

De Coursey. Harrj-, Leavenworth, Kas.

Fisher, F. K., Joliet, 111.

George, M. C, Terre Haute, Ind.

Hutcheson, J. E , Ottawa, Ont.

Hires. T. F., Bridgeton, N. J.

Hogarth, J. B., Denver. Col.

Koss, T., St. Joseph, Mo.

Kamper, John, Meridian, Miss.

Kibbe. A. S., Joliet, Jll.

Lawton, F. C, Colorado Springs. Col.

.Vlinary, C. K., Springfield, 111.

Minarv, T. H., Springfield, 111.

Miller, J. H., Springfield, O.

Noyes, E. A., Saratoga, N. Y.

Rockwell, H. O., St. Louis.

Rayners, Geo. E., Portland, Me.

Smith, C. B., Topeka, Kas.

.Smallwood, F. C, St. Joseph, Mo.

Spencer, E. J.. Venice, 111.

Smith, G. J., St. Louis.

ACCOUNTANTS.

Donnell, F. S., Ottawa, 111.
Hutcheson, J. E., Ottawa, Canada.
.Mitchell, C. S., Pittsburg, Pa.
-Moberly. R., Kansas City.
Read, W. P., Salt Lake City, Utah.

MISCELANEOUS.

Armstrong, A. M., Schenectady, N. T.

Alvagnor, Herbert. St. Louis.

Allison, J. W., St Louis.

Anthony. W. M., New Haven, Conn.

Allen, W. H., Clinton, Mo.

Bileston, L. E., Akron, O.

l^arbee, J. S., Kansas City.

Bradv, C. .. Philadelphia, Pa.

Buddicke, Wm. A., St. Louis.

Brooks, 1. E.. Lincoln. Neb.

Brooks, M., Lincoln, Neb.

Brett, Geo. E., Philadelphia.

Bauman, Seth, St. Louis.

Balch, John, Boston.

Barckley, Geo. B.

(^olvin, H. S., Lawrence, Kas.

Colvln. J., Washington, D. C.

Campbell. S. C, Lincoln. Neb.

Crate, Amos, Louisville, Ky.

Croninger, Clift R., Chicago.

Dinsmore. S. M.

Drake, F. S., New York.

Doubt, R. A.. Lincoln, Neb.

De Nute, H. S.

Donohoe, F. E.

Edmonds, F. W., Chicago.

Foutch, E. L., Kansas City.

Farnham, W. B., Dayton, O.

Fredberg, H.

Kurd, D. F., Kansas City, Mo.

Hall, Wm .R.

Hartley, H. C, Lincoln.

Hall, F. A., Chicago.

Hund, B. S., Belleville, 111,

Jeffery, E. 0,, Lincoln, Neb.

Knox, G. W., Chicago.

Keanshaar, C, F., St, Louis.

Ludlow, W. E.

LATER ARRIVALS.

Lewis, H, G., Philadelphia.
Lockwood, Joseph E,, Detroit. Mich.
Leidlnger, P., Dayton, Ohio.
Lynch, James.
Lehman, J, S,, St, Louis,
Mac Govern, Frank, New York.
Mayer, C. J., Philadelphia.
Mulkey, J. M,, Detroit, Mich,
Marks, Frank P.,, Cleveland, O,
McRoy, J. T., Chicago.
Mowry, L. C, Chicago.
Moore, R. E., Philadelphia, Pa.
Orton, C, S,, Lincoln, Neb.
Peck. C. A., Kalamazoo, Mich.
Penfield, E. W,, New York.
Perrine, Charles H., Chicago.
Plumie, C. R., Lawrence, Kas.
Pipperbery, A. J,, Lincoln, Neb,
Price, J. B.. St. Louis.
Peckham, E,, New York.
Robinson, E. J., St. Louis,
Rossman, J. G,, St. Louis.
Robinson, John C, Philadelphia, Pa.
Reinaehl, C. W,, Stulton, Pa.
Reinoehl, C. W., New York.
Shipman, H. S., Lawrence, Kas,
Stephens, M, M., E, St, Louis,
Shainwald, J, C, Chicago.
Slingluff, Wm. H., Chicago.
Smith, A. B,. Lincoln, Neb.
Stanfield, Chas. A., St, Louis.
Skeen, Robt,, Belleville, 111,
Spencer, E, J., St. Louis.
Smith, C, C, Milwaukee,
Schmedler, Gus, Kansas City,
Seymour, E, A,
Stith. Frank, Kansas City.
Sward. J.

Schaefer, J. F., Chicago.
Silver, W. S., New York.
Sutton, R, J., Kansas City.
Snively, J. S., Kansas City.
Voight, G. W., Chicago.
Vail, J. A,, St. Louis.
Vanhorn, V. J,, Keokuk. Iowa.
Wood, T. E., Cincinnatti.
Watts, J. E.. St. Louis, Mo.
Wampler, W. M.. New York,
Wheeler, Wm, E,, New York,
Wickwire. E, F,, New York.
Warren, Joseph, Milwaukee, Wis.
Webster, D. F., Sedalia, Mo.
Wendell, .lacob, New York.
Young, C. G.. New York.

LADIES

Mrs.

Jones.

Miss McLean.

Mi.ss

Hoist

Mrs.

Walters.

Mrs.

Janks.

Mrs.

Graham,

Mrs.

Patton,

Mrs.

Anderson.

Mrs.

Dimmock.

Mrs.

Fred

Allen.

Mrs,

Stowe,

Mrs.

Donnell,

Mrs,

Bayarth,

Mrs,

Dummick.

Mrs

Odell

Mrs,

Green,

Mrs,

. T

. Rock.

Miss J,

Bendure.

Mrs,

Rayworth.

Mrs,

Roach.

Mrs. F. L. Roach,

Mrs, John Ehrhardt.

Mrs. W. G. McDole.

Mrs. Ira A. MacCormack.

Mrs. W. J. White.

Mrs. W. H. Harris.

Mrs. R. S. Goft.

Mrs. H. F. McGregor.

Mrs. J. M. Jones.

Mrs. W. H. Holmes.

Mrs. C. F. Holmes.

Mrs. L. E. James.

Mrs. W. A. Satterlee.

Mrs. J. W. Carter.

Mrs. W. G. Becker.

Mrs. W. E. Kirkpatrick.

Mrs. D. W. Dozier.

Mrs. Chas. Grover.

Mrs, E. Butts.

Mrs. E. S, Foster.

Mrs. Carington.

Miss M. E. Greene.

Mrs, J, A, Benduse,

Miss O. T. Rayworth,

Mrs. F. G. Jones.

Miss McLeon.

Miss Hoist.

Mrs. J. F. Wattles.

Mrs. J. G. McMichael.

Mrs. E. P. Morris.

Miss M, Berryman,

Mrs, J. A. Granger.

Mrs. H. D, Cooke.

Mrs. Peter D. Milloy.

Mrs. W. Smith.

Miss F. Weber.

Mrs. Ben Kellogg.

Miss Barris Kellogg.

Mrs. Jas. Conwally.

Mrs. L. R. Crane.

Mrs, M, J, Wilcox.

Mrs. W. Monroe.

Miss Henderson.

Miss D. W. Cullen.

Mrs. Holmes Green.

Mrs. S. J. Minton.

Mrs. F, K, Mills,

Mrs, Jones.

Mrs. Johnson,

Mrs, R. H, Ham and sister.

Mrs. Bailey.

Miss Bush.

Mrs. Harris and two lady friends.

Mrs. High.

Mrs. R. L. Lane.

Mrs. S. C. Munoz.

Mrs. R. E. Mills.

Mrs. Strenges.

Mrs, Spaulding.

Mrs, H, L. Thompson.

M. E. Cook,

Mrs. G. H. Griffin.

Mrs. Garl.

Mrs. Gibson.

Mrs, Russell,

Mrs. Blades.

Mrs, Nitchy,

Mrs, W, L. Jenks.

Miss Mabel Greene.

Mrs. Reaves.

Mrs. E. Moore.

Mrs. H. J. Davies,

Mrs, H. C. Mackay.

Mrs, E. D. Hibbs,

Miss L. R. Klett.

Mrs. J. M. Smith.

Mrs. A. H. Stone.

DAILY STREET RAILWAY REVIEW.

DAILY STREET RAILWAY REVIEW

PUBLISHED BY

WINDSOR & KENFIELD PUBLISHINd CO.
1014 Wyandotte Street, - - KANSAS CITY, MO.

PRESIDENT-EI.F.CT W. H. HOLMES.

SUBSCRIPTION. PER YEAR. S3. 00.

CHICAGO OFFICE.
NEW YORK OFFICE.

H. H. WINDSOR,

Editor.

324 DEARBORN STREET
123 LIBERTY STREET

F. S. KKNl-IKLD,

BusincBi Manager.

Application made for entry as mail matter of the second class.

VOL. X.

FEIDAY, OOTOBEE 19, 1900,

No. 3.

PROGRAM.

FRIDAY, OCTOBER 19TH.
The entire day has been set apart for the examination of exhibits.
Friday night, banquet at Coates House.

NEW YOIIK IN 1901.

Tlu' opL'Uiuji jcai- of the uew century will lluil llu; couvoutlons
ill (lie liu-sest City on the continent, and \vc may well expect to
linvc till' 1001 fratliei-inf; a notable one.

I'lir iillciiil.-iiicc from the lOastern stjitrs will nnlnr.illy bi' vt'ry
hufjc. anil there is no reason to doubt our Western member.^
will lurn out in full force. For the two years past we liave mot
in I he Central West, involving long travel and sMpment for dele
;;alcs ami exhibits, and next year we sliall have to return the
coiiiplimi'ul wilh interest. By next yi':ir the l:ir;;est powi'r
plant in the world will be in oi)eration in New York and witli the
various forms of electric traction and air will afford attendants
a wealth of interesting stutliies. The exhibit will certainly be a
record breaker, and alone well worth the trip.

The announcement of the selection of New York was receive I
with great applause.

— • « »

niRSlOKINT-ELBCT HAM OF THE ACCOUNTANTS.

W. F. Ham. the newly chosen president of the .\ccountants'As-
soeiation. i.s conceded to be one of tlie brightest of that enter-
prising body of bright young men. He has taken a very active
part in its work from the organization meeting at Cleveland,
and as a menilier of the committee on staiwlardization contrib-
a1(>d largely to the creation of tiie new system.

In response to a very tempting offer he recently left Ms posi-
tion In Brooklyn as auditor of the Brooklyn Heights road, to be-
come comptroller of the lines in Washington, D. C. He ranks
among the foremost accountants in the country and a better
.Selection could have been made. The compliment of election
should be particularly gratifying to Mr. Ham. wlio has his bride
witli him to .join the circle of accounlanls" wives, in wliicli she
has been warmly welcomed.

•-»-♦

SECRETARIES RE-EWCCTED.

Itiilh as.sociations re-elected tlieir former secretaries, each of
whom has so satisfactorily held ottice for several .years. This
is a compliment to these hard working olticials, and insiu'es the
same good buiuess administration which ha.s heretofore marked
the management. On the secretary falls the brunt of the hard
work, as well as the performance of many a thankless task.
The vote of thanks eacli received was fairl.v earned. T. C. Pen-
ington. Cliicago, was elected secretary of the American, and W.
B. Brockway. New Orleans, of the A<-eo>intants".

The Orpheuni theatre management reserved the best seats last
night for sale exclusively to railway men. There was a goo<l
attendance oC our people who had .1 pleasant social time.

Mr. Walton H. Holmes, called to be the next president of the
American .Street Railway Association, is a (;enlleman whom it is a
pleasure to meet and an honor to know intimately. He was born
in Kansas City in 186.?, his father being .Vchemiah Holmes, founder
of the city's street railway system, and ho knows the street railway
business from the bottom up. At the age of 12 he entered the
ofhcc of his father's horse railway company in a subordinate posi-
tion, but before he was 21 years old he was vice-president.

Mr. Holmes received a preliminary education at the Christian
Brothers' College in St. Louis. He did not receive more because
he was too busy and preferred the activity of practical life to the
quiet and monotony of the college room. After his father's death,
he, in company with his brother Conway F. Holmes, who has
always been closely associated with him, organized the Grand

WALTON H HOLMES.

Avenue Cable Co. and built the Grand Avenue system. Under
their management the company's property increased in extent by
consolidations and the building of new lines until 1895 it was
merged into the Metropolitan Street Ry., of which Mr. Holmes
became vice-president and general manager and later president

Mr. Holmes has not brought his system to its present prosperous
conditions by sitting in his office and dictating orders, but when
the snow begins to fly or his presence is required in any quarter
he dons mackintosh and boots and knows from personal inspec-
tion that proper steps are being taken to relieve the situation, and
if a helping hand is needed he does not hestitate to take a place
beside the men rubbing a little dirt into his palms.

He believes in spending money to make money. His street rail-
ways have not grown as the city has grown, but his lines have
been run out over undeveloped territorj- and have caused the city
to grow up to them. Parks, the Convention Hall and public im-
provements of every nature have always claimed and received his
support.

Mr. Holmes is interested in several Kansas City enterprises
and is president of the Kansas City Electric Light Co.

The change of exhibitors' day from Fritlay to Wednesday is
one of the best things the association has done In a long time,
and it suits everybody. The slow ones will now be forced to be
ready early, and any who are not willing to do so should be bar-
red. It is unfair to the prompt ones that a few should each year
prosecmte their ditsnrbing work after the main ^ow Is open.

Charles H. Hemingway. New York, cashier of the Albany &
Hudson, is one of the new members welcomed by the Accomit-
ants'. He is greatly ple.ased with the work being done by the
association.

DAILY STREET RAILWAY REVIEW.

THIS IS SUPPLY MEN'S DAY, AND THEY
PKOIUSK A HOT TIME.

REVIEW UAIIA WILL ISSUE S-VrUUDAY.

Th.- paper.s havt> all been real and the discussions discussed.
The presidents gavel has sounded the end of both convention
sessions and today belongs to the supply man. That he will make
Ihe most of it goes with out saying. In fact anything he under-
takes goes. , ■,, , „

The trouble will begin about 9 a. m. when the parade- w.ll be
given A brass band and other things will march to the Coates,
Baltomore, Savoy and Midland and give a musical s.renade. At
10 o-clock the baud will reach Convention Hall and furnish mus.c
for the morning entertainment. Just what this will be is some-
what in the nature of a surprise, but will be well worth taking in.

At " o'clock the continious vaudeville will begin on the large
stage at the north end of the building. The boys were busily
at work late last night getting things in readiness. In addiion to
the professionals engaged for the aft.M'noon performance there is
liable to he some home-made talent. As we go to press (4 a. m.)
the boys had hatched out the following and were still spilling ink:
BETWEEN THE ACTS.

Our President Roach, forming a "Buggy" trust.

Our First Vice-President, on the hunt for a better "Rigg."

Our Second Vice-President, welcoming his foreign friends to
\merica, the "Vree-land- ofthe world.

Our Third Vice-President .Tones. He pays "the freight."

Penington looking for the supply man's "Roll."

The Ladies' Pet. Wait and see "Ross-it-er."

A Well-known "Sergeant" will appear.

"Holmes." Sweet "Holmes." A Duet.

A test of Bread— "Graham. "

A "Tripp" from the East.

A dream of the Supply Man— "Wason."

It might be May "Irwin," but it is not.

A Perpetual Ride by "Vreeland."

A W'eighty Problem by "Heft."

Across the Creek by "Brydges."

A Mountain of Supplies by a "Hill."

Historical Comparisons— "Bancroft."

Railroad Stories— "Cy Wyman."

Standard System Pudding— "Duffy."

Why we "put up" with Gas Lighting— "Simpson."

A Large Act— "Littell."

A scene from Hamlet— "McCulloch."

Lullaby by "Rockwell."

A Corner on "Beans"— "St. Joseph Market."

Harvest Time by "McCormick."

The Little Minister— "Parsons." .

Black Diamonds— "Coleman."

How to Eat— "Fiest."

Decorations— "Draper."

A Barrel Act— Cooper.

Electrical Wonders. "Collins."

A Trust in Providence, "Potter-es."

The Wrong Way, "Wright."

A Glove Contest. "Mitten."

How to Make a Touch, "Con Holmes."

A Charitable Act, "Beggs."

An Old Affair, "Young."

A Little Jockeying, "Sloan."

A White Affair. "Miller."

A Dollar Man, "Nichol."

A Moving "Van" around the "Horn."

A Christmas Carol, by "Ely."

Odious Comparisons. "Mackay."

Why "Smith" left Home. "Smith."

Elevated Underground on the Surface, by "Wilson."

A Noted Hold by Himself, "Nelson."

Not Our Mary, but an "Anderson."

Looking for Carl and McDonald, "Barnaby."

Bearding Bennett, "McGraw."

Daily Doings, "Windsor and Kenfield."

Not Baking Powder, but "Price."

Quail Shooting, "Fiske."

Ice Cream and Cucumbers, "Grover."

A Sleepy Act— "Wakeman."

The Daily Review will be issued at the usual hi>ur Id niuriow
iiKirning ouitaining n full report of the bamiuel ami illustiatious
and descriptions of the exhiliits.

Ill adKlilion to delivery al lln' lioUds and ('i)iiveiiliou Ila'l,
Ihero wHl be a sutlieieiit sulkily at the Vnion Depot so that dele-
u'ates leaving on Ihe luoniiiig train can secure a copy. Don't fail
to ;j;et one to read on Ihe train.

DATA ON ELECTROLYSIS WANTED.

Mr. Albert B. Herrick, of New York, who has made the question
of electrolytic action a special study and has been employed as ex-
pert by a number of street railway companies, is in attendance at
the convention and desires to meet all delegates who have had
any trouble with electrolysis, either real or supposed, for the pur-
pose of obtaining data on the subject. Any information he se-
cures in this way, or any that he may have Mr. Herrick will cheer-
fully and freely place at the disposal of street railway officials, as
he believes that by working together in this way much better re-
sults can be secured in defending suits. Mr. Herrick will be at
the booth of the Street Railway Review in Convention Hall today
from 10 a. m. to 4 p. m.

EXCURSION THIS MORNING.

There will be an excursion this morning over the Heims' line,
including a visit to the Heims' brewery and park, and the com-
pany's railway plant. General Manager Hands invites us all to
come and promises a big time. Guides will meet the party and
conduct them through the ice factory, brewery and park. Special
cars will leave 5th and Walnut Sts. promptly at 9:30 a. m.
any miss the special they can go out on the regular
Badges good for transportation; also ice and amber fluid.

Should

service.

TALLYHO RIDE THIS AFTERNOON.

The delegates to the Accountants' Association and their ladies
will take a tallyho ride around the city this afternoon as the
guests of Mr. J. A. Harder, auditor of the Meropolitan Street Rail-
way Co., of Kansas City. The party will leave from the Midland
Hotel at 10 a. m.

* ' »

EXCURSION TO FT. LEAVENWORTH.

The excursion to Ft. Leavenworth yesterday wa.s made in a
spedal train which left the Union Depot at 1:.30 p. m. About 100
went down on the eleeti-ie line joining the others at the Fort and
making a party of about 400. On arrival the party were met by
army officials and conducted through the banaeks and fort.
The military prison was insepeted under the guidance of the
w.arden and assistants, ■ visiting the receiving and examining
rooms. From there a visit was made to the mess room where
a regulation meal was spread and 100 prisoners marched In. Maj.
MoClaughoy then led the way to the prison chapel where the
visitors rested while he explained the details of prison life and
tlie system of identification by mean.s of physical measurements.
After a visit to some of the work shops the party took the train
to the Soldiers' Home, arriving at five p. m. A fine luucli was
waiting and quite acceptable after the journeying. The return
was made by steam train and trolley. Tlio day was a perfeit
one for such an outing, which was one of the most enjoyable of
the week.

•-•-•

W. Worth Bean arrived yesterday in time to attend the closing
.session and save his record as the only delegate who never mis-
sed a meeting. Mrs. Bean remains at home on account of the
death of hca- mother.

Mr. E. P. Morris, of Morris Electric Co., had a colored orchestra
entertaining the delegates in the McGill, Porter & Berg booth
yesterday.

DAILY STREET RAILWAY REVIEW.

SORRY HE DIDN'T LOOK SORRY.

General MaiKiger ViiiiiiK, of the Market Street consolidation,
San Francisco, is not only natnrally of a genial disposition bnt
always takes time and great pains to treat everyone with luarked
politeness. "•.. 1^', ,

One day, a lady, from the ICmerald Isle, took a transfer and then
slopped over in tha neighborhood of the transfer point for the pur-
pose of doing some shopping. On taking the car an hour or two
l.ilir she attempted to ricfe upon her expired transfer. The eon-
(Inelor explained tliat, in accordance with the terms printed upon
its face, the lime limit had expired, and he was unable to accept
the transfer for passage. The good woman insisted, however, upon
riding upon it, and the result was that ultimately she was assisted
from the car without the use of an unnecessary degree of force.
This led her to visit the general manager, with blood in her eye.
and he, in accordance with the duties of liis ofTicc, attempted to
assn.ige lur grief, by explaining as pleasantly as possible the neces-
sity for the rule in question, and the compulsion that the con-
dnclcir was umler lo enforce it. .Xflcr soothing her as well as pos-
sdile. he wound up with llie slatement that the rule had been found
necessary and the company was obliged to enforce it, but that he
was sorry that through a misunderstanding of the subject she had
been subjected to annoyance. Whereupon the good lady, jising to
her full height — si.\ feet, more or less — retorted, "Sorry! You are
not sorry; you don't look like it."

All of which should be a lesson to general managers, not to be
too genial on occasions of this kind.

WHAT'S IN A NAME?

When Judge Joshua Jump was appointed receiver of the Terre
Haute (lud.) Electric Railway Co. in the latter part of 1897 he
occupied the old olTice of President (now Lieutenant-Colonel) Rus-
sel B. Harrison. Naturally one of the first things he did was to
substitute his name for Mr. Harrison's on the placards for the office
door and callers were then admonished to

JUMP
IN.

as the case might be.

JUMP
OUT.

HE GOT HIS PASS.

Ti>m Lowry. who has controlled the street railways of .St. Paul
and Minneapolis for the past twenty years, is well known as a great
joker and a man of prolific and original ideas. It was he who got
hidd of Minnehaha Falls after they had gone dry. and made a
pretty pleasure resort at the end of one of his lines, and put in
pumps to keep the falls falling, lie attended the Republican con-
vention at Philadelphia last June as one of the delegates from his-
state.

.•\mong the other delegates from Minnesota was a member of tire
state legislature. The- two chanced to meet in a liotel corridor.
When the member spied him he said to the man with whom he
had been talking: "Well, here is Tom Lowry: by thunder, there
is no man on earth ever did more for Tom Lowry than I have
done. Why, he never asked me for a thing that I did not give it to
him. He never wanted anything when I knew it but I went out of
my way to get it. I have gone out of my way many a time to do
things for him, and do you know, I never got a thing from him; no,
sir, I never even got a pass on the Minneapolis street railway. Not
even a pass."

"Say, old man," said the Hon. Thomas, "I will tell you what I
will do. If you set up the champagne I will give you a pass on the
Minneapolis street railroad."

"Ky Jove, it is a go," said the member of the legislature, and he
took the parly into the cafe and set up two bottles of cham-
pagne. When the wiiic had been downed the Hon. Thomas drew a
nickel from his pocket and, handing it across the table, said:
"Here, old man, it's good on any line in Minneapolis, and will
take you anywhere you want to go."

THREATENED TO SUE HIMSELF.

A good one is told (now for the first time) on Harry Stcadman,
the transfer ticket man. A certain mar>ager in the West who had
been using the Stcadman ticket and was about ready to order
.again, inclosed one of the transfers and asked for a bid on several
hundred thousand. The sample sent was one which had been
printed by Stcadman, who had, however, in this instance neg-
lected to put his imprint on the ticket. A price came back
proniptly with an urgent letter to furnish the name of the party
who had i)rinted the former supply and which was a distinct
infringement on his (Steadman's) patent rights. The "pirate had
copied the ticket in every detail, in fact must have made a photo-
graphic reproduction to get it so exact" and somebody was going
to get the law on somebody else just as quick as he found out who

il W.IS.

When the answer went back .Stcadman concluded not to push

llle suit.

UKKKMA.NN AND THE CONDUCTOR.

rile Lite Herrmann, llu' prince of magicians, once had consider-
able fun with a conductor in St. Louis. Herrmann was on a
downtown Washington Ave. car: the conductor came through.
collecting fares and Herrmann had in his hand to give him a ten
dollar gold piece. The conductor glanced at the coin and said:
T can't change that; is that the smallest you have?" "You can't
change that?" said Herrmann, and in his hand was a fifty-cent
piece. The conductor glanced suspiciously at him, reached out.
taking the coin, when to his surprise it was again a ten dollar gold
piece. "Did I not tell you," he said, savagely, handing the coin
back to Herrmann. "I could not change it? You will have to give
me something smaller or else get off the car. The company does
not make change for anything over two dollars." "Well, you will
have to change this, then," said Herrmann, and there in his hand
was the fifty-cent piece. "Say, what is this, anyway?" said the
conductor. "Have I got them?" "I don't know," said Herrmann,
"whether you have or not, but if you don't change this coin and
stop annoying me, I shall report you to the company." "Well, I'll
be damned," said the conductor, as he rang up several fares by
mistake, and the crowd who had recognized Herrmann roared with
laughter.

♦ »»

RIDE AND REALIZE.

"The manager who neglects to ride frequently on his own cars
fails to realize on many a pointer which often is of the greatest pos-
sible value." remarked General Manager Nicholl, of Rochester.
N. Y. "It may take the bloom off of some pet peach of an idea
occasionally, but the practice is a good and meritorious one.

"W'e were congratulating ourselves on having our transfer sys-
tem down to a fairly fine point. One night I boarded a car to go
home after an unusually hard day. and I made^or a vacant seat
next to a small boy at the front end of the c^rf^Vhen the con-
ductor began his collection the small boy jabbed me with his elbow
and said. "Say. mister, you don't need to pay no fare: father got
off at the transfer point to stay down town, and I got two trans-
fers. You just better keep your money.'

"The conductor had feached us in time to hear the latter part of
this speech and effectually put a quietus on the transfer of the
transfer with. "Well. I need just two transfers from a boy about
your size.' and lifted them both.

"Now. would you have recognized the well-meant intention of
the boy to me in my individual capacity, or reproved him from
an official standpoint? Well, I did a little of one and considerable
of the other."

DAILY STREET RAILWAY REVIEW.

ACCOUNTANTS' EXHIBITS OF BLANKS.

Secretary Brockaway has certainly assembled a notable collec-
tion of blanks and forms representing every branch of the street
railway accounts. Already several thousands have been classi-
fied, and are so arranged that one can turn to the desired branch
in a moment. The forms are pasted in largo books of uniform
size and made espbecially to order for the purpose. The account
ants' association already luis several hundred dollars invested in
the books, which could not be duplicated for several times their
cost. It is the most complete collection of the kind in existence.

These books are arranged on tables at the north end of the roof
garden, and require 150 feet of tables to display the set. Man-
agers as well as accountants will be well repaid in an examination
of the exhibit. The books are numbered and the contents are as
follows;

No. 1. Income "A." — Reporting and handling actual cash in-
come, earnings, reports and records.

No. 2. Income "B."— Tickets, transfers and registers and th ii'
records.

No. 3. Lal or "A."— Application, investigation, engaging, dis-
ciplining and discharging employes.

No. I. Labor "B."— Paying employes, from reports cf time to
comparisons of pay rolls.

No. 5. Material only.— From requi'St for. thro igh pvnvhis ng.
and receipts to inventory.

No. C. Maintenance. — Work done, not strictly labor or materia'.
but the result of their combination. Wheels and axles, etc.

No. 7. Power house. — Labor, maintenance, operation and ifB-
fiency.

No. S. Transportation "A." — Actual operation of cars and birn-.
from time tables through handling and running.

No. 9. Transportation "B." — Miscellaneous needs and result of
operation of cars, instructions, secret inspection, lost articles,
clearing snow, car mileage, benefit associations etc.

No. 10. Injuries and damages.. — From original report to set-
tlement and records.

No. 11. Vouchers, bills, journal entries and various office sta-
tionery.

No. 12. Monthly and annual reports. — Comparative statements
of earnings and expenses.

No. 13. Records. — Accounts payable, accounts receivable,
check and cash books, general records.

No. 14. Electric lighting.

No. 15. Glasgow Corporation Tramway, Glasgow, Scotland.

No. 16. Rubber stamps.

« « »

DEARBORN DRUG & CHEMICAL WORKS.

As is well known this concern has at Chicago one of the finest
equipped laboratories in this country where it has perfect facili-
ties for making chemical analysis of feed waters for the purpose
of determining the scale forming substances th;'y may contain.
After analyzing the water the company is prepared to make vege-

I^HEM*^*'^

^ HIGH OBADE LOBRl^

-»^

Oearsorn
IJKiouur

LBOlLERsi

table comiKjunds for neutralizing the galvanic action in each spec-
ial case as may be shown to be necessary by the analysis.

Samples of scale formation are shown at the Dearborn booth
space No. 51, and also vials filled with the company's various high
grade oils and lubricants. Messrs. Robt. F. Carr and C. A. Stan-
Held are making everybody welcome.

■*~*~^ ~

GARL ELECTRIC CO., AKRON.

A full line of the (larl electrical signaling instruments and tele-
phones are on view at space No. 9. These include complete appar-
atus for talking from a car to the dispatcher's office; for calling
and speaking with conductors anywhere along the line; for noti-

1 •"! ■"^. 1

* yM • • • B • • • .Tf^

- ^'fei .1.5 5-IJ ■.>i%- fd

iEtt^^^EKll^B

tying a motorman that another car has entered the same block
and for signalling the engineers on a steam road, crosiing an elec-
tric line that a trolley car is approacning tthe crossing. Messrs.
Max Schumacher and M, Garl are giving demonstrations of how
the signals work.

*—*

HAM SAND BOXES.

The principal feature of the exhibit made by the Ham Sand Box
Co., of Troy, N. Y., is a number of orders for boxes which have

DAILY STREET RAILWAY REVIEW.

I)(!pn received in the laHt 18 moiillm. AUliougli llieae lepretieiit hut
a Kiiiall poi-tiou of the conipany's InisiiieHS for that period they
show the popularity of thewe devices. Anions the orders are Bome
imm the Glasgovk' Corporation TraniwayH for l.'iOO Iioxi'h; from th<!
lOleelrlc l{allway & Tramway Carriage Works, of I'reston, Kng.,
for 4,000; from car huildera in America, for L.^OO; an<l many others.
The company which is represented by Mr. II. 11. Ham is showing
three styles of boxes, Nos. 4, 5 and 7, which are lilted with a new
spiral spring hose for feeding Ihe sand In I lie Irack. The hose is
cleaned of snow and ice by |)nlllng (he spring an<l letting it snap
liack.

* « »

COMPRESSED AIR CO.

Mr. H. W. Cooke, i)rcsident of this company is keeping open
hniiac at apace No. SO, where he is kept busy telling al):)iil the pos-
sihilities of compressed air as a motive power and explaining hl.4

train may be operated from either end of any car In the train, or
be broken Into Heetlons of one or raore ears, when each tar Ib equ-
ippi-d to take care of itself, without regard to other cars In the
train. The brakes on this train are antomatirr and are Hnpplled
with the Christensen (iiilek action triple valves.

No. 2 is a school eciulpmenl, showing the operation of the Inde-
pendent motor driven air coropreBHor with brake equipment for
single cars, straight air.

No ;i Ib a l)-4 portable equipment consisting of a 47-eu. ft. com-
pressor with reservoirs, automatic controller, etc., mounted on
truck. This compresBor also furnishes the air for operating a
i;-in. air hoist and a 0-ln. air jack.

The company Is represented by Messrs. N, A. Christensen, F.
C. Randall. (Jeo. S. Hastings, .1. S. I><-et, W. .1. Richard. .1. S. Ham-
lin, A. Hcveridge, .1. R. Sutton.

« « »

rill': li. R. ELECTRIC CO.. KANSAS CITY.

company's apparatus for making these possibilities realities. The
Compressed Air Co. is now placing on the markel its double truck
4ii-ft motors which are giving satisfactory service.

CHRISTENSEN ENGINEERING CO.

In space No. 30 are three Christensen compressed-air equip-
ments, installed and in operation as if in regular service. These
are as follows;

No. 1 is all the apparatus necessary for the brake mechanism of
a 5-car train of heavy elevated cars operated by the Sprague multi-
unit system and is the exact duplicate of the equipments being in-
stalled at present upon 100 cars of the Boston Elevated Ry. Each
car has complete air brake equipment including motor compres-
sor, automatic controller, engineers' valves, etc., and the entire

This lomiany is agent for the Ohio Brass Co., R. D. Nuttall Co..
Hazard Manufacturing Co., Cutter Co. and Packard lamps and

Iransftirmcrs. At its booth spnce No. fi3 an- .samples of thi- sup-

plies it carries. Messrs. F. M. Bernardin and E. R. Rover are
representing the company. Mr. Bernardin is a member of the ex-
hibit committee.

CRANE CO., CHICAGO.

This company's exhibit consists of brass and iron valves of dif-
leient sizes in grate, globe, angle and check patterns for standard
(100 It).) and extra heavy (250 lb.) pressure; blow-off valves; sev-
eral valves cut open to show interior construction; several parts

DAILY STREET RAILWAY REVIEW.

of different valves, standard and extra heavy flanges and flanged
fittings.

Mr. J. A. Minnegiu, o( tlii' liome office, i.s malcing visitors wel-
come at space No. 25 A, where he is distributing catalogues and
circulars to all interested. A pamphlet issued by this company
describes the piping system in the new Armour power plant, Clii-
cago, which was furnished by the Crane Co.

BARREyrT JACKS.

The Duff Manufacturing Co., of Allegheny, Pa., has a number of
Barrett jacks of various sizes at space No. 25 D. Mr. J. Barrett
explains that these devices are positive and quicl< in action; the
movements are simple and easy; and the materials used in their

construction, of the strongest and best. The wearing parts are re-
movable, and readily renewable at slight expense. The jacks are
made in 2U different sizes and to lift from 10 to 20 tons. They are
used by many leading roads.

WM. WHARTON, JR., & CO., INC.

This concern has a very attractive exhibit of its special work at
space No. 82. Although the Wharton company makes all
kinds and classes of special track work for street railways and
steam roads, in arranging its displays, particular stress has evi-
dently been laid on the importance of manganese steel special

work, which is growing more and more in favor on account of its
phenomenal wearing qualities. One manganese frog is shown that
has sustained the traflic of 1,657,000 cars on a curve of 44 ft. radius,
the head of the rail having been almost entirely worn away while
the manganese steel centetr is still in fair condition. Other features
of the exhibit are samples of manganese steel works for girder and
T rails; Wharton unbroken main line switches: Nichols protected
heel switches; bent pieces of manganese, showing the ductility of
the metal; photograps and blue prints of special layouts. The dis-
play is in charge of Messrs. Victor Angerer, W. Rodman Wharton
and J. C. Robinson.

* « »

CINCINNATI FOR 1902.

New Vork secures the 1901 convention, but the fight put up by
Cincinnati makes that city the logical convention city for 1902; it
is hinted in fact that such a comprom:se was effected.

Cincinnati's central location, its enormous permanent convention
luiiltiaig and well known hospitality make it an ideal city for the
meetitng.

A small pocket mirror is being distributed l)y Mr. E. 11. Cliapin.
of the Fiske Bros. Refining Co., of New York.

(lur soiMcty i<liliir sli|i|>c(l ;i ri<'^ yi'steriliiy and aMiiouiircd >Ii'.-.
K. I'. Shaw as arciunp-iiij iui; her lii\sli;iMil In the roiivcntiDU.
<i<'Meral regret was c.xiiresscil by the visitiuj; buliis wlici si widl
r(M!cM!l)cr b'^r liiisiiit::li(y at Heslnn. upmi learn n,' th:it she hnil
iini {■ iinr. .Ml. SIl.iw, who is .Ml llic ( 'nates, (■(iiiiplinu'iits Kans.is
l.'il.v lii;;lily updii Ihe cxr-cllciil iiKiuiur in wli'cii llie conveiliioi
has been cared for.

MasiiM 1>. rr;itl, sircci railway (ii;;iM('rr cif the I'l nnsylvMuia
Sfr( ! ('l^. i.s .-il the Conies.

W. S. niinnuiek and wife. <il' ('ouiieil I'.lnt'ts. arc ;iMi(iim' the af
rivals .yesterday.

James F. AA'attles, secretary of the It.iiid .\very S\i]i]dy Co.,
Huston, is distril>fltliug a handsome leallier piHk( I lieok.

^\■llen tills city was chosen for the convent ion there was ciiu-
siderablo doubt on the part of usual exhibitors as to tlie wi.-idom
of coming so far, and some even predicted that the display would
be a failure. The resiult therefore has been genuine sm-prise,
for it is one of the best in years. The supply men do not count on
making heavy sales at these meetings, and are not much dis-
appointed when nothing is .sold. But this year the general ex-
pression from aU departments of supplies is that sales have been
numerous and some quite large. The orders are far in excess of
last year and very gratifying.

One exbiliilor decided at the close of last convention not to at-
tempt another exhijliit. but at the last moment changed his mind
and now says he wnild not have missed the opporlimity for a
f;ii(id di-il. i)llic')-s express Iheniselvcs MS '■(|ii'illy well |deas d.

M.Mii.\ i>xhil)ituis xMiuhl like to see some .'lefioii taken toward
seeurinj;- a unilonii reiiiilalioii in regard to signs. .Many at pres
eiil displayed are ;ill<ii;etber too lar.gc for any necessity and
olieii hide olhei- exhibits. Smaller signs for all would be of
e(pi:il beiH'lit to •■aeli liooth, and Ihe nian:i.i;ers will liiid the one
selltihl JMsl ;is well.

■» « »

TEST OF MAGANN AIR BRAKES.

All of the delegates who went to Leavenworth ye.sterday after-
noon by the electric line were very much interested in the demon-
stration of the Magann air braking system with which all the cars
on the Kansas City-Leavenworth road are equipped. The long 40-
ft. cars were brought to a stop from 40 miles an hour easily and
quickly and without jerk. The cars were mounted on Peckham
trucks with I..orain "steel" motors.

DAILY STREET RAILWAY REVIEW.

LAWYERS AS PORTS.

SPIRIT OF THE RURAL PRESS.

A (iw iiiotitlis ago a Brooklyn road was sued by Mary Harkiiis,
14 years of age, for $15,000 daniagis. In gelling ofT the car Mary
says she slipped and sprained her ankle.

The Icsliniony of some of the witnesses for the plaintilT was
contradictory. Frank McCann, a boy who had been 17 months
ill the House of Refuge, and three boys named Moylan, Connor
and McLain said they were playing craps on the sidewalk at the
li[ne of the accident. Connor s.iid that wlieii the plaiiiliff fell off
the car he remarked:

"Here comes Ilarkins the Tough."

It was shown by the testimony thai the plainlilf had frci|iu-nle(l
Wallabout Market and that her father had been told if he did not
keep her out of the market a complaint would be made to the
Children's Society. After rehearsing the testimony Mr. Baldwin,
attorney for the street railway, fired a parting shot into the jury
as follows:

And now, kind friends, I yield the floor to one

Who'll likely try to undo all I've done.

The testimony need not block the way;

Outside the evidence he'll have most to say.

But if you're fond of verse, 'tis worth the time.

He cannot talk to juries, save in rhyme.

See, there he sits, implacable as Jove!

Aflame to argue Mamie's ailing from a shove.

He'll crown her Virgin Queen of Wallabout,

Her many virtues wcTl all hear about.

And interesting it will be, perhaps.

To hear his version of that game of craps,

And how that naughty bud of Teale's court, F. McCann,

Within the House of Refuge bloomed a holy man.

And lastly we may not feel we've had enough

Unless he tells us why she's called "The Tough."

Even the judge smiled. When quiet had been restored, the
counsel for the plaintiff gravely arose and returned the compliment
in like manner, thusly:

Oh, woman's lovely ankle!

How sweet, how neatly turned!

You kindle all the fires

That Cupid ever burned

On his asbestos altar.

You made King David falter.

Taught him song and psalter.

And at the dance where music floats

In soft and rhythmic strain.

Your flash, through lace and petticoats,

How many hearts has slain?

Take from us all the pictures

That man's hand e'er portrayed.

But leave, ye gods, oh, leave us

The ankle of the maid.

The jury awarded Mary $100, but the company took an appeal,
and her lawyer may have to write some more verses.
* ■ »

A FLIRTATION.

I sat beside her in the car.

She snuggled up to mc;
I never saw her face before,

But it was fair to sec.

I looked into her soft, blue eyes.

She smiled a little, and
W^hen 'ere the car shot 'round a curve

She grasped me by the hand.

Ah. but no wild, ecstatic thrills

Coursed through me, I confess!
Her mother sat beside her — she

Was seven or so, I guess.

— Chicago Times-Herald.

TRACK TO BE "TOOK UP."— Eugene, that lively village
which is the head of education and navigation, has lost its hoss-car
line, or rather one-mulc car line, for it never rose to the dignity ot
a street railway or the luxury of having its citizens ride behind a
car drawn by a real team of horses. It is by all odds the prettiest
city in the state but its appearance was always marred by that relic
of barbarism, bobtail cars drawn by shaven-tailed mules and no-
body in the cars. They went along tingling a ghost-like bell
through the quiet Sunday-like streets of a University city, the resi-
dence part of which always bears the air of a deserted village or a
summer resort out of season. The track is to be took up and Ira
Campbell and Harrison Kincard are to lose their free passes over
the mule road and will have to walk just like common people.
They can no longer put on the swollen air of a born aristocrat
while the boy goes through the cars and makes the lower classes
put up their fares or be ejected and liable to be kicked into eternity
by a one-eyed mule. Eugene may lose its mules, but it will never
lose its editors and so the town will live and flourish with the in-
tensity and strenuousness it has always heretofore manifei-ted. It
had too much, anyhow, to have an university, too such editors and
a mule-car line besides. — Salem. Ore., Journal.

TROLLEY FOR CHAMBERSBURG.— A little bird tells us
that a trolley scheme is dead ripe in town and ready to drop at any
minute. Some one said that the move was made only to knock
out the automobile line, but hardly anybody would be willing to
believe that. — Chambersburg, Pa., Repository.

THEY WERE SO GOOD.— Surely the street car accommoda-
tion on circus day could not have been better. How they were so
good was a mystery to many who came from other cities. — Madi-
son, Wis., Journal.

COMING OUR WAY.— Detroit papers say we will soon con-
nect with Pontiac by an electric line. Dollars to doughnuts they
are right about it. Everything is coming our way now. — Oxford,
Mich., Globe.

A SOONER LINE. — The surveying party has finished its work
on the trolley line to a point above Lemont and the track laying
has begun. It looks like a finish to Lemont soon and "O Let it be
Soon" as the song says. — Lamont, 111., Advertiser.

TROLLEY ROAD GWINE.— We suppose that if the "new
trolley road" connects Lebanon with Washington. C. H.. it will
hit Wilmington, either a givine or comin". — Wilmington, O., Re-
publican.

BIG SMASH UP NEAR CHARLEY'S.- Some miserable
sneak smashed several of the tile left by the electric road coming
south of Charley Mason's one night last week. — Wilmington, O.,
Enterprise.

« » »

DESERVES A FRONT SEAT IX THE MILLENNIUM.

A real genuine candidate for the millennium, one of the advance
juard as it were, hails from Syracuse, and his unusual case is
related by General Manager Connette.

It seems his company has a little transfer line on Green St .
the only one of its kind in the system, on which no fares are col-
lected either way. A few days ago the old gentleman in question
called on Mr. Connette to report the conductor. The complaint
«-as he refused to collect the O. G.'s fare. When it was explained
this was a free transfer line he replied:

"I understand all that, but I see I have not made myself clear
to you. I am getting along in years and somewhat feeble. I do
not go downtown every day. But to keep in my own mind the
delusion that I am still a man of affairs I set out every morning
on the Green street car and ride to the bottom of the hill. A little
later I ride back again. .Vnd the driver-conductor absolutely de-
clines to accept my 5 cents. I am abundantly able to pay my fare
on the car as long as I shall desire to ride. I have no wish to
'sponge' upon the Rapid Transit Co. The object of my call today,
sir, is to see if we cannot make some arrangements by which I

DAILY STREET RAILWAY REVIEW,

may pay you in a lump sum the fares which the driver will not
accept."

The manager told him to consider himself the guest of the com-
pany and to ride as much as he wished.

» « »

AT THE LOST ARTICLE WINDOW.

HE THOUGHT THE FARES WERE HIGH.

The applicant had proved up on his 75-cent umbrella, says an
exchange, and after tucking it under his arm remained to take an
ocular inventory of the contents of the long row of shelves.

"Great place to study character," he remarked. "Do you ever
try it?"

"Well, hardly, I have enough else to do," replied he of the lost
umbrella stock.

"It"s easy though," said the visitor; "just fish out something and
I will show you how to amuse yourself on dull days."

So the clerk handed out a purse, explaining a lady had adver-
tised its loss in the morning papers, evidently thinking she had
dropped it in the street. The notice stated the finder could keep
the money, and claim a rew\nrd besides. The clerk had sent her a
postal card notice to call and get it.

"Well," exclaimed the visitor, "if women only knew what a
revelation. of character could be found in a lost purse, they would
never run around with their portemonnaies in their hands."

"And it is all so plain," added the visitor, glancing at the mis-
cellany which had been taken out of the lost article. "See now.
The owner of this purse is well off. She has literary tastes. I
think she is in mourning. She keeps house. She is middle aged
and has a circle of desirable acquaintances. She is of a humorous
turn of mind. She is a club woman. She is more or less accom-
plished, and she intends to go to the Paris exposition."

"Oh, you know her then?"

"Not at all. I never heard her name before. I will explain," he
said. "That purse of genuine sealskin was evidently a last Christ-
mas gift, from the name and date upon it. A poorer woman would
have kept that purse laid away and not carried it habitually as the
owner evidently has. Her literary tastes are evinced by the several
newspaper clippings. They also bear witness to her humorous turn
of mind since I notice the poem of 'Hoch der Kaiser' is among
them. Most women have so much religious sentiment and so little
political comprehension that they would be shocked at the refrain
of der kaiser — 'Myself — und Gott.'

"There is a clipping about marketing. Evidently she is a house-
keeper. One of her calling cards has the penciled addition to her
name 'and daughter.' If she has a daughter old enough to make
calls with her she must be middle-aged. If she had not a circle of
acquaintances she would not carry cards in her portemonnaie.
Here is a receipt for dues paid in the Culture Club, and the address
of another club. That settles it as to her being a club woman."

"And the mourning?"

The visitor picked out a sample of black silk and a little cemetery
time table card and silently laid them side by side.

"And the trip to Paris to the exposition?" doubtfully suggested
the superintendent.

"Observe that receipt for advanced French lessons given by
I'Alliance Francaise. The lady is already an accomplished French
scholar. She is perfecting herself in order to fit herself for a visit
to Paris. Don't you know all the women are com "

"Excuse me," said a well-bred feminine voice just outside the
railing where stood two ladies dressed in black, "but have you a
purse here to answer this advertisement? These are the names on
a check inside the purse. Oh, thank you, very much! I was
afraid I had lost it for good, and I stopped the payment of the
check!"

"But, mamma," expostulated the younger lady in a low voice, as
they were turning away, "you know you gave the change in the
purse to the finder and offered a reward besides."

"But, my dear, that was for anyone who picked up the purse in
the street and returned it. I certainly should never pay a street
car conductor for being honest. Why, it is only what is expected
of him.
"Thank you very much, sir. Good morning."

« t >

Over 1,0U0 admission tickets to Convention Hall had been sold

up to S o'clock last evening.

A gentleman who resides in the County of Cook. Illinois, better
known as the city of Chicago, had occasion not long ago to visit,
for the first time in many years, the scenes of his boyhood in
northern Ohio. Not being a street railway man, he possessed
neither a pass nor a knowledge of the scheme for handling fares.
His wife accompanied him, and when they reached Cleveland it
was his wish to complete the journey on one of the electrics in
order that she might see the country over which as a boy he had
tramped many times. When the first collection was made he paid
twice and received from the conductor a couple of paper slips to
which he paid no attention, but stuffed them down in a pocket to
give the children at home. When he had gone a short distance he
discovered an old land-mark, and must needs get off and look it
over. So they left the car, and when the next one came along they
continued the journey, of course paying again and receiving two
more slips which went to join the first. They had not gone more
than a mile when he made another discovery, and, stopping the car,
got off to gaze. In this manner, with stops every mile or two, they
traveled some twenty miles, and the wad of slips made quite a
handful. But he was so delighted at the ride and the ability to ride
along the old familiar highway that the item of expense didn't
count, although -he did remark once he guessed the fares down
there were more than in Chicago. Finally the old homestead was
reached, and the conductor let them off directly in front of the
gate, on which, as a boy 30 years ago, he had swung many times.
Then the sight of a wagon passing was a great event; now a mod-
ern electric car whizzed past every 15 minutes. The following
day they concluded to go on to the end of the line some 15
miles further, and this trip occupied a whole day with the former
system of getting off every little way. By the time he returned
to Cleveland the bunch of slips made a big fist full.

On his return home he was relating the wonderful change in
that country to a visitor, and to illustrate something called for
one of the slips with which the children were playing. Examina-
tion for the first time revealed the fact that each was the unused
portion of a return ticket for which he had paid each time he ten-
dered fare.

He has not yet been able to satisfactorily estimate just how many
miles are coming to him from that road.

SUNDAY CARS A MORAL FORCE.

In the Evangelist, Rev. Dr. C. E. Jefferson, writing on the ques-
tion of Sunday cars, gives his views as follows:

Does the Sunday street car in large cities minister to the
higher life of man? Undoubtedly it does. When several hun-
dreds of thousands of human beings are crowded together on a
few acres of land many things become necessary which were not
called for before. A new world is created, and the new world
necessitates new forms of activity and gives rise to new obligations
and duties. ... I cannot understand how any man with a Chris-
tian heart can think it wrong for these people to escape to the
country on Sunday afternoon. . . The Sunday street car ministers
to the social life of our cities. The day of rest from the beginning
has been pre-eminently a home day. Such it was among the
Hebrews, and such it has been among all English-speaking peo-
ples. It is a day for family reunions. It is a day when the
married son and his wife can bring their children and take" dinner
with grandpa and grandma; when the daughter who lives on the
other side of the city can come home and spend a few hours with
her widowed mother; when sisters separated by the diameter of the
city can come together for an afternoon; when the servant girl,
chained all the week to her irksome work, can find relief and new
life in the companionship of her mother and sisters in the old
home. . . . The Sunday street car ministers to the spiritual
life of cities. The problem of the downtown church is difficult at
best. Stop the street cars and the problem becomes well-nigh
hopeless.

The anniuil lianquot at which the president-elect will be duly
installed in office will take place at the Coates House, this even-
ing at 7 p. m. Tickets can be had by applying to Secretary
Penington.

DAILY STREET RAILWAY REVIEW.

AMERICAN STREET RAILWAY
ASSOCIATION.

THURSDAY'S SESSION.

Tht clear air ami warm morning aim contril)Utp(l to a gpnorai
fo( iing of good natnra, and PV(>r.v-l)ody was In good Kplrlts and
attpndanco was tlio largest of the week, every chair heing occupied.

President Iloacli <'alled the convention to order at 11:10 a. m.
Secretary I'enlngton announced lli;it the following Ifi companies
had joined at this meeting:

Dallas Consolidated Electric Street Ry. Co., Dallas, Texas.

Danville Street Railway & Light Co., Danville, 111.

Detroit, Rochester, Rome & Lake Orion Ry. Co.. Detroit, Mich.

.Tackson Railway, Light & Power Co.. Jackson, Mich.

Kansas CIty-Leavenworth Railway Co., Kansas City, Kansas.

Lehanon Valley Street Railway Co.. Lebanon, Pa.

Meridian Street Railroad & Power Co., Meridian, Miss.

Skuylkill Traction Co., Norristown. Pa.

lloosae Valley Street Railway Co., North Adams, Mass.

Ottawa Railway Light & Power Co., Ottawa, 111.

Ottawa Electric Railway Co., Ottawa, Ontario.

llolmesburg. Taconey & Frankfort Electric Railway Co., Phila-
delphia, Pa.

Monongahela Street Railway Co.. Pittsburg, Pa.

Rockford Railway, Light & Power Co., Rockford, 111.

Saratoga Traction Co., Saratoga, N. Y.

Terre Haute Electric Co., Terre Haute, Ind.

The President: Gentlemen, we will now proceed to the regu-
lar order of business this morning. The paper on the program
is entitled:

DOUBLE TRUCK CARS; HOW TO EQUIP THEM TO OBTAIN

MAXIMUM EFFICIENCY UNDER VARYING

Conditions.

I!y N. H. Heft, president Meriden Electric Railroad Co., Meriden,

Conn.

In order to prepare a paper which would he of any value to
the members of this association, it was necessary to learn the
conditions governing the operation of double truck cars on dif-
ferent systems. The conditions under which cars are operated,
vary to such an extent that it is impossible to construct and equip
a car that can be operated with equal economy on all systems.
In order to keep within the time allowed by the committee, and
the more readily to convey to the members the writer's opinion
as to the most desirable double truck car, the subject matter will
he taken up under the following divisions: Trucks. Electric
motors. Double truck car body and equipment.

TRUCKS.

The double truck for use on street railways has not received
the attention it merits. These trucks have been constructed along
the lines of the single truck, and to meet the varied views of rail-
way managements. One has only to observe the different styles
of trucks now in use to find how at variance have been their views.
The 55 years experience of the steam railroads in the devel-
opment of the double truck now used by them, should be a war-
rant to the street railway managements in adopting only trucks
that conform to the lines used by these roads: the diameter of
wheels, with the tread and depth of flange should be changed only
where conditions prevent using the Master Car Builders' standard.

I present drawings of a double truck designed along steam
railway lines to meet the varied condition of street railway ser-
vice. In the design of this truck it has been the aim of the de-
signer to include all known good features of the present street
railway truck and to add improvements of value. This truck is
constructed with a minimum number of parts consistent with
safety, strength, accessibility, lightness and cost of maintenance.

In giving a brief description of this truck, it will not be neces-
sary to mention the wheels further than to say that they are cast
chilled, 33 in. in diameter with a 3-in. tread and 1 in. flange.

formed to fit the modern rail, and weight 380 lb. The axles are
of forged steel, high In carbon, with a 2-ln. hole bored through
the entire length. The key seat at the gear wh«!el-flt Is cut above
the line of motor bearings and Journals, in order not to weaken
the axle.

The oil boxes are constructed so that the journal brasHCB may be
readily removed, and with dust guard placed In position from the
underside of box. An extra guard is placed from the same side
and where it will retain the oil at the highest point.

The journal brasses and boxes are finished In such a manner
as to obtain the full journal bearing under all conditions.

The side frames are made from two %-in. steel plates, thus
allowing the main equalizer to be supported between the two
frames on long helical springs. With this arrangement the bar
can be removed for repairs without in any way taking the truck
apart. This form of frame allows the greatest freedom of access

N. H. HEFT.

to all parts, and the use of the extended equalizer bars gives
extended spring movement, with a perfect side movement on
curves and at low places in the track, minimizing the blow to
the car body, rail joints and special work and reducing the cost
of maintenance of track and equipment. The side frame is so
strongly constructed at points where the transom joins the frame
that it is not necessary to continue frame around the end and
connect it with the other side of frame to ke<>p the truck in align-
ment. This also allows the placing of the truck near the end
of the car body without coming in contact with the steps.

The brakes are placed inside of the wheels, without using a
brake beam. This position insures the most positive action, with
either hand or power and independent braking on each wheel.
The wheel base, 5 ft. 6 in., allows the motors to be suspended
between axles and transoms.

MOTORS.

The writer, having had experience with heavy and light mo-
tors, mounted with two motors on one truck, the other track be-
ing an idle or trail truck, as well as with one motor on each truck,
has found that, while greater efficiency is shown with the latter
method, the two motors mounted on one truck show a saving in
labor, first cost of the trail truck, and cost for maintenance.

Maximum efficiency, with minimum cost of maintenance, with
both heavy and light motors, has been obtained by mounting two
motors on each truck, making a four-motor equipment. With
this form of equipment, higher speed and quicker acceleration are
obtained with lower power consumption, both in the average and
total for the whole trip.

DAILY STREET RAILWAY REVIEW.

current motors. With the great corps of engineers employed by
our large manufacturing concerns working with the men who arc
operating these motors and constantly suggesting and demand-
ing improvements, the ideal commercial car equipment will be
developed.

The writer desires to call the attention of electrical and mechan-
ical engineers to improving ventilation, increased copper, insula-
tion, bearings, hollow armature shaft, decreased armature speed
and gearless motors.

The controllers have not, as far as space and weight are con-
cerned, kept pace with the motors. This part of the apparatus
should' receive the attention of the best talent of our manufact-
uring companies. The four-motor controllers, in their present
form, arc large combersome affairs, placed in that portion of
the car body where it is inconvenient and expensive to support.
A more satisfactory controller can be produced by using a small
pilot controller placed on the platform, with some developed form
of main controller underneath the car body.

DOUBLE TRUCK CARS AND EQUIPMENT.
From information furnished by the operating department and
from personal observation, the writer is led to believe the fol-
lowing dimensions are the most desirable: Length over all 40
to 50 feet. Width over all 7 ft. 6 in. to 8 ft. 8 in.

With the increasing demand from the traveling public for the
extension of present systems to suburban districts with a more
frequent service and increased speed, also the construction of
long interurban lines, the present managements, to meet this
demand, are turning to the double truck car constructed along
the lines of the steam railroad coach.

The drawings show a double truck car, which the writer be-
lieves will become justly popular. This car combines the larg-
est number of good features and is so constructed as to admit
of placing the electrical equipment where it Is accessible and
less liable to come into contact with the truck or brake equipment.
The car body can be carried at the lowest point and the trucks
placed near the end of the body. This car gives the maximum
efficiency, durability, speed, safety and seating capacity, attract-
iveness and ease and comfort to passengers, coupled with the
minimum cost of construction and maintenance, and less dead
weight per passenger, based on seating capacity.

The total weight is made up as follows: Trucks. 3.970 lb. each:
four motors. 2.385 lb. each; car body and equipment. 12.300 lb; a
total weight of 29.780 lb. This amount divided by 63 passengers
gives a dead weight of 473 lb. per passenger. The cars of today
show a dead weight, based on the seating capacity of 750 lb. to
1.100 lb. per passenger.

While the writer does not claim that the truck and car body
described are perfect, yet he believes they are along lines that
will become attractive to managers when taking up the cost of
operation. Decreased cost of operation can only be obtained by
purchasing equipments that are designed to perform a specific
duty where all weights and speeds are known.

The President: Gentlemen, we invite the members to come
forward and inspect the plans prepared by Colonel Hett at con-
siderable trouble and expense, showing the details of the con-
struction of the car he has spoken of. (A number of the members
then inspected the plans of the car.)

President Roach: I would state, gentlemen, for your informa-
tion, that all of the cuts as shown here will appear in the minutes
of the meeting to be printed hereafter and distributed among
the street railway men of the TTnited States and Canada. I de-
sire personally to thank Colonel Heft for his able paper that he
has read here, and we will be much pleased to hear it discussed
by the members of the Association. To start this discussion,
I take pleasure in calling upon Mr. E. C. Foster, of Lynn, Mass.

Mr. Foster: I have listened with a great deal of interest to
the paper read by Colonel Heft, and have also given a casual
glsnce at the drawings submitted I think that Colonel Heft is
on the right line in the way of making improvements. We all
know that it is desirable to have cars constructed as light in weight
as possible, and yet to be sufficiently strong to meet all the require-
ments and conditions. 1 am very glad that Colonel Heft has taken
up this subject. We all know that the varying conditions under
which we operate in the various states and municipalities require
a different kind of equipment. There are places, of course, on the

interburban lines where an equipment designed similar to that sub-
mitted here could, without doubt, be operated very successfully.
The Lynn & Boston Railroad Co. is operating lines running into
Boston. We operate one line over a distance of IG miles from a
small town on the coast, Marblehead, through Swampscot, Lynn,
Revere and Chelsea to Boston. On that line, we are operating
12-bench double-truck open cars, equipped with four motors. The
box-car equipment is a 25-ft. box-car, double truck, with four mo-
tors. We have been operating over this line about 15 months,
and we are running at a maximum speed of 30 miles an hour, and
we have found by experience that the operating of four motors is
more economical than the operati jn of two motors over the same
line under the same cars and under the same conditions. To be
sure, there is an increased consumption of power. We are all will-
ing. I believe, to concede that, and I think Colonel Heft will agree
with me, although he shakes his head to the contrary. From tests
made, we are sure of it. The operation of four motors, of course,
depends upon the speed you wish to attain, and that it is desirable
to attain. In operating upon a line where your speed is more than
12 to 15 miles per hour, I question whether it would be wise to
adopt the practice of using four motors. We are also operating on
many lines, IG. IS, and 20-foot cars. With those cars, we operate,
as is customary, the usual two motors. We have various types of
niotors.but we have learned by our experience that the double
truck car, with two motors, or four motors, is more desirable and
profitable to operate; and we are now rebuilding some of our
smaller cars and converting them into 25-ft. cars. We are doing
that successfully. We are also building a large number of new
25-ft. double truck cars.

Mr. Chamberlain (Brooklyn): You will appreciate that the
average mechanic in this country has his "hobbies" as well as the
average professional man. Without referring to any part of the
electrical equipment which Colonel Heft has designed for his pecu-
liar class of cars, there are two or three innovations from the pres-
ent practice in the construction of the car body, which may well
attract attention. With most of us, innovations of this character
are subject to adverse criticism. I know of nobody who would be
subject to adverse criticism less than the author of this paper,
who has has such a vast amount of experience in this direction,
and it seems that it is right and proper he should make an inno-
v.ition of this character. I speak more particularly of the con-
struction of a car without longitudinal truss rods. T think that
Colonel Heft has designed a car of something over 42-ft. in length,
and gains his body support by a number of cross transoms built in
the form of the ordinary iron body bolster, welded at the ends,
filled in with wood, and supported through the center with longi-
tudinal I beams running from one end of the car to the other.
The author of the paper has evidently, by this plan, succeeded in
obtaining the minimum of weight with the maximum carrying
C'ipacity. and T think you who are practical men. and you certainly
all anpear to be. will agree with me that that is the object to be
sought.

One question I would ask is with regard to what might be the
result of an end collision. I do not know whether this truss run-
ning longitudinally through the car from one end to the other,
would be adequate, and would perform the functions and give the
proper camber to the car, that the ordinary longitudinal truss rods
do. You will recollect some years ago, that the managers of the
steam roads went wild, in following out the Idea of reducing the
weights of their rolling stock, until they reached a point where
they almost passed the limit of safety factor. Colonel Heft ad-
vises me that he has carried through on this device a factor of
safety sometimes reaching as High as 25 per cent. If he has done
that, he has certainly covered all the ground that is necessary to
make the vehicle safe and one that would do good service in actual
practice. I was very careful to inquire of the Colonel whether he
placed all his strength on a line with the sills. When we have a
collision, we do not collide with the clear story of the end of the
bonnet: but we generally get it on the end of the buffer. Of course,
we all know there are some roads which never have any accidents,
and they do not have to experience any difficulties of that kind.
I was particular to ask him whether the strength was on a line
with the longitudinal timbers, and whether the frame above that
included posts and trusses in the framing, and the clear story was
lightened up correspondingly. It would be a difficult matter to
put all of your strength in your clear story, or on a line with the
roof, because when you do that, and your car runs into any ob-

DAILY STREET RAILWAY REVIEW.

structlon, yoiii' moC woiilil inoliiilily keep going on iind the body
remuiu wliere it was.

Not to occupy any more o( tliu time o[ the meeting, I would like
to ask the author of the paper whether he has sulllcleul strength
with the transverse brace to overcome the dilllcultlcs which I have
outlined?

Mr. liel't: I have endeavored to get all of the strength longi-
tudinally, lightening the upper portion ol! the car, but constructing
it In such a manner that the upper portion Is braced to the lower
portion and tied to It, both longitudinally, vertically and otherwise.
We have live oi: these cars under contract and expect that the lirsi
one win be turned out In from tour to six weeks. We expect to
operate this car from I'ort Chester, N. Y., to New Hochelle, N. Y.
1 would be very glad to show the car, when in operation, to any
of the members of the association. I may be wrong in my Ideas
concerning this car, hue we are putting up our own money to
build it. If it is a failure, we will have to foot the bills.

Mr. W. E. Harrington (Camden): The question of tour-motor
equipments seems to be one of a mooted character. There are a
largo number of roads using four-motor equipments, but there
seems to be relatively very little known as to the number of watt-
hours per car-mllo which the different equipments require, and
with the idea of bringing out that point as a feature of discussion,
I would like to place this question before the meeting. What is
the exporlence of those present, who have made tests, as to the
watt-hours required by the different equipments mentioned? Mr.
Foster says it takes more power with the four-motor equipment,
and Colonel Heft says It takes less. They are both highly repre-
sentative men, and yet they differ on this point. Our road is
about to place some equipment orders. I have been urging four-
motor equipments, and yet I must confess I am somewhat in the
dark as to the relative merits of the different equipments. I know
from tests I have made that the double-truck, 40-ft. oar equipment,
with two 38-B Westlnghouse motors, on maximum traction trucks,
have taken an average of 2,000 watt-hours per car-mile, whereas
the same weight of car, with the center pivotal truck, with No. 49
Westlnghouse motors, 35-h. p., under identioally the same condi-
tions, takes an average of only 1,200 watt-hnurs per car-mile; a
single truck car, under similar conditions, an IS-ft. body car, takes
an average of 900 watt-hours. I would like to know if there are
any data from actual test to show the number of watt-hours con-
sumed by the.se different equipments. I have made a series of
tests on different classes of cars, showing the watt-hours. I deem
this matter of very great Interest, and I will file with the secre-
tary the results secured in these tests. I did not encounter any
difficulty in getting information of this character, and I think the
information obtained by me would be interesting to the other
members, in showing the number of watt-hours per car-mile with
the various forms of equipment.

Mr. Heft: I do not remember the figures, but we have made a
series of tests during the last three years with double truck cars,
equipped with one, two, and four motors, as I have stated in the
paper, and we have kept a very close and accurate record of the
results. The weights of the different trains on which these tests
were made varied from 15 to 2.50 tons. The speeds varied from 10
to 65 miles an hour.

There is no place where the car is operated with an increase of
current with the four-motor equipment, except while accelerating,
but you gain a quicker and higher acceleration by this increased
consumption of power. The average consumption of the current,
however, and even the total consumption of the current, in the run-
ning of the cars, is less with the four-motor equipment than with
the two-motor equipment. That is beyond dispute. I can fur-
nish data to that effect, and I think the General Electric Co. and
the Westlnghouse Co. also can furnish any of our members with
data which will substantiate that statement. It is unquestionably
correct.

Mr. Wason: I would ask if the additional cost for the drilling
of the hole through the axle and the armature shaft is commen-
surate with the results, and whether he is seeking to lighten the
axle, or to be assured of the quality of material?

to adopt that form of axle. It decrea«C8 Ibe weight about 25 per
cent, with a loss of strenglh, varying according to the bIzc of the
axiu, of irom only " to u per cent. We have never had any of
them break. We had a great deal of trouble with our axles on our
heavy high speed niolors, and we found it necessary to lucreaHe
the diameter and weight of the axles. We were loath to do thlB,
and BO we adopted the plan of drilling a hole through the axle to
lighten it. We not only lighten the axle, but we gel the benefit of
having a ventilated axle. 11 overcomes crystallization In the axle.

Mr. .1. 1. ileggs: In connection with the Btatemenl that four-
motors take no more current than two motors, 1 would ask Colonel
I left whether ho meant four-motors of the same size, or two
motors having the same capacity as the four might have had?

Mr. Heft: We have made experiments with motors of ditterent
capaeities, but all of the motors were of the same size, and used
on the same class of equipment.

Air. Ueggs: I do not know whether I made myself clear. We
made some very exhaustive tests, and they were so opposed to the
position which Colonel Heft now takes, that I took occasion to have
Air. b. E. Sunny, the western manager of the General Electric Co.,
and also Mr. Theodore P. Bailey, the manager of the railway de-
partment of the General Electric Co., Chicago, to come and wit-
ness the tests made on this mooted question of the amount of cur-
rent consumed by these different equipments. Of course, this mat-
ter is a very important one to all of us.

We adopted double truck cars as a standard for our entire sys-
tem five years ago. We have been using them ever since, and are
continually increasing the number. We have given a great deal
of attention to the development of the most advantageous car, the
most durable car, the car which will best stand the strains to
which Air. Chamberlain referred, as ours is one of the roads that
has collisions and a number of them, unfortunately, and some
pretty severe ones. We operate 350 miles of road, and have one
electric line 61 miles in length. W'e try to build the equipment so
that it will be interchangeable, in city use or in suburban service,
as we have a consolidated system, and we run the cars inter-
changeably. I must take issue with Mr. Heft's statement, to the
effect that four motors do not take more current than two motors.
If you equip a car with two G. E. 1000 motors, or four G. E. 1000
motors, I think the four motors will take 20 per cent more current
than in the two motors; but the service with the tour motors will
be 50 per cent better. That has been our experience. Our cars
for three years were equipped with two motors. For the past two
years, after careful experimenting and taking into account the
various costs entering into the matter, of which the smallest is
power, we have adopted four motors as a standard, be they of
whatever size they may. We can get much better results from
150 h. p. in four motors under a car, than we can with 250 h. p. in
two motors under the ear. The results may differ in various sec-
tions of the country, but with us, the four motors have certainly
taken from 20 to 25 per cent more current than the two motors,
running exactly similar conditions; not for the purpose of test,
but in regular service on long distance or city lines, with watt-
meter, voltmeter and ammeter on the car, so as to cover all the
points. The use of these four motors is a very important thing
on our standard car, which is 41 ft. over all, and seats 44 passen-
gers, with cross seats, and weighs somewhat more than the car re-
ferred to by Mr. Heft I trust that Mr. Heft will succeed in making
his car all that he desires.

I was very much interested in the points raised by Mr. Cham-
berlain as we have found that, in order to put a car on the tracks
in our city so that it will stay there, in spite of a bead-on collision,
as we some times have, even with the greatest degree of care, it
requires some weight and strength to withstand the shock so that
the car will not be absolutely shattered. We had a ease recently
with a green motorman on a curve, where our car was thrown oft
th2 tracks across the street, with the result that the car was not
much injured except that a corner post was knocked off. I think
Colonel Heft has seen how our cars are braced. We use the long-
itudinal truss rod and truss plank, with a rod through it. We do
not feel that we can take chances with the longitudinal brace; we
want the strongest construction possible to put in the car. There-
fore. I should take issue with Mr. Heft on that point.

.\s stated, the results of the tests made were somewhat cen-
tral y to what the experts tad led us to believe we might expect
would be the draft upon the power plant, and for that reason, I

DAILY STREET RAILWAY REVIEW.

had Mr. auuiiy and Mr. Bailey come to Milwaukee ou two or three
different occasions to make those tests, not simply tests on a spec-
ial car, but on the regular service, equipping dinerent cars on our
regular service, with different types of motors; two G. E. 57; two
G. K. lUOO, and four G. K. lOOU under difterent cars. I do not be-
lieve there is any question that the tour motors will take more
current, but as has been said, you get quicker acceleration. You
have no slipping wheels. We are going to put two additional
motors on all the cars we equip in the future. The higher speed
you can make compensates for the increased power consumed. In
the city service where we use these cars, as we do entirely, with
blocks running from 200 ft. in length, it is an important matter if
you can save-a second or two on each street corner in getting the
car into rapid motion; and when the car gets on a slight grade,
or starts on a slippery rail, it will immediately pick up and get off
without spinning the wheels. That is what the four motors will
do. I believe that four smaller motors are much more effective
than perhaps 50 per cent Increased capacity in two heavier mo-
tors. We have some 300 of these double truck cars running. We
control all the city lines in Milwaukee and Racine, 25 miles south,
and run 35 miles south to the city of Waukesha. We run a com-
plicated system, but it is run as one entire system. If we have a
call for cars on any of our interburban lines, we can take our city
cars for this purpose, because they are interchangeable.

In order to compete with our friends of the steam railroads, we
are now giving our attention to the development of a new car that
shall be 50 ft. over all, upon which we propose to mount four
75-h. p. motors, such as you will find in the exhibit hall below.
The steam railroads throughout our Western country are begin-
ning to realize that they have a real competitor in electric lines for
distances of 50 or 60 miles, and as a consequence, they are reducing
the rates of fare very materially and putting on additional high
speed trains to run short distances. We propose to build an elec-
tric car for the double purpose of being able to make 60 miles an
hour with four of these motors and with the further purpose that
in case we have a congestion of travel on any of the lines run-
ning to our summer resorts, we can hitch three or four trailers to
the car and make 35 to 40 miles an hour, and to handle a larger
body of people at a much reduced cost. We may have peculiar
conditions in our city, but that is one of the things we have in
mind. With these cars which we are going to build, and under
which we are to put four motors, we should want a more substan-
tial construction than the cars shown in the drawings which have
been submitted to us, although these cars may be all right for the
service for which Mr. Heft designed them.

Mr. Heft: Mr. Beggs' statement is true, judged by his condi-
tions, but I also insist that my statement is true taken from my
conditions. Mr. Beggs' cars, I believe are operated largely through
city streets and are stopped and started; and as I stated in my re-
ply to Mr. Foster, there would be a greater current consumption
in producing the acceleration of the car when starting and stop-
ping so often.

Mr. Beggs: This test was not made on a city line. It was
made on our Waukesha line, a 20-mile road, with a train every
hour each way. We make the run in 52 minutes, and keep up an
hourly service with two cars. The test was made on that high
speed line, upon which there are very few stops and sometimes no
stops in a distance of ten miles.

Mr. Heft: Then I must insist, under that condition, that my
statement is correct. (Laughter.) I will say, to satisfy Mr.
Beggs, if he will come down to inspect our system, I will give him
an opportunity to witness a test, and if he does not agree with me
I will pay his expenses to Meriden and back.

Colonel Heft has told us, and the report went further and said that
four motors saved 10 per cent, and he submiltcd the ligures to dem-
onstrate it. Then I concluded 1 would call in other experts and I
did call in Mr. Sunny and Mr. Bailey, and 1 went on the cars my-
self with these gentlemen, and spent several days with them, with
the rcirult that I found it took fully from 20 to 25 per cent moi'e
current with the four motors than with the two motors, on the
same character of service, the same cars and load, and running
exactly during the same hours as we made the tests on different
days so as to get exactly the same conditions.

Mr. Foster: The conditions under which Colonel Heft has been
making tests are different from the ordinary conditions under
which street railways operate, as I understand it. The conditions
there are these: That the test was made upon a steam railroad
roadbed, with the stops made at infrequent intervals; that is to
say, that the run would be made from one station to another, and
it might be two or three, or five, or even ten miles distance. That
being so, I think it is possible, and without a doubt it is true that
they do operate as he says, without consuming a greater amount of
current than they would with two motors. Our experience has
been in operating four motors on the same type of car, over the
same road, under the same conditions, as near as it is possible to
obtain them, that it requires from 15 to 23 per cent more current
to operate four motors than two motors. We make tests twice a
year, and pay for current on that basis, and we believe that the
tests are carefully made, as they are made by the representatives
of the Boston Elevated Railway Co., over whose tracks we oper-
ate, and which furnishes power to our company, and the tests are
also made by experts representing our company.

Mr. Wason: On one of our suburban lines, we started two years
ago to put on two 75-h. p. motors on each car, and found it almost
impossible to make our time in the city, or in the country where
there was any grade. We did that for the purpose of eliminating
one-half of the repairs, as we supposed. Later, we removed the
two 75-h. p. motors and put on four 50-h. p. motors, with much more
satisfactory result, as we were able to make our time, and con-
sumed but a very small amount of power more than the two 75-h. p.
motors. The results were very much more satisfactory, and I think
there is no question but for all suburban work, four motors are
preferable to two moters, no mattetr what the amount of power
you put into the motors is.

The lightening of a car for suburban work seems to me a litttle
questionable. I think Colonel Heft will, a year from now, be able
to give us some more definite data on this point. We have been
strengthening our cars from the start, rather than making them
lighter. They sometimes now leave the track for a shorter road
across the fields which is not always advantageous for the rolling
stock. It seems to me we ought not to consider making the cars
lighter, unless we are running a car shop — possibly some of these
gentlemen are interested in the manufacture of cars — and want to
have the repairs of our cars or supply us with new equipment.
The ordinary railroad man buys his equipment and expects it to
last a reasonable length of time, and it seems to me that it must
be strong. Of course, the strength should be put in the best pos-
sible places, and I think that, rather than making the car lighter,
we sl-ould make it stronger. In the steam railroad practice the ear
is cav'bered up in the center. In the first of our suburban cars,
the makers insisted upon putting the camber in the center, but we
found after using the car a short time, we could put the camber
there ourselves. The trouble was to keep it from bulging up in
the center, so that a truss rod in a long car, a 40-ft., was a useless
thing.

Mr. Harrington: I would ask Mr. Beggs what the tests showed
where they ran two No. 57 motors, compared with four G. E. 1000
motors; whether the results from the four G. E. 1000 motors
showed a lesser consumption In power than they had in the use of
the two No. 57 motors.

Mr. Beggs: The current was less on the four G. E. 1000 than on
the two No. 57.

Mr. Harrington: Did you get better results?

DAILY STREET RAILWAY REVIEW.

VebUiR'lil, bill you will .save tlie iiituiuBl on Uii; iniiuaBfd liivcst-
nient In iTduicd coat of maliitenaiife. ll ooBts foimldcrahly Icbs to
maintain tour motors under a car than It docs to maintain two
motor.s under the same car. The difference in cost of maintenance
will more than onset the Interest on the increased cost of the in-
vestment.

Mr. Heft: To remove any <luuljt from Mr. VVasuns mind a.s to
this car, 1 will say that at the present time, 1 have not a duUac s
worth of stock in any car manuiacturlng plant.

Mr. Connette; Mr. iteggs has Just answered the question I was
going to ask, whether or not the increase in the ctndency of ine
motors by reason of having tour motors rather than two, would
compen.satc for the increase in the investment. 1 presumed tnat
would be the case with four motors as compared with two motor.-s.
Mr. iieggs states that the maintenance is less. I wanted to know
something about that point, and as that question has been an-
swered, 1 do not think 1 have anything further to say.

Mr. H. H. Vreeland; Uur peculiar conditions in New York
are such that we cannot go into the character of construction
which warrants the use of tne standard double-truck car with four
motors. We do it on a number of lines controlled by the syndi-
cate which owns the New York lines, and wherever it is possible,
and we are not held down to the matter of a sixteenth of an inch
in step heighths, as we are in Greater New Y'ork, we go to the
square body car, and use the foui motors. In New York longi-
tudinal lines, by reason of Central Park, have to use very narrow
streets. We have to conform to the old type of constrtuction, with
sunk panels, to keep the cars moving. We have a number of cross
streets through which the important lines operate, and the differ-
ence between the sunk panel car and the square body car, means
keeping the line in operation all the time, as against stoppages
every once in awhile of from ten to twenty minutes, owing to the
numerous teams using the streets during the day. Take on our
WJtht St. line, running across town, if an ordinary truck is stand-
ing at the curb, the hub will go under the sunk panel of our car;
and if we used a square body car, we should not be able to pass.
We also find it necessary to have step raisers.

We are not trying to do gilt-edge railroading in New Y'ork. I
mean that these things are not necessary. I had a man recently
say to me that he thought it was an unwise thing to have step
raisers under the control of the mctorman of an open car. It
means to us on the down-town streets of New Y'ork that the
motorman can signal the conductor to raise the step and pass a
truck without a stoppage of the car, which, under the ordinary
conditions of a solid step, means a stoppage of the car, and when
you are running the cars five seconds apart as we do in Center St.,
down-town, it is a great advantage to be able to raise the step
and allow the car to pass.

The question under consideration is so local witht us in that
respect, that to discuss it from the standpoint these gentlemen have
discussed it would not amount to much, except as concerns our
experience with the consolidated system in New Jersey, where we
run high speed, long distance, interburban cars. On that system,
we use the large car with four motors. We get the largest carry-
ing capacity car we can with the highest speeds, and do not con-
sidering particularly whether there is more or less power con-
sumed, if we can compete successfully with the surrounding steam
railroad conditions. We have long lines and in every instance
they are in competition with the steam railroads.

Wp made some experiments and found that, with the same sized
motors on single and double truck cars, there was an increase of
about 20 per cent in the consumption of current in the double-
truck car. I speak of this, because I am uncertain whether it was
due to the increased weight of the car or the increased length of
the car. As far as the question of general car construction is con-
corned, which has been discussed here, we have not to consider
so much the question of collisions at high speeds, as we have the
question of a "hogging" of the cars, as we term it; and as our
friend, Mr. Wason, says, it is no trouble at all to get any kind of a
camber in our Broadway cars, as the normal condition of the cars
is such that my friend Colonel Heft says that he usually prefers
to walk down town and leave room for three passengers in the
car.

Mr. Sergeant: I have been extremely Interested in this paperr
wh ch Mr. Heft has presented. I want to say that I have seldom
seen so much valuable matter eo aomiraDIy put In such few words.
I think this paper is a model of brevity and information. On the

question of power for four-motor cars there HeemB to be a coDBid-
erable difference of opinion. While we have had no experience in
actual service with four motor cars, for the purpoBe of determin-
ing what the power consumption was, we made some very careful
ichls, under what would be orrllnary conditions, with the ordinary
railway motors of dlfferentl types, two to the car, and under these
loiidiiionB we found that we got a Utile better accleratlon with the
tour motors. We got, as a matter of fact, ten per cent decrease in
time, better speed, but we had to uae 50 per cent additional current
to get It. I should suppose the question Is one of local conditions.
Certain electricians have been trying to persuade me for years that
two motors consumed less power than one motor. We have rec-
ords covering a good many years that one motor consumes less
power than two motors.

in regard to our elevated equipment, possibly we have been
making a mistake. We are intending to use motor cars having
one motor truck with two 150-h. p. motors on that truck. One
motor truck and one trailer truck, every car a motor, using the
multiple control system. 1 hope that inside of the next year. If
you come to Boston, we can show it to you in successful operation.
It will be the only elevated road which will go underground as
well as elevated, and we have to overcome long grades of 5 per
cent, and have descending grades of eight per cent, and therefore,
we feel we want the greatest acceleration we can get.

Mr. Heft: There is a gentleman in the room who has had a
great deal of experience making tests with trucks mounted with
one and two motors. I think he will give a reason why any car
equipped with four motors, with all the eight wheels available as
drivers, gives better results than a two-motor equipment. 1 would
like to hear from Mr. Ira A. MacCormack, of Cleveland.

Mr. McCormack: While I was with the Brooklyn Rapid Transit
Co., the president of that company thought it was advisable to have
double-truck cars, and the first car that was built had the wheels
all of one size, and the question came up whether it was advisable
to put four motors on the car or two motors. Tests were made
and it was finally decided to equip the cars with two motors on
account of maintenance. An order was placed for double truck
car bodies. We had not yet determined whether we had the right
kind of truck and whether it was still advisable to use the four
motors or to use the two motors. We had some maximum traction
trucks on the road, and in making the test in regard to the power
and the efficiency in acceleration, it was found that the maximum
traction truck was giving much better service. In consequence,
we adopted the maximum traction truck, and I believe it was the
only truck we could work with two motors and continue the
service in Brooklyn. The 15 ears referred to were equipped with
wheels which were all of one size, and we had to pull those cars off
the road. I complained to the president but he thought I was
wedded to the maximum traction trucks and insisted on running
them. One day, he happened to be at Richmond Hill going to
Brooklyn. It was a 2-i-minute run from Richmond Hill to Ridge-
wood. The president got on one of the cars with wheels all the
same size, and he was 52 minutes getting there. He thought the
wheels traveled a thousand miles. These cars were equipped with
two motors. The next day, we discontinued the use of the 13 cars,
equipped with these trucks because we had so many delays. They
dragged the road and it was found impossible to operate them.

In Cleveland, when I went with that company, I found that all
the cars were double truck cars with wheels the same size. Some
time ago I had a cyclometer put on the driving wheel, the wheel
equipped with the motor, and a cyclometer on the idle wheel, and
the record showed that the driving wheel made many more revolu-
tions than the idle wheel. Mr. Heft's paper gives us more food
for thought and study than any other paper presented to this as-
sociation. There is one important thing he speaks of, and that is
doing away with the brake beams, having the brakes hung and
operated direct without brake beams. I think that is something
that can be appreciated, particularly in view of the trouble we have
had in regard to chattering brake beams and brake beams catching
up rubbish on the road, and sometimes when we have accidents,
we will find that brake beams are a large factor in them.

Mr. McCuUogh (Chicago). Colonel Heft's paper has been dis-
cussed almost entirely on the question of economy in power, and
from the standpoint of the strength of the car in i'Jfe construction
to resist damage from collisions. Most of us who have been in the
street railroad business a good many years remember when our
cars were only 10 ft. in length, and today we have them 46 ft

DAILY STREET RAILWAY REVIEW.

iu length; then they weighed 4,000 lbs; now they weight 40,0U0 lbs.
luen we had only one horse or two horses; now we nave ZtiS h. p.
We uid not consider the question ot power at all, nor the questioii
ot the strengtu ot the car to withstand shocKs. We were consid-
ering how we should be able to carry more passengers, and how
we could better please the man who has tne nickel. 1 do no.
think it is a question at all of whether we shall use a little more
power or not if we can carry in greater safety the passengers who
are iu our cars, and we can carry a larger number ot passengers,
we can very well attord to burn an aduuional bushel of coal, it we
can carry a few more passengers to pay lor it.

As to the collisions which have been referred to, and the cou-
siiuction of the cars to withstand the shocks, I suppose the only
way to prevent collisions is to run a road with only one car.
Wnen we have a collision, we do not consider what has become of
the car, wUether its transverse section is weak, or how much u
will cost to repair it. What we do is to Institute inquiries to find
out whether there was some woman in the car whose transverse
section was weak, and we shall have to pay for it. iLaughter.;
I move that the jiaper be received and placed on file, with the
thanks of the association to Colonel Heft for having written it.

The secretary announced that the members of the Association
were cordially invited to visit the plant and park of the East Side
Klectric Kailway Company. An invitation was also read from the
Country Club of Kansas City, Mo., extending the privileges of the
club to the members of the Association. A further invitation from
the American Stoker Co. was read, inviting the members to visit
the power plant of that company.

President Roach: The ne.xt order before the convention is the
report of the Committee on Nominations. This committee will
also include in its report a recommendation as to the ne.\t place of
meeting.

Mr. McCulloch; With the consent of Mr. Rigg, the chairman of
the Committee on Nominations, 1 would like to make a statement.
In suggesting those who sball be our offices for the coming year,
some member ot our Nominating Committee has guarantee<l strict
attention to the duties of the office by each one of those we rec-
ommend, and we will ask any of the gentlemen who are nominated
it he does not mean to attend to the duties of his office, it he is
elected thereto, and give his earnest support in helping to cany
the association along in a successful way, and give his personal
attention to the meetings of the committee, we would like to have
him decline the election, and let some one else be put in his place
who will attend to the duties of the office.

Mr. Rigg, chairman of the Committee on Nominations, presented
the following report:

Your committee respectfully recommends New York City as the
next place of meeting, and the following gentlemen tor officers ot
the association for the ensuing year.

President, Walton H. Holmes, president Metropolitan Street
Railway Co., Kansas City, Mo.

First Vice-President, Herbert H. Vreeland, president Metropoli-
tan Street Railway Co., New Y'ork, N. Y.

Second Vice-President, N. H. Heft, president Meridcn Electric
Railroad Co., Meriden, Conn.

Third Vice-President, J. B. McClary, general manager Birming-
ham Street Railway Co., Birmingham, Ala.

Secretary and Treasurer, T. C. Penington, treasurer Chicago
City Railway Co., Chicago, 111.

Executive Committee: The president, the vice-presidents, and
John M. Roach, Chicago; F. L. Fuller, Wilkesbarre, Pa.; George
W. Baumhott, St. Louis, Mo.; John R. Graham, Quincy, Mass,
and John Harris, Cincinnati, O.

The following ri'solution was unanimously passed by the Com-
mittee:

"Resolved, That the next meeting of the American Street Rail-
way Association be limited to three days instead of four, and that
the day set apart tor the personal examination, by members, of
the supply men's exhibit, be the middle day of the interval."

Mr. Bean, (St. Joseph): I move that the secretary be author-
ized to cast the unanimous ballot of the meeting for the gentle-
men nominated. Carried.

The secretary duly cast the ballot and the president declared
the gentlemen nominated to be duly elected as officers of the asso-
ciation for the ensuing year.

President Roach: There will be no further meeting of the asso-

ciation, but we will adjourn until tomorrow night at 7 o'clock to
meet at the Coates House for the annual dinner.

I desire to thank the members of this association for their kind
consideration while I have been your president, and if there is
anything I can do at any time to help the association, I shall be
pleased to have you call upon me while here and at home. (Ap-
plause.)

I will state in reference to the paper which was to have been
presented by Mr. Nicholas S. Hill, Jr., general manager ot the
Charleston Railway, Gas & Electric Co., of Charleston, S. C, on
"The Storeroom and Storeroom Accounts," that Mr. Hill has been
ill for a long time, and has been unable toprepare the paper.

On motion of Colonel Heft a vote of thanks was given President
Roach, and on motion of Mr. Vreeland a vote of thanks to the
Metropolitan Street Railway Co., of Kansas City, and the citizens
of the city who have so generously entertained the convention.

Adjourned to meet at the banquet Friday evening.

MAGANN AIR BRAKES.

The G. P. Magann Air Brake Co., of Detroit, made no extended
exhibit in Convention Hall but by invitation a number of dele-
gates rode over the new Kansas City-Leavenworth Electric line
all the cars of which are equipped with Magann aapparatus . The

freedom from complicated parts in this braking system, and its
quick and accurate operation won for it many words of com-
mendation. Mr. B. C. Rutherford, of the Detroit office, is in at-
tendance.

< • » ^ —

The Ohmer Car Register Co., Dayton, 0., has mailed a letter
to delegates stating it will make no exhibit this year. The com-
pany is just completing the installation of a large amount of spe-
cial machinery in its new factory and will soon have its plant
in operation. The intention then is to actively enter the market
with a register which gives a printed classified statement of
fares collected. It registers transfers issued and collected, passes
and any denomination of cash or ticket fare.
* « »

Mr. F. G. Bolles, representing the Bullock Electric Manufactur-
ing Co., is in attendance at the convention and has distributed
some very popular souvenirs. These were sealed glass tubes with
Bullock literature externally applied, some were filled with Ken-
tucky dew, warranted to be as smooth as Bullock machinery, and
others contained cigars. We know that Bullock machinery is
smooth.

The tickets elected in both associations are received with the
greates.t satisfaction. Both elections were imanlmous and
hearty. Mr. Holmes as head of the American, and Mr. Ham of
the Accountants are both representative men, representing tie
younger and progressive element in the iitdusti-y and will serve
with honor to themselves and the bodies over which they
preside.

DAILY STREET RAILWAY REVIEW.

STREET RAILWAY ACCOUNTANTS'

ASSOCIATION.

THURSDAY OCTOBER 18TH.
Presliliiil Duffy called the nu;ctiiig to order at 10;40 a. m. and
at once: announced the first paper.

DEPARTMENTAL ACCOUNTS.

By II. I,. Wilson, Aiulilor Boston Klcvalvd Railw.iy Co., Bos-
ton, Mass.

In an iingnarilod inonicnt I yielded lo the rcqnesl of our wortliy
president and aj-reed lo prepare a paper on what he has seen lit to
call Deparlmenlal Accounting. Three weeks ago the task was
taken up for the first time, and it at once occurred to me that it
was too broad a subject to attempt to cover in the limited time
that should be devoted to a convention paper, and I sa informed
him and begged to be allowed to change it, but while he acknowl-
edged it would be a difficult matter to digest, and as he put it,
could be extended to the "length of the Holy Bible" he still in-
sisted on my sticking to this title. If I was only sure that a book
of this kind would have as large a circulation as the one he men-
tioned, I would give up accounting and go into the publishing busi-
ness.

I will try, however, to give simply a rough outline of the sys-
tem that we have adopted as the best method of handling labor
and material accounts so as to have the maximum amount of
quickly available information with the minimum amount of clerical
help and expense, and trust that the members i resent will ask any

H. L WILSON.

questions that may suggest themselves and in lliat way bring out
any important points that may have been overlooked, as this is not
submitted as any pet scheme but simply as the best method that
experience has suggested up to the present time.

In the first place I am strongly in favor of having all accounting
so far as possible, done in the main office of the auditor, rather
than at the shops or department headquarters. There are several
reasons for this, prominent among which are: That there must
always be a responsible head to properly direct the eflforts of
others, and if it is all done in one place a really bright chief clerk
may be employed, to whom a proper salary may be paid, who can
have a supervision of all details, and any questions that arise can
at once be referred to the auditor for his personal attention. Again
there are times when the entire force can be put on some special
and important piece of work that it is necessary to have completed
at once; there are other times during the month when the pres-
sure of work is such that some of the clerks can be engaged in
collecting together the less important matters that have been
allowed to accumulate during the busy time.

.\nothcr and very important reason is that there may be in-
stances where estimates have been given of what certain work
would cost, where the expenditures have greatly exceeded the esti-
mate, and where it might be thought advisable by the head of the

department to make transfers to other and improper accounts in
order to substantiate the original figures.

When information is desired a question can as well be asked in
one place as another and certainly a more prompt and probably a
more intelligent answer can be obtained from the place where all
accounting is done than it would be possible to get by consulting
several separate departments.

If, as is the case of the Boston Elevated Railway Co., there are
several departments, any one of which may do certain work prop-
erly chargeable to another, it simplifies the accounting to be able
to post the details to the proper account direct, and avoid the
trouble of making charges and credits back and forth which would
be necessary if the accounting of the departments was done at
separate places.

The four departments into which the Construction, Equipment
and Maintenance forces are divided are as follows:

Department of Motive Power and Machinery.

Department of Wires and Conduits.

Department of Buildings.

Department of Maintenance of Way.

No claim is made that the system as it is at present arranged is
applicable as a whole to all companies, but the fundamental prin-
ciple which is the order number system can certainly be applied
to any road.

The method of issuing order numbers varies somewhat in the
different departments.

In the shops the method is to have the superintendent or fore-
man give each class, and in many instances each piece of work
performed, an individual number. The first order is numbered
one and then they run along consecutively for two or three years
or until there is no chance that by beginning over again the num-
bers will any way conflict.

When an order is issued a copy of it is sent to the Bureau of
Audit so that the auditor may determine from the nature of the
work the account to which it should be charged, entry is then
made upon cards provided for this purpose which have headings
for the Order Number. Account Charged. Date Issued. Date Com-
pleted and Description of the work. Below are printed spaces for
the Month, for Labor, for Material and Invoices, for Shop Ex-
pense and for a Total of the above charges.

These cards are made double or folded over at the top, so that
by using a small carbon sheet a duplicate can be made with only
the labor of one entry. The advantage of this system, is that by
separating the card when the order is completed you have an op-
portunity of making any number of separate and complete lists
without in any way interfering with the original files which can
still be kept in their numerical order.

If you want to know what the charges have been to any ac-
count, what kind of work has been done for any department, an
alphabetical list of all work or anything of this kind, it only re-
quires a new deal of this extra pack, to have the information in
such shape that it can be quickly utilized.

The labor is reported weekly on sheets which have a heading for
the Name, for the Date, for the Rate of Pay and for the Occupa-
tion; below are provided columns for the Order Number, for the
Days of the Week, for the Total Hours and for the Amount. This
sheet has some 35 lines and pro\ndes in this way for a man who
may work on ,•55 different order numbers during any one week.

The pay roll of course can be made by simply taking the total
hours from the bottom of the sheet, while the charges to the or-
der numbers are made by taking the amounts from the Amount
column. These labor charges are abstracted on sheets of the same
size as the time blanks and all are then bound together in book
form with these abstract sheets as the front pages, and the entries
made upon the cards from this form. TTie advantage of this is at
once plain: you have the card which shows you the date and you
can quickly refer to the abstract and if necessary by referring to

DAILY STREET RAILWAY REVIEW.

the following pages yoii can at once tell the names of the men who
worked upon the order as well as the days of the week and the
hours each day that they devoted to this particular order.

The material used each month is reported on a sheet which has
provision made in the printed heading to put in the Order Num-
ber, and below spaces for Quantity, Kind of Material, Price and
Amount. These sheets are abstracted and bound in the same man-
ner as the time sheets mentioned above.

We require all parties of whom we purchase supplies to use bill
heads which we provide. These have spaces at the bottom in
which to place all approvals and a space for a notation of the ac-
count to which the goods should be charged. Before adopting this
idea, bills frequently reached my ofTficc in such a condition that it
was difficult to read them, they being pretty well covered with rub-
ber stamp impressions and signatures.

When charges apply to any department the bill is entered upon
an invoice book which has spaces in which to make a copy of the
invoice and enter the total amount, and separate spaces headed
with the name of each department. These last spaces are subdi-
vided into columns for Amount and Account to Charge.

By abstracting each of these columns you have all the informa-
tion necessary to make your entries to the proper accounts and
the totals of all will prove the total of the invoice book.

Any general expenses of the shops are charged to an account
called shop expense and this is divided each month among the dif-
ferent order numbers under which work is being done.

The Department of Motive Power and Machinery has several
subdivisions such as Machine Shop. Car Equipment Shops, Car
Repair Shops, Armature and Field Winding Shops, seven Power
Stations and has also charge of small maintenance crews in each
of the 30 car houses.

I have explained the system of reporting all labor, material, etc.,
consumed at the shops, and the methods of making returns from
the other places are so similar that I will not occupy your time
with a description of the minor differences.

Blanks vary somewhat in the headings but the idea that we have
attempted to carry out, is to have them all of a nearly uniform
size so that they may be bound in the little booklets before referred
to.

A large number of them are arranged in manifold books so that
there is always an exact copy of what has been sent to the main
office and as each blank is numbered we at once know that some-
thing has gone astray if they do not run along consecutively.

By having a large cabinet with drawers arranged for each kind
of report, ready reference can be made to any or all original time
or material sheets.

In order to make a monthly report of the expenditures it is of
course necessary to compile the information you have on all these
abstracts.

This is done on separate sheets for each shop, power station,
etc. By having these sheets graduated in size so that the upper
one is the narrowest and each succeeding sheet just one column
wider, you have all the totals together in a horizontal line and a
grand total is easily and quickly obtained by simply adding across.
The widest or bottom sheet has on the right hand side a sufficient
space for the Names of the Accounts and a place for the ledger
folio. In this manner the necessity of writing the title more than
once is obviated and all necessity of journalizing is done away
with, as these sheets bound together make a more complete and
readily accessible journal than is possible to have by any other
method.

For the Department of Wires and Conduits a different system
of order numbers is used. It might be well to here call the atten-
tion to the fact that the company with which I am connected owns
no surface tracks or their equipment, yet has in its immediate con-
trol, and operates all the surface lines in the city of Boston and
near by suburbs under a lease for a term of years from the West
End Street Railway Co.

This lease stipulated that the Elevated company should build no
surface lines of its own, but that all additions to the surface lines or
their equipment should be charged to and become the property of
the West End Street Railway Co. and that credit should be given
to the latter for any removals that were made.

It was therefore necessary to have a very complete and exhaust-
ive record of all property, that could be quickly referred to and
easily handled, and books of all kinds were considered but none of
them seemed to cover both of the above desirable elements.

Cards were then taken under consideration and the great elas-
ticity of this system at once recommended itself.

I'irst index cards were prepared having for headings the names
of each street, car house, bridge, etc. on the entire system.

The Electric Line Equipment had always been divided under five
general headings: These were Poles and Setting, Overhead Feeder
Lines, Overhead Trolley Lines, Underground Cables and Conduits,
and Submarine Cables.

Cards were next provided for each separate kind of line equip-
ment, and it was found that to give a complete analysis of the
above five accounts would require the use of forty different forms
of cards, and for quick reference it was decided to use several col-
ors as well as number each card on a small tab or projection from
the top.

For Poles and Setting 13 buff cards were used which are num-
bered from I to 13 consecutively. The first 4 are used only for the
4 sizes of iron poles which are the sole property of the West End
company. The next 6 are used for wooden poles which are owned
jointly by the West End company, and some other company. No.
II is used for wooden poles owned exclusively by the company,
No. 12 for special poles and bases, and No. 13, for span attachments
to buildings.

For Overhead Feeder Lines 8 cards were provided: they are
blue in color with tabs numbered from 14 to 21.

The first 5 of these cards are used to designate the amount and
size of different kinds of feed and return wire. No. 19 is used for
feed taps, No. 20, for switch boxes and No. 21, for track connec-
tions.

For Overhead Trolley Lines 3 cards are used, being salmon in
color, numbered, 22 which is used for bracket construction, 23
which is used for insulating joints and 24 which is used for trolley
wire.

For Underground Cables and Conduits 8 cards were provided:
they are buff in color and are numbered from 31 to 38.

The first 2 numbers are used for Feeder Cables, the next 3 for
Return Cables, the next for Feeder Cable Connection, the next for
record of Conduit and Manholes, and the last for Conduit Con-
nections.

The next 8 cards are used for records of Submarine cable for
return wires: the first 4 numbered from 51 up are used for the
Feeder Cables, the next 4 are used for Return Cables, and the last
for Cable Houses, Switch Boxes, etc.

In order that the Wire and Conduit Department should report its
expenditures in such a way that the Accounting Department could
make the charges to the proper locations, a system of order num-
bers was devised to be used whenever additions to or removals
from existing construction were made.

First each kind of equipment called for by the cards was given a
number which corresponds with that on the tab of the card, and
each Street. Car House and Bridge on the entire system was given
an individual number coiuniencing with 100. By preceding the
immber designating the street by the number designating the kind
of equipment you at once have all the information necessary to tell
to what location and to what account the labor and material should
be charged.

This method furnishes many thousands outstanding order num-
bers anyone of which can be readily selected from the printed list
containing less than 600 numbers.

The labor is reported on the same form as that previously men-
tioned for shops, but the material sheet is somewhat different.

It is impossible for a foreman to always know exactly how much
material will be used on any one job, and frequently he is called
upon to do work on several locations without going back to the
stock room, and thus it is necessary to provide some form by
which he can draw stock and report what he uses.

This is provided by a manifest on the face of which is entered
the material drawn. The back of this sheet provides for a report
of the material used and a report of the Material Returned. The
"Note" printed on the front side of the sheet reads as follows,
and explains its use:

"NOTE:— This manifest is to be retained by the person re-
sponsible for the material issued upon it until every article is ac-
counted for on the opposite side of this form.

"All material issued upon this manifest which is unused on the
last day of the month must be returned to the Storekeeper for in-
spection. The Storekeeper will receipt for it, re-inanilest it or
stamp this manifest 'Inspected' as occasion requires."

DAILY STREET RAILWAY REVIEW.

These maiiitcsis arc made in duplicate by the inauifuUl sysleiii,
and a correct copy of the oriKiual issue of stuck is always in the
keeping of the slorekeeper.

At the end of llie nionlii llir npoiis ui ilir Material Used are
abstracted on the same (urni nuiiliuncd li.r simp orders and are
bonnd in the same manner.

The Department of Buildings is chielly occupied with the repairs
and renewals of build-iuKS and in order to answer all questions pro-
pounded by the management and by tlie Bureau of Kcal Estate a
.system of order numbers was gotten up for its use. The principle
here employed is similar to that of the Department of Wires and
Conduits each kind of work has a classification number and each
building has one or more numbers which designate Ihc building
and in some instances the different portions of the building. The
method of reporting labor and matiri,-d is the same ;is lh;il used
f<u' the shops.

The iiepartnunt i^f Maintenance of Way as its n.-inu: implies,
has charge of tlie rcp.iir maiiiti nance, inspedinn .and cnnstnu'lion
of track and paving.

Order numbers arc issued for any new work or for any exten-
sive renewal or repairs by the Civil Engineer, who sends a notice
to the head of the Department and also to the Bureau of Audit.

The department is divided into eight Divisions, called sections,
and each carries a supply of the material they arc continually us-
ing.

Each section's stock is carried under the following 13 accounts:

Gravel

Paving Stnne and Magging

Lumber and Ties

Nails and Spikes

Rail Fastenings

Tic Rods and Buttons

New Rail

Old Rail

Special Tr.iek Work. Frogs and Switches

Miscellanciuis Material

Track Welding Material

Scrap Material and

Track Wiring ^laterial.

When material is received at a section which is to be included
in any of the above stock accounts, the person in charge imme-
diately enters upon a form provided for that purpose, the date, the
firm's name or section from which it is received, and the rpiantity
and kind of material.

These reports are numbered consecutively, and are sent to the
Bureau of .Audit where all bills are entered on an invoice book
which is abstracted each month, and from this abstract charges
arc made to stock accounts or to jobs direct.

When material is used or sent away, entry is made on a form
which gives the Date. Where Used or to Whom Sent. Quantity
and Kind of Material, Price, .\mnunl. .\cc<niiit to Charges and
.\ccount to Credit.

These sheets are abstracted twice, one to get totals for the
charges and once to get totals for the credits, and are bound and
filed away in the usual manner.

When material is received from track taken up. or is returned
from any work, it is entered upon a sheet which provides for the
Date, Where From. Quantity and Kind of Material. Price.
.\mount. Account to Credit and Account to Charge. These are
abstracted and bonnd in the same manner as the Material Sent
.Away sheets.

.All labor is reported on a form which has the usual heading, and
provides below for a separation of Maintenance and New Con-
struction charges, as well as the location where the work was
done and the particidar kind of labor that was performed. These
are also abstracted and bound,

Wc will now suppose wc have four kinds of bound books from
which we arc to make np our monthly report -for the department.

We take a report blank and head it with the name of the section.
This blank has columns provided for .Approved Entries, for Each
Kind of Material, for .Approved Bills, for Labor, for Total Charges
and Credits and for Net Charges and Credits: and down the right
liand side has accounts to which charges and credits are to be
made.

Wc then take the abstract of the invoice book and enter with
red ink on the first line opposite the headings Approved Bills

Charged to Stock the total charge to each kind of material; next
we enter with black ink in the .Approved Bill column, all other
items on the abstract pulling each one on the lint opposite to the
account to which it is lo be charged.

.N'e.\t we lake the Material Used cir Sent .Away abstracts, and
under the proper material lu-adiiiKs and opposite the proper ac-
counts, we enter in black ink these items.

Next wc lake Ihe Material Taken Up or Returned abstract, and
with red ink enter under the i)ro))er material heading and opposite
the proper account, all these items.

Next we take the labor abstract and enter in red ink under the
proper material headings the charges for labor on aciiiunt of each
stock account, and then enter in black ink in the column headed
f.abor and opposite the projier aeount, all olher charges.

There is one other column on the report 'heet of which no men-
tion has yet been made; this is the first one on the left hand side,
.ind is headed Approved Entries. This was provided to lake care
ni journal entries, as the use of this report obviates the use of
the customary journal.

Any entries necessary to transfer one account to another are
made on journal blanks, and these are dated, numbered, bound
together and abstracted, and from this abstract entry is made upon
the report sheet.

By now footing these sheets across, you get the total charges
and credits to each account, the black figures being debits and the
red figures credits, and by footing the columns of material up and
down you get all the debits and all the credits to each kind of ma-
terial account; in this instance, however, the red figures are debits
and the black figures credits.

Only one section has the accounts printed down the right hand
side of the sheets: the others all leave oflF with the column headed
Total Charges and Credits, and by placing these sheets side by side
you have all debits and credits from all sections opposite the ac-
count, and the net debit or credit can at once be ascertained by
adding these amounts together, and by carrying the net result into
the column headed Net Charge or Credit you have only one
amount for each account.

.All items appearing in this column are then posted to their
ledger accounts, and the footings of all material columns are deb-
ited and credited to their proper ledger accounts, and the sheets
arc the most complete and compact journal it is possible to have, as
you can tell at a glance every item that went to make up the total
of any accounut and what section furnished the labor or material.

When any work of this kind is completed the Superintendent of
Tracks sends a report to the .Auditor giving the date that the track
was finished.

.\ detailed statement of all labor and material charged is then
made up and this is sent to the Civil Engineer who can at once
tell from this report whether or not the proper amount of material
has been charged, and he reports back in such a form that the in-
formation can at once be distributed on the cards provided for a
report of the track mileage.

These cards number some 17. The first 4 are used to designate
the diflferent kinds of rail and have spaces provided for the Date.
Kind of Paving. Remarks. .Added. Removed and .Amount.

The last .% are used for a record of the three kinds of special
track work namely Girder. T and Tram, and have additional
columns in which to record the name of the maker and the type o!
work.

These cards together with those provided for the electric line
equipment arc filed in a cabinet back of the proper index cards
giving the name of the street or car house.

If at any time you wish to verify the records of any street it is
a simple matter to take all the cards for that location, put them
in your pocket and check them on the spot.

In closing I would s.iy that I have a set of blanks with me which
T will be glad to show and explain to any member who w^ishes to
look them over and if it is thought advisable to publish this paper
in the report of this convention it will give me great pleasure to ar-
range them in such a way that they can readily be referred to.

Mr. Hibbs: I would like to ask Mr. Wilson what clerical force
he employs. It is rather an elaborate system.

Mr. Wilson: We have fourteen men. It is the system that
makes it possible to handle it with that number of men. Yon
avoid s great deal of work that it is customary to do. It might

DAILY STREET RAILWAY REVIEW.

be iiUeiestiiig to know thai iu that offlci.-, with thfse 14 men, wun
the oilier numbfis and the ivcords, are over UO.OOO accounts, all
of which, are liable to be active at any time.

Mr. K. E. Smith: You file these away from month lu month,
don't you; what you might call the journals?
Mr. Wilson: Yes.

Mr. Smith: Suppose you do some more work iu the following
month on the same job. Is there any reference made on the first
entry that it is continued iu another month?

Mr. Wilson: No. Y'ou would take it from your curds, anil your
cards would show what month it was charged in. AH you have
lo refer to is the report of that particular month. The same or-
der number applies in different months. The order number Is
fixed like an account number.

Mr. Tripp: I would like to ask Mr. Wilson it lie makes two
postings, one to the cards and one to the expense ledger. I as-
sumed that he keeps an expense ledger as distinct from the cards.
Mr. Wilson: That comes from this report. As I say, it is made
up; you make one posting from that, of details. The details are
posted from the cards, the details of your expense ledger.

Mr. Moore: I would like to ask Mr. Wilson, in the case of
the storekeeper issuing materials on these manifests, what record
or account does he charge that to in his record so as to keep tab
of it as it goes out and comes back.

Mr. Wilson: That is done in the manifold book. It is to all
intents and purposes in his stock until it is reported consumed or
returned.

President Duffy: Y'ou spoke of BO. 000 accounts, and said eacli
order number had a standing account. Now I would understand
that account No. 1, for instance, maintenance of track and road-
way, had a certain number of subdivisions. You spoke of some
six or seven. Then there is a second number of order numbers in
each one of those subdivisions, like the paving, the rails, and so on.
Isn't that the way it operates?

Mr. Wilson: No. Any maintenance charges would be charged
direct to the operating expense number, unless it was a very large
track job, where the street was being relaid or something of that
kind, and then the engineer would give it an order number For
the ordinary matters we do not have the order number.

Mr. Tripp: Mr. Wilson, if a street was numbered 100 and the
figure 1 represented track maintenance would 1100 mean track
work on a certain street?

Mr. Wilson: Y'es, the Maintenance of Way Department; we do
not use those numbers except for extraordinary work, but num-
ber 1100 would mean that it was No. 1 pole on a certain street.
If it was 2100 it would mean it was a No. 2 pole on the same street.
We have about 100 operating expense accounts. We have no sub-
divisions of those accounts whatever, but by this system I speak of,
by reference to the monthly reports of the department, you at once
know every labor item and every material item, or any entry, by
referring to the report. If you wish any further information you
go to the drawer, pull out this little booklet I referred to, and
then, if it is a question of labor, you can tell the men's names,
the day of the week and how many hours of each day they worked
on it, because it is all there together. In the same way, if you
wanted to know the material, you could tell with the minutest
detail w'hat the material was.

President Duffy: You have your expenses divided into 100
accounts, where the classification has only 38.

Mr, Wilson: Yes, The Boston Elevated Ry, has not adopted the
standard system of street railway accounting because the railroad
commissioners of Massachusetts are the only ones in the Ilnitert
States that have not adopted it.

President Duffy: The reading of this paper and the important
paper that is to follow suggest something to me that was dis-
cussed with us today by a gentleman very prominent in the other
association. That is the practice of some associations of printing
their papers in advance and sending a printed copy to each mem-
ber, so that before they come to the association meeting they can
digest the papi^rs and can select from them particular things that
they want to be informed upon, and can bi-ing up points for dis-
cussion. This practice in associations of a similar character to
this one has proved to be a wise one. and I think it would be well
worth the consideration of those who are to direct the affairs of
the Association next year as to whether we should take up this
practice.
The next paper is:

M.XTLOitlAi. .AND SUPPLIES ACCOUNT.

fiy W, .M. Harnaliy, .Xccounlaut, Brooklyn Rapid Transit t"o.

1 wish at the outset to state just wliat 1 am going to try and
explain, and also to give the explanation with sullU-ieul clearness
to Ije understood.

Material and Supplies Account is but a branch of the bookkeei)-
ing of any concern and the method of keeping is to be determ-
ined by the results looked for. Some one has said that "book-
keeping was but common sense properly applied," 1 trust that
I can prove the truth of this saying as applied to the keeping of
Material and Supplies Account, In the first place wliat are the
results to be obtained?

A correct record of all material and supplies received, showing
kinds, quantities, price and from whom bought. A correct record
of how used, showing the quantities and values as applied to
operation, maintenance or construction as the case may be.

A record which will show at any time, the quantity of any par-
ticular stock on hand. A record that will show the various kinds
of matc^rials and their value charged to any iiarticular expense or
account.

These I think are the main results looked for in keeping Mate-
rial and Supplies Account. As a basis for accounting in this
department of bookkcrping the Stock Ledger is the fir.st consid-
pi-ation. This book should contain the record of all receipts and
all expenditures of Material and Supplies and when inventory
time comes around gives the value to material and supplies on
liiind, A Stock Ledger laid out with three accounts on

w, M. b.vrnahy

a page is suggested, a book of 800 pages giving some 2400 accounts.
This .'Should be opened with the accounts running alphabetically
for convenience in locating. This is made so as to give each month
practically a sejiarati' record. .A. trial balance can be taken month-
ly if desired.

The postings to this book are made from the record of materials
received and from the consumption sheets which I will explain
further on.

After the Stock Ledger, comes the l)ook containing the record
oi materials received, which for convenicnre, we will call Book
No, 2, the Stock Ledger being No, 1.

This book gives a complete record of all stock reci'ived, show-
ing from whom received, quantity, price, kind, value, order num-
ber. Reg, No., how shipped, etc.. iu fact a complete record of
each invoice. From this book the postings to the Stock Ledger
are made. This book is made on the loose leaf plan, which per-
mits a page, when filled up, to be taken out. allowing the posting
to the Stock Ledger without inlei-fcring with the work of the
receiving department.

We now come to the taking out of stock, and the method of
changing to the proper expense or construction account.

All materials and supplies drawn from the stockroom sliould
lie drawn by order on the stock clerk, properly signed by those
authorized to do so. The form of order is in duplicate, so that
each de -artment has a record of what materials or supplies it
has used during the month. The order must also state for what
purpose drawn. By taking the classification of Expense Accounts,
as adopted by the Street Railway Accountants' Association of
.Vmerica. and giving the numbers and letters, the accounting part
becomes very simple.

DAILY STREET RAILWAY REVIEW.

1!J

Ally sp(3cial uxiifiiistj ur ('uiisUu<:l.iuii ■icioui]! laii lii' ki'ia by
llji- iicL'K' giving OL HOIlit .sijecliil iiiiinlicr ur IcUit Iu iinlKiiic ii.
Ill llils cuiiiiecuoii, il Miioillil Ijo rL'liiriiim'I'L'iJ Uiul laljuj riiargeu
slioiilU bu similarly tii aleil lo have uiiuoiiiiity oi accouiiiiug.

urUiis on tuo BtoiK cieiK aiu cliargi'd daily on tiic iJoiiHuini)-
iiou lilulUr, whiiU iH made iii) o( a niimbi'i' of sliceiH uroiierly
nilod. '1 lie UouauniiJiioa Blotter is tlic rei'onl ol (iiiaiitltle.s ami
values oi' materials and supiilic s used dally, the name of the mate-
rials ur siipiilles being wniieii in the niaigiii and thi> (luantity
and the expense aceoiinl being indicated. i lie iiiiil ul' viiliie is
also given, being taken trom the Stock J^edger.

After orders on the stock clerk have been posted on the Con-
sumption niolter the amounts thus charged are analyzed; llrsi,
as to the amount charged lo each expense account; secondly, as
to the value of each kind of material charged. The lirst result
is, iu turn, posted on blanks which are the final accounting as
to expense or construction charged. The various aci'ounts to be
charged are written in at the top and the result of thi' analysis
of the Consumption Blotter is set down daily under the proper
heading. At the end of the month the footings of these sheets
give the cost of materials and supplies charged to each exiiens'j
or construction account. The .'Second analysis of the Consump-
tion Blotter is transferred to other blanks for the record of
amount u.sed daily of each kind of materials or supplies and from
this the postings to the Stock Ledger are made, the value of the
materials used balancing with the total amount charged to ex-
pense or construction accounts. This form has an additional
value, in that it shows just the quantity of each material or sup-
ply used monthly, which is a good help to the stockkeeper in
determining how large a quantity he should carry, and also en-
ables him to make out his requisitions on the purchasing agent,
with intelligence. When more than one stock account is kept
and goods are being transferred from one store-room to another
a proper transfer order should be used which will indicate the
kind, quantity and value of stock so transferred, and also indi-
cate from and to what stock account transferred. These orders
which should be numbered are treated by the stock clerk the
same as any invoice and should bo posted in the record of mate-
rials and supplies account and charged out in the regular course.

On the question of putting through material and supplies ac-
count bills covering large items chargeable to construction such
as car bodies, trucks, motors, generators, etc.. I think the method
of direct charging preferable. At the end of each month the
stock clerk should report to the auditor the amount of materials
and supplii s received giving a list in detail of bills passing
through his record of materials received, also the value of mate-
rials and supplies received through transfer from other stock-
rooms. This blank gives the quantity on hand on the first of
the month, shows all debits and all credits to Materials and Sup-
lili(>s Account, and enables the auditor to check the Materials
and Supplies Account as shown by the stock clerk with the gen-
eral books of the company.

In connection with the Stock Ledger a card system is recom-
mended. Each kind of stock having a card showing the quantity
on hand also stating the number of the bin, shelf or drawer in
which it is kept. As the orders are filled by the stock clerk the
cards are credited with the quantity taken out so that the quan-
tity on hand at any time can be ascertained. Some may say that
the time involvi-d would not warrant the keeping of such a sys-
tem of cards, but I can state that a system covering between 5,000
and 6,000 different stock items can be posted in three hours. The
value of knowing that a certain article is needed is obvious to
any one familiar with the keeping in repair of car and motor
equipments. By such knowledge an emergency order for the
particular material or supply needed can be given and a "multi-
tude of friction" thus covered. On this card in addition to show-
ing quantity on hand, a provision is made to show the quantity
of such materials and supplies ordered, but not received, which
provides against duplicate ordering.

In the matter of manufactured articles such as commutator bars
field coils, etc., where the amount made up in a month might .be
sufficient for a much longer period and it is desired to charge to
the expense account only the amount used, the stock clerk
would have to set a value upon the product, debit his Material
and Supplies Account, the same as tor any purchased material
or supplies, and set it upon his Stock Ledger and reduce by a

iil>e aiiiuunt his n-port of such expeUhC accuuuiH lur Ihu uioiilii.
J Me cusiorii i.s, 1 mink lo charge iiirccl to expenw, all materia,
taken out ui nuppiKs lur such MiaiiniHcline an ihuugh acliiull>
used during tiie n.oiiiii. Oiiiy a icw of lii>- larger companies uo
any manuiaclunng.

1 think 1 have covered the principal features of Material and
Supplies Aciount. It may be that some of the minor details have
escaped in (ondensiiig ihiH Into such a short artlcli-, but If mere
be any jiarticiilar point not touched upon which Komeon<- is Inlcr-
ested in, 1 trust he will not lail to make It known.

In any uystem of accounting, accuracy Is the keystone, and that
particular feature should never be lost night of.

Mr. I''. K. Smith: I would like to aak Mr. Barnaby if the ma-
terial charged out in any one month is charged out at the average
prices of the material on hand at the first of the montn.

Mr. Barnaby; The unit of value of stock is determined by
cringing down what you have on hand at the end of every month,
and you establish probably a new unit of value. Of course, ;ii
taking up what we call the consumjitlon sheet, we use a certain
quantity of any article, which, at the unit of value, gives a llgiirc
for the expense, and we bring down the balance in the bin or shelf,
and get a value of stock on hand. If it happens to be boltn or
gears we know what we have up above, and at a glance can ti-ll
whether the price which the unit giving the results. Is a fictitious
one or not; and it can bo adjusted and checked. Practically the
unit of value is reset every month, on the first of every month.

Mr. Smith: You might have had a lot of material, say, on the
5tb, and used it on the 1.5th, and that may have changed the
price, the average price of what you have on hand. Now if It was
used on the lath, would you charge it out at the average price of
the 1st or as of the date that you used it?

Mr. Barnaby: By the use of this consumption blotter, if we
had 1,000 on hand at 10 cents, we would charge out the first 1.000
at 10 cents, and just as soon as we got into the next lot we have
our price indicated.

Mr. Smith: You charge them off then at two different prices,
not as an average?

Mr. Barnaby: We would, then, yes.

Mr. .1. A. Harder; Our store-room accounts are not conducted
on a very thorough system. We aim to charge out material at
an average price and let it go at that, and take an inventory oc-
casionally to see whether we are running short or over and ad-
just it from that on. We do not keep a very elaborate set of books.

Mr. Stone (Worctster, Mass.): I can say very little to add to
the information that is desired on that subject. The road that I
represent is a comparatively small one. Our system Is accordingly
a small one. It is accurate so far as it is carried out. It is a
very simple system and would not apply to the larger roads. We
charge directly every purchase to the particular account for which
it is bought. We take an inventory at the end of each month
whereby the stock on hand at the first of the month is given.
Added to that is the purchase which has been charged up to the
particular account, which is set down, and an inventory is taken
at the end of the month both by a book record and by an actual
record. At the end of each month we have practically an raven-
tory that covers the maintenance items and the construction
items, separated each month and credited back to the several
maintenance accounts and the several construction accounts,
which ever they may be. and we charge to supplies and credit to
operating expenses or construction accounts whatever material
remains in hand; charge up each month again and start over.
It is very simple and at the same time it is a system that can be
applied to a small road so as to arrive at very accurate results. I
am quite interested in hearing these papers, particularly the pa-
per that has just been read, because a different system of accounts
may be applied to our road later on. and that which applies to the
larger roads is what 1 am particularly interested in.

DAILY STREET RAILWAY REVIEW.

Ihe atcouul in wliiili the niatiiial is chaiguil. Evury mau thai
comes into the storeroom gives his individual receipt for tho ma-
terial that he gets, and must stale for what this material is used.
These little slips are then talien up twice a month, on the 15th
and on the 31st, and are entered on what we call our maintenance
.sheets, which are properly headed with the accounts to which lliese
various items are charged. That also applies to castings. Kvery
casting receives a number. No pattern is made without a number
being given it, and when it is charged up or given out, it is given
out by this lot number. I lot everything except screws, bolts of
all kinds, cotter keys and such minor things as those, and at the
end of stock-taking time, 1 offset one way or the other. So 1
think on the matter of lotting the articles and the castings I offset
at the actual valuation both ways every time. It by some means
or other the entry clerk makes a mistake in charging out, if he
charges out $10 too little, when he comes to balance out that par-
ticular lot he knows e.Ka(tly whether he has been charging it
properly, on the right valuation, and he can also check the store-
keepers at any time by referring to his cards and asking the
storekeeper how much material he has of this particular lot, and
he knows whether the storekeeper has let any of this material
slip through his fingers without getting a charge for it. Our
system is not exactly as I would like to have it, and I am looking
for some improvi'ment it I can get it.

Mr. P. V. Burington (Columbus, 0.) : We do not run a supply
house account. We take care of all the purchases and use of ma-
terial and s\ipplies through general ledger accounts. The larger
purchases, such as rails, ties, wheels, poles, perhaps all together
15 or 20 such accounts, we hold in what wo term an open acuount,
and w<> charge out approximately each month what would natur-
ally belong to that month, and so far we have been very success-
ful in approximating and have kept our operating expenses per
cent at a very regular figure. We have had no difficulty whatever.
Of course wo do maintain in our shop our supply accoimt, but
it does not come into the audit office. It is simply as a matter or
record for the shop department. All other materials, track, over-
head, etc., are taken care of as I stated.

Mr. Mitchell tPittsburg): We run our shop accounts, mat. i
ial and supplies, in about the same way. We find it works ver.\
satisfactorily. We take an inventory about once a year.

Mr. W. G. McDole (Cli-veland); I would like to ask Mr. Barn-
aby what he does with his freight and cartage and handling oC
materials?

Mr. Barnaby: All the trucking we do we run it through a ae-
partment and they have a car system there, and all the expenses
ot that department are charged to a trucking account. The cards
are analyzed and the value of the truck per day is set down at a
sum per day. The cards are charged out, as the cards indicati-
what work they perform, and it is set up as an expense item,
charged to the account, and the trucking is credited. Of course
at the end of the month, or a period ot months we get a slight
debit or credit which we adjust by taking oft a slight per centage
of the charges. The bigger charges that we have through the
trucking department; there is very little of that trucking
that we get, as our purchasing agent makes it a rule to purchase
everything f. o. b. dock, and the handing of supplies from the
shops to any minor jobs we charge to a shop expense account
direct.

tracted. That, you will see, leaves me the balance ot material that
is there in hand and can be taken off, as 1 do, giving the full
detail of all the materials on hand at the end ot the month, prac-
tically an inventory ot the goods. 1 have toimd that it was very
satisfactory, and I have a pretty good check on the storekeeper,
becau.se if he is making any charges that are not correct he will
find himself short at the end of the month. 1 am always open
for suggestion and I appreciate this paper read this morning very
much.

Mr. Hibbs: I would like to ask Mr. Smith under whose direc-
tion or supervision the storekeeper comes. I understand from
Mr. Smith that the requisitions go direct to him. Is that as it
ought to be?

Mr. Smith: The storekeeper is practically under my own con-
trol.All requisitions are made out and then a copy is sent to me;
the requisition is forwarded to the merchant and a tissue copy Is
sent lo me and entered.

Mr. Ehrhardt: We charge everything direct as it is purchased
and ordered, probably the same as you do, or used to. Of course,
we have a storeroom and keep a stock on hand but we make no
charges nor entries from that storeroom. Everything is charged
as it is purchased.

Mr. Burington: It seems to me from inquiries made when this
paper was brought up that it might bo a valuable work for this
association to appoint a ccmiraittee to formulate a uniform system
in this particular line. It is a vital question and I realize that
tho property with which I am connected is getting a little too un-
wieldy for the plan on which we have been operating our material
and supply account, and I am very glad to have the privilege ot
listening to this discussion, because it is coming right in the line
that I desire. I would like to hear some expressions on that. It
seems to me that it is a valuable work that this association might
take up. We have to have something to further perfect our
system ot accounting, and would it not be proper and wisp to give
this matter some attention?

Mr. Mackay: I would suggest that we might take up in each
meeting a few of the necessary blanks and forms, and establish
those few. We could standardize a few of the forms, and in that
way gradually get the whole thing in shape.

As tar as our storeroom accounts are concerned, 1 think I ex-
plained at the last meeting that we charge out all reconstruction
work direct, the items not i)assing through the storeroom account
at all. In all expense accounts most ot the items pass through
the storehousi', but where an item is purchased and sent direct to
the work, tor instance, oils or material for power plant, it is
charged direct to the plant. We always make it a point to charge
it out. Anything that goes through the storehouse is charged out
at a figure which exceeds the cost sufficiently totake care of the
cost of handling and to take care of the breakage or depreciation
in the value. In that way at the end ot the year our inventory
always runs in excess ot the ledger account.

Mr. Tinglan: I think however that on the intake I can give you
a little light. Out requisitions are all made in duplicate. On the
back ot the duplicate requisition there are ruled columns for the
data of the receipt of the material, the quantity, price, and if it
comes in car load lots there is a place for the car initial, number
and weights and a complete record up to the date of the receipt
ot the invoice. We use our own invoice forms, which is in dupli-
cate, the duplicate remaining in the city railroad ofiice, the orig-
inal returning to my office. On the face of that is a place for
freight charges, the initials ot the man who receives the goods,
the certification that they are correct as to quantity and quality
and the approval ot the superintendent and the account to which
it is to be charged. All our purchase orders are issued in tripli-
cate. On the back ot the triplicate purchasing order is a ruling
identical with that on the back of the duplicate repuisition. We
take the bill which is returned to our office, and keep a dupli-
cate record ot the receipt of the material and all the details that
go on the back of the original, The storeroom ledger is kept in
the subsidary office. Wo keep a storeroom account on our general
ledger tor that particular office in my office. These two ledgers
must balance at the end of the month. On each job the foreman
gets from the superintendent what our boys call a green goods
order. It Is a duplicate order numbered consecutively, but in
front of the number is a place left for a letter designating the
class of accounts, "a" being for track, "b" for ties, and so on.

DAILY STREET RAILWAY REVIEW.

Wlu'ii a mull comes lo llio Hlorcroom wiUi Uiia oidc-i-, Llie lulUn
in put In front of It, ho gives that up and receives a material Hhcm
on vtihlch is entered all the material drawn from the storerooni.
'I'here is a place for a credit bacit if he returns any and a place loi-
tills order luuiiber. That Is all he knows, ilc does not l<now any-
thing aiiout the account. He is given a nuniljer and a letter liy
tile snpcriiiteiuicnt, and tliat Is placi.'d on his storeroom order.
VViieu Ills material is returned the proper eri'dit is given him at
the storeroom tor any relurn, and that sheet is at onei^ sent to tlic
ofllce. If it is a running job we have what we call standing or-
ders for ihe track repair man and the overhead repair man, but
any special job is returned as soon as it is completed. At tlie
end of the month these are formulated and on the report which
comes to my office is a charge from the storeroom for each bit
of material, giving the quantity and price. From that we check
up our storeroom account on our ledger. That is, in substance,
the way we keep it. My record in my storehouse, 1 am frank lo
(onfess, is a littii^ bit lame, and 1 came here widi tlie hope that 1
would get some information.

Mr. Wilson: 1 would like to ask Mr. Barnahy one question.
He said it took about three hours to post on the cards the material
that was issued during the day. \ thought it was your road tliat
had the cards upon the bins.

Mr. Harnaby: That has been discontinued. It has been de-
cided that it was easier for a man to have the cards, and get u
better result than to go upon a ladder and try to post that card
on the bin, more apt to get correct posting.

Mr. Wilson: Do you attempt to find all the issues of one stock
and make one posting on Iho card, or do yo>i make as many as
may be necessary?

Mr. narnaby: No. Jn analyzing the consumption blotter
where it is first entered you get the entire quantity used that day.

Mr. Wilson: From this blotter, you cannot analyze your stock,
but you put it down in such a way that you know what the charges
are to be from the blotter,

Mr. liarnaby: On the consumption blotter is indicated the value
charged to any expense account. As the orders are analyzed they
are entered twice. That is, the first analysis is as to the charge
that the goods are to be put to. That is indicated as the samples
show there, (referring to exhibits accompanying Mr. Barnaby's
paper,) the job number and the value. That is then tabulated to
get the quantity of any particular material put on this consump-
tion sheet as against that material. From that the cards are
posted, so that with the quantity of goods set up on the card and
the daily postings, from this analysis of the consimiption blotter
one can tell at a glance, as soon as these cards are posted, what
is still left on hand of those particular goods.

Mr. Wilson: Then you practically aiuilyze it twice?

Mr. Barnaby: It has to be analyzed twice practically, once for
the charge and once for the quantity of goods.

Mr, Ham: 1 would like to ask Mr, Barnaby whether the clerks
who do this storeroom accounting are subordinate to the store-
keeper.

Mr. Barnaby: They are subordinate to the storekeeper and now
the storekeeper is subordinate to the auditor. That is something,
that, when you were there Mr. Ham, was not so.

Mr. Ham: Th point is whether there is any scheme yet devised
which is a check upon the storekeeper, or whether we still have
to rely upon the honesty of the storekeeper. That is one of the
obj(>cts of the storeroom accounts; and I am quite strongly of the
opinion that it is a physical impossibility to check the storekeeper.

Mr. Barnahy: In that regard I refer to Mr. Wilson's paper.
As I take it. his orders that he receives direct from his storekeep-
ers must be certified by someone in charge. Of course, honesty
in accounting finally resolv<>s itself into whether it is the clerk
who is the honest man or the auditor. At some point the honesty
has got to be determined. The signing of the order under Mr.
Wilson's plan is the point where the honesty has to be determined,
and if he knows that that man is honest, his accounting is honest,
for he takes his result, and it is a final accounting.

Mr. Ham: That is only one-half of it. The other half is the
receipt of the material.

Mr. Barnaby: You have the same thing in reference to the
receipt for the goods? Someone is in authority to receipt the vou-
cher as to the goods received.

Mr. Ham: I am not criticizing the method at all. But I wish
to know it is possible to check the storeroom keeper with any sys-

tem of accountH. 1 have found that pouHlbly we thought we were
doing this but were Hucceedlng very poorly, and I am HUtlHfled to
give It up. I <lo not think It l8 practicable, for the same reaHon
that we HOC an Immense department store with vi-ry little of that
KInil of accounting; as I iinderHland It, none at all. Hut we are
attempting, as Mr. Suda of St. I^ouls, said, lo keep track of all of
these items, and he says that If there is a mistake on the part of
his stoiekeeper he can locate It on the particular account; out
after lie has located it the question Is what good It hati done. The
ii'al point in this that appeals to me is whether It Is wlae to keep
separate aecounlH of individual articlcK. I mean by that, a separ-
ate ledger account or separate accounts to show stock on hand of
each article. It entails an immense amount of work. Is It neces-
sary or can we get the same results by surrounding the storeroom
itsi'lf with every safeguard, that is, as to material going In and
material going out? Many of us have possibly kept accounts very
carefully in storerooms where the storeroom Itself was laid out in
such a way that anybody could go in and help himself to ma-
terial. It seems to me that it is the storeroom Itself that should
be watched. 1 would like an expression of opinion on this. I
am keeping these individual accounts, and if possible I would like
to do away with them.

Mr. Wilson: When I started storekeeping a number of years
ago I started with the idea that you must keep an account of the
difterent kinds of material, and I continued it for gome two or
three years, but give it up. At the present time the entire ma-
terial in our stockroom is simply one lump of stock. Since doing
so the results have been very satisfactory indeed. The material
is received from the persons from whom we purchase goods and
certified to on the bottom of thi^se invoices. If you recall to mind
my paper, I stated that we require everybody from whom we pur-
(hase goods lo use our bill heads and not theirs. There is a place
on the bottom of these bill heads for the approval of the person
who receives the goods, for the approval of the head of the de-
partment who has the requisition for it, of the clerk who has en-
tered it and the purchasing agent, who states that he ordered the
goods and that the price is correct. Then all these bills are
charged direct lo the storekeeper, or to the storeroom. Material
that is delivered is never delivered on any order or requisition
signed by simply an employe of the company, but it must be by
the foreman or person in charge. I think that answers practi-
cally Mr. Ham's question as to having a responsible person whom
you can hold for the goods which have been issued. By having
these original orders and demanding piTsonal requisitions signed
by the person in charge of the shop or department, it must be
collusion betwei'n him and the storekeepi-r to work any mischief
which it would be a difficult thing ever to guard against; or if it
was a question of the receipt of goods, between the storekeeper
and the person he would receive them from. That would be a
safeguard which it would be difficult to provide.

Mr. .T. M. Smith: In that regard there is one thing I did not
mention. I have a check on the goods received, for the reason
that I do not let an invoice go in the storeroom house at all. I
said I had a daily report come to me of all goods received. They
are given a number, each package just as it comes in on the coun-
ter, and are entered on this sheet. The requisition is referred to
the merchant whom these goods are received from and then it is
sent to my office; so that they do not get the invoice at all. I
know that the requisition has been received by myself, and then
that invoice is treated in my department, is given its proper num-
ber, and forwarded to them to check the prices; the storekeeper
being the one who has purchased the goods, knows all about the
prices. So that I get a full check and know that evorvthing is re-
ceived. If an invoice comes in that has not been advised of. I can
rail him to time, but our record shows it at once.

Mr, Harder: Following up one of the questions Mr. Ham asked
of Mr. Barnaby. I would like to know how many companies in this
association have the storekeeper under the jurisdiction of the audi-
tor so far as the storeroom accounts are concerned.

A poll showed IS where he was and 2 where he was not.

Mr. Mackay: I seem to be quite a minority here. In our com-
pany the storekeeper is really tmder the general manager, so that,
while in a certain sense the auditor Is brought in relation with it.
still he is tmder the general manager.

Mr. Barnaby: I would think that it would be well to ask Mr.
Ham and Mr. Tripp who are members of the committee appointed
by the association to report on a system of account for lighting,

DAILY STREET RAILWAY REVIEW.

gas and powL-r companies, to report tu us, next yuar as to action

taken.

Mr. K. E. Smith: 1 move that a committee be appointcii to pre-
pare a uniform set of blanks for the approval of the association on
stores, from the purchase to the inventory.

Mr. Mackay seconded the motion which was carried \inani-

mously.

President Duffy: 1 will appoint on that committee Mr. Bur-
ington, Mr. E. K. Smith and Mr. Tinglay.

There is another important matter here that should be taken
care of at once. That is, the proposition to change the by-laws,
as to the time and place of meeting.

It was moved and seconded that there be no change. The mo-
tion was carried unanimously.

The executive committee reported that it had held two meetings;
that it had taken three mail votes, admitting 25 companies to mem-
bership; that the books of the treasurer had been audited and
found correct
The report was accepted.

The Committee on Resolutions reported resolutions of thanks
to the hosts of the convention in Kansas City, which were unani-
mously adopted.

Mr. Wilson, of the Nominating Committee submitted the follow-
ing list:

President, \Vm. F. Ham, comptroller Washington Traction &
Electric Co., Washington, D. C.

First Vice President, J. A. Harder, auditor Metropolitan Street
Railway Co., Kansas City, Mo.

Second Vice-President, J. M. Smith, comptroller Toronto Rail-
way Co., Toronto, Canada.

Third Vice-President, W. G. McDole, auditor Cleveland City
Railway Co., Cleveland, Ohio.

Secretary and Treasurer, W. B. Brockway, assistant secretary.
New Orleans & Carrolton Ry., New Orleans, La.

E.\ecutive Committee: C. N. Duffy, auditor Chicago City Ry.;
C. S. Mitchell, auditor United Traction Co., Pittsburg; C. M. Hem-
ingway, cashier Connecticut Lighting & Power Co., New York; D.
E. Tripp, auditor Seattle Electric Co., Seattle, Wash.

The gentlemen recommended were elected, the secretary casting
the ballot of the association.

Mr. Harder then extended an invitation to the accountants to
bring their wives, sweethearts and sisters and go for a tallyho ride
on l'"riday. The party will leave from the Midland Hotel at lU a. m.
Mr Ham was invited to the platform, and President Duffy said;
Mr. Ham, permit to turn the chair over to you and to congratulate
both the association and yourself.

President-elect Ham: Gentlemen of the Association; I wish to
thank you for this honor. 1 consider that everyone of us should
be proud of this Association. Personally, I have devoted some
time to it, some hard work, but for every stroke of work that I
have put in I have been amply repaid. If I have done anything
for the association, it has done ten-fold more for me, and I believe
that any man who can come to the conventions of our association
will be greatly benefitted, and his company will be benefited. It
is by coming in contact with other men in the same line of work
that we are enabled to free ourselves from the dust and cobwebs
which accumulate in our craniums, and I think that accountants,
bookkeepers, something like school teachers, are very ap't to get in
ruts. Each one of you can help the association very materially
by doing anything in your power toward increasing our member-
ship, in order that it may be a representative membership. We
have 98 companies, and I was very sorry that we could not have
made it 100 at this convention; but if each member would take a
little interest in it to see that his immediate neighbors, or the
companies with which he has some influence, or can get some in-
fluence in some indirect way— if he can present the matter to them
and they can be advised of the work that we are doing. I think
no company will care to remain outside of our association.

I am very glad that we have decided to meet at the same time
that the American Association meets, as much as anything for the
reason that we are brought in contact with the general managers
and the general managers are brought in contact with us. I think
that the effect of that will be that our work will be more appre-
ciated, that we will come into closer touch with the operating de-
partment, be more valuable to the street railroad work, and that

the position of accounting officer will become a nujre ilignilied and
iKiiiorable one.

.^Ir. Moore; Mr. President, it seems to nie that inasmuch as the
various consolidations of street railway and traction companies
have not reduced our membership, as we expected it would a year
ago, and as our treasury is fairly full, it would be proper at this
moment to recognize in some measure the work of our efticient
Secretary. To that end, I make a motion that the salary of the
secretary for the incoming year be advanced from $200 per annum
to i'MO as a recognition for his attention to duty.

Mr. Harder; I second the motion.

Mr. F. E. Smith: I would like to amend thai. I do not think it
is enough. 1 wouldn't do it for that, and I don't believe there are
many here that would. I will move to amend by making it $500.

Mr. Moore; I will accept the amendment.

President Ham; 1 understand, then, that the original motion is
withdrawn and that the motion now before the house is that the
salary of the secretary and treasurer for the present year be $500.

The president put the question and the motion was carried unan-
imously.

A resolution of thanks to the association's hosts in Kansas City
was passed, it was ordered that the portrait of the ex-president be
inserted in the published proceedings, and the convention then ad-
journed.

KNELL AIR BRAKE

The Knell Air Brake Co., of Battle Creek, Mich., has a very
interesting I'xhibit of its apparatus at space No. 2G B, which has
attracted much attention. The accompanying illustration shows
a view of the Knell axle-driver compressor with the upper part

of the casing removed. The gear case is dust proof and is par-
tially filled with oil, the movement of thi' crank carries the oil to
every part of the mechanism insuring the thorough lubrication
of the crank pin, cross head pin, cylinder and gears. At the front
end of the cylinder is an automatic pressure regulating valve:
when the pressure of the main reservoir on the car has reached

the fixed maximum, the compressor cylinder is connected with
the atmosphere, and the piston then works against atmospheric
pressure only till the reservoir pressure falls to the determined
minimum. The Knell system of air brakes has been in use for
some months by the Michigan Traction Co., of Kalamazoo, and
has given satisfaction.

DAILY STREET RAILWAY REVIEW.

JICWICJ T CAR CO.

I'OK NIGHT CONSIKUCTION WORK.

'I'lic Jewell Cur Cii, lias rcccnlly coiiiplcU-il ils new works al
NewarU, O., and lliu wliulc plant is now niiiniiiK at 'full cai'acity.
The company in desi^jning the new plant carefully arranged tlie
various biiiklinRs and yards so as to reduce the cost and labor of
handling the materia! as mncli as possible. The various buildings
rnni|irise ,i drying I<iln 40 x i(X) ft., wood machine and cabinet shop
wilh :i llnnr .[rea of ii).6oo sq. ft., four erecting and finishing

shops having an aggregate area of 58.600 sq. ft., blacksmuh shop
60 X 80 ft., machine shop, storerooiu, office building, and lumber
sheds. .Ml the shops are equipped with the most improved types
of machinery, arranged for economy of time and labor. The shops
are lighted throughout with electricity, and the works have a com-
plete water and sewer system.

Thr Jewrit Car Co. has a most enviable reputation for lurning
oul llu- best-built cars to be found on the market and has grown

In these days of injunctions and sharp legal maneuvers the suc-
cess or failure of a promising street railway enterprise sometimes
dejiends on the ability of a company to get ahead of the other fel-
low by buililing stretclu's of track during the hours betwecTi sun-

SR'WHITE LIGHT \

down and sun-rise, and il h
also often necessary to make
repairs in the early hours ot
the morning while cars are not
operating. To aid in this work
the White Manufacturing Co.,
of Chicago, makes a blast
light that will illuminate for a
distance of several hundred
feet and by which track and
overhead construction can be
carried on during the darkes'
night. The apparatus is sim-
ple and durable and in cases ol
emergency the flame can be
used as a source of heat for
welding, melting solder, etc.

The tank is strongly built of
the best materials but weighs
so little that it can be carried
without dilTiculty by two men and its capacity is large enough to
keep the flame going for several hours without recharging. A
p<irtable blast light would seem to be an indispensable part of the
equipment of an up-to-date road.

-.. JL f^._JL-™J!..^,.-Ji:.

jyULJULlL

woOoi^^vNi*. i>f:.Vi<i. **■

C^ ClTN^ R>iUL-WA>r CO^

A POPl'L.^R TYPE OF C.\R BUILT BY THE .lEWETT CAR CO.

to be one of the largest concerns in the coinitry. .'Kmong recent
orders are 30 cars for the South Side Elevated, Chicago, and cars
lor the Steubenville. Mingo &- Ohio \'alley Traction Co.; the Cin-
cinnati, Lawrcnccburg & .\urora Ry. : the Detroit. Monroe & To-
ledo Ry. ; the Buffalo & Hamluirg Ry. The illustrations herewith
show e.xterior and interior views of a very popular style of double
truck car for city service.

The officers of the company arc: President. W. S. Wright.
Wheeling. \\'. Va.; secretary. H. S. Sands. Wheeling. W. \"a.:
manager and treasurer. .\. H. Sisson; superintendent, Neil Paul-
son.

FENDER PACTS.

It is intei'estiu.? to note tlie steady cliange in seiitiraent during
I ho p.-i-st few years as regards the question of fenders; many
mauiigers who were .ince opiwsed to their adoption are mw
iM|uipi>e«l with safety devices. There has l>een however a good
i-e-ison for this, for not a little of the opposition to the fender
was fouudeil not on tlie theory Init the pniotit-e. lu other w. rds.
when tlie fenders .-ivailable were luiinechanical. there wa."! g-iod
reason to believe they were able to do as miu-h barm a.« good.

DAILY STREET RAILWAY REVIEW.

'I'lic lacL tlial lliiTi' aiv on ilic niiiiki't mili' uvn oi- llirce louil-
(M-s wiuTo formerly (here were uearly a score beiirs out the priu-
eiple of Uie survival of tjie littest. Some of them ecrtaiiry h:;il
uo elaiiii to warrant tiieu' existence.

Col. A. r. Woodwortli, i>resi(lcnt of the ('"■usolidateil Car
I'Viuler Co.. rroviileiiw, lias given more praetic.il study to Ihr
lender i)rol>lem than any other i>er.son. and has lii-ought to tliat
study of conditions and re(iuirements a modianioal experience
witieh has earned for the Providence fender tlie indorsement of
the best managers. '■ That tliis fender is in daily tise on 7,000
cars on 91 roads in (Jiis eountrj' is tlic strongest indorsement nl'
tlieir merit. Fnrtlier iiivesliKiation will sliow tliesc roads tu in-
iluile tile lai'Kcst in milcafre an<l earynj; capacity, ami opiiatin ;
under ali llie varyinj; cunditidus from a sm.-ill liandrl on an inter
mlian line to tlie great Metropolitau .system in Ni'W Voik City.

.Manager Lardner, of the Davenpoit-Kock Island lines, said
yesterday as he di.scussed fenders Willi an interested gruup: "W ■
are using the Providence fenders, anil wliilr we have had ilicm
oidy a few montlis they have already saved us more tiian the
entire cost of e(]nipitieiil. \\c cinisidi r tlieni one of tlie liost in-
vestments we ever m.-nlc." '['lie saiur trslimony is fiuMislird l>y
dozen of managers.

P. & B. PRODUCTS.

The Standard Paint Co.. of New York and Chicago, has at spaces
No. 77 and 78. a full line of its materials including "electrical
compound," paints for the preservation of iron and wood, water-
proof insulating tape, P. & B. armature and iield coil varnish.

'Giant' insulating papers and "Ruheroid" motor clolli. It also
has samples of P. & B. "Ruebroid" roofing which has been very
extensively used for covering street railway and electric light
plants, as it is not affected by the fumes of gas. noxious vapors
or steam.

One feature of the exhibit is a fine oak counter with trimmings.
which thi> company will use as a permanent stand in the future
whenever it makes exhibits at conventions or expositions. Messrs.
J. C. ShainwaUl and .1. F. Hicks are extending a cordial welcome
to all visitors.

*-»-♦

MANVILLE COVERING CO.

The Manville Covering Co., of Chicago, western representati've
of the H. W. Johns Manufacturing Co., is displaying the follow-
ing goods in a tastefully arranged booth at space No. 27: Moulded
mica line insulators, clips, ears, and other overhead materials;
"Noarli" fuses and cut-outs; "Vulcabeston" insulating sheets and
insulating pieces for motors and controllers; and "Johns" electric
car-heaters. Practical demonstrations of the noiseless and safe
operation of the Sach's "Noark" fuses are mad<' and all visitors
to the convention are cordially invited to make themselves at
home at the company's booth. Those in attendance are Messrs.

A. Hall Berry and Joseph Sachs, of New York, D. T. Dickson and
J. W. Perry, of Philadelphia, H. D. Bayne, of Pittsburg, all rep-
resenting the H. W. Johns Manufacturing Co.; E. B. Hatch, of
the Johns-Pratt Co., Hartford, Conn., and S. H. Finney, manager
electric department, Manville Covering Co., Chicago.

CONCERNING TRUCK PATENTS.

Kansas Oity, Mo., Oct. IS, 1900.

lOdiiiii- licvii \v: I have seen in your paper of to-day, page 19 a
letter wi-ittrn by Mr. Peckliam in connection with a patent suit
which is now in the courts between the Peckham Truck and

Motoi- Co. and ourselves. I do not want to take up the time of
your readers iji a long discu.s.<iion on a subject of this Iviiul. The
(lucstion of the validity of our patents is one tlie courts vfill
proiicrly decide, as they liave just done in sustaining our pat-
I lit lor the coiiibinaliou of sjiiral .'iiid ]ilalc s|iriiii;s for single
(nicks.

'! hi'i'i' arc. liowcvcr. one or two items in .Mr. rcckli mi's letter
ill wiirli lie is cviilenily not fully crmversaut with flic situation.
Ill I lie latter iiarl of his letter he cites the fact that his company
w.-is ilic pioneer on sliort wheel base trucks. The facts of the
lasr aro (licso. wc sold the first of these short wheel base trucks
l(] .Mr. li.-iviil Vouiig. of the North' Jersey Street Railway C j..
iu whose employ ;Mr. Uebelacker had lieen. Mr. TTebi lacker on
hear iig (if this called upon Mr. Young and slated to him tliat he
]k\i\ made a mistake in |iurchasing ;i trurk of lliis liiiid. ami that
lie wciiilil ill a very short tiime have to put them i i tli'> scrap
Imii|). II was I he successful oiieralioii of these Ini-ks. so'd Mr.
Voiiiii; li\ llic Itrill coiiiiiaiiy. tluii caused Mr. Uebidacki r to g>
into Hie mallei- and design .i niirk on the same principles, using
Ihe east steel sides and olher things and naming it the .Jersey
Street Railway's special, 'i'hese fads are all matters of record
and are easily ,substantiated.

We do not intend to make an endless ilis<-ns.si(m upon matters
of thfis kind which are properly between the Peckham Truck Co.
and ourselves, but simply make this statement of facts, as we
think it is .inst that our pivrchasers shotdd know the exact status
If the case. G. MARTIN BRILL.

Pres. J. G. Brill Cx).

General Otto H. Falk, vice-president of the Faik Co., is in attend-
ance. The General seemed to be having a splendid time on the
trip tn Fort Leavenworth yesterday renewing many accpiaintances.

Mr. William Silver, of New York, is also here. He began going
to conventions 17 years ago. but doesn't look it. The boys were
wondering it his side partner, Ed. Lawless, had quit them, but
Silver says Ed. was too busy taking orders to come.

DAILY STREET RAILWAY REVIEW.

DAILY STREET RAILWAY REVIEW

PUBLISHED BY

WINDSOR & KENFIELD PUlJLISHINd CO.
1014 Wyandotte Street, - - KANSAS CITY, MO.

SHALL SUPPLY MEN ORGANIZE?

SUBSCRIPTION, PER YEAR. $3.00.

CHICAGO OFFICE.
NEW YORK OFFICE,

324 DEARBORN STREET
123 LIBERTY STREET

H. H. WINDSOR,

Editor.

F. S. KENKIELD,

Business Manager.

Application made for entry as mail matter of tlie second class.

VOL. X.

SATUEDAY, OOTOBEE 20, 1900.

0.4.

LIVING PICTURES.

In tlio October souvenir edition of the "Review." among our
(ollcctlon of gnoil-lookinK men aiipeared the portraits of Super-
intendent Salterlee and lOlectrieian Grover, of tho Metropolitan,
this city. Wo expected an immediate and large increase in the
subscription list and were not disappointed, liut some unmiti-
gated Chicago scoundrel — probably some supply man — plotted to
bring about an estrangement between our above named good
friends and ourselves. What did he do but cut out the portraits,
and .send them to the Chicago Chief of Police with a statement
that these were two dangerous characters who were planning lo
attend the street car convention in Kansas City, and were liable
to get away with the whole shooting match.

The aforesaid chief promptly forwarded the pictures and ad-
vices to the Kansas City chief, who detailed a new man to lay
for them. This sleuth polished up his eagle eye, and taking his
life In one hand and the pictures in the other, concealed himself
behind a trolley pole. Presently he spied a strong resemblance
to the portrait, but the suspected one looked so much like Mr.
Satterlee he paused to hesitate. Inquiry confirmed his guess so
he let his victim escape. Soon after he caught a glimpse of
Grover, whom he did not know, and anxious to bag somebody
to take home to the chief he sailed In. Grover claimed exemp-
tion on account of having served on a petit Jury some years ago,
likewise that one of the motors on 6th Street was sparking badly
and needed immediate attention. He finally bought the cop oft
and since he induced .Tohn O'Keefe not to let any more minions
through the door, is breathing freely again.

Now Grover says it is up to us and we therefore hereby offer
a year's subscription for Information which will lead to the appr»-
hension of the giiilty party.

■» » >

VAUDEVILLE AT CONVENTION HALL.

The vaudeville show was a hummer and witnessed by 3.000 per-
sons. Tho whole convention was present In nice front seats and
the others were residents of the city. The en'ertninn ent bepan
at 2 o'clock and was continuous until 4:30. Like th» supply men.
it didn't stop until the performers were through. The pregram
included singing, dancing, tumbling, trick dogs. etc. At the close
Secretary Penington proposed three cheers for the supply men,
which were given with a will, also a tiger.

The ladies turned out in full force and occupied the boxes and
reserved seats. The orchestral music was excellent.

As a leader to the show a brass band of 20 pieces marched
through the Coates and Midland, and several business streets. G.
E. Pratt acted as drum maior. In the procession were a group of
negroes wearing heads of elephants and monkeys. Then a lot it
signs, one of which was 30 ft. long telling all about the show.
This colored contingent was headed by Elmer Morris. The chief
of police in a fierce uniform was John Granger.

Bleecher Barnard. TS inches high, rode the donk. 36 inches high.
It was fun for Barnard, but tough on the donk. On reaching the
h^ill a band concert was given.

The menu card for the banquet was very handsome: the front
cover symbolized tho start and was engraved in gold and several
colors. The back cover showed the finish In plain black and
white: aside from the menu proper, the intervening pages con-
tained the list of oflicers and committees.

Tho Time Considered Klpe for Such an AHm.clatlon— Ueneflig lo bo
Derived— Exhibitors Can Ilandli' the Pr</b:em More Eaitly Than
Street Hallway Offlclala— Interviews With Ixadlng Supply Men
Show Great Interest In the Scheme.

"The time has come when we need an organization of the aupply
men to take the burden of the exhibit hall and Its contenta oft the
shoulders of the local officials. The display haa now rra/hrd mam-
moth proportions and Is constantly growing. We know what wo
want and how to handle the Innumerable details connected with
the show much better than any one who has not been through the
mill."

It was MaJ. Evans, of the Lorain Steel Co., one of the mcst prom-
Inenl of the supply men and who has had years of experience In
exliibitlng at our conventions who made the foregoing remark as
the curtain rang down on the vaudeville show In Convention hall
yesterday afternoon. Several exhibitors, who were prcs<nt, In-
stantly voiced their approval, and at their request the "Review"
representative undertook to ascertain the views of as many others
as could be reached in the limited time remaining before the ban-
quet. The result of this canvass Is given, and of all the rersons
Interviewed only three — who requested not to be quoted — were very
much pleased with the idea. These three took pains to state they
were not opposed to the idea, but not prepared to endorse It until
they had either taken more time to consider or know more of the
details.

The situation is this: When exhibits were few and small 15
years ago a small room, usually one, commonly U8e<l by traveling
men to show goods in the headquarters' hotel, was ample for the
display. Then the builders began to bring a few cars which were
set out on a piece of temporary track in the street in front of the
hotel, gradually the idea was expanded and the display Increased
until a store room was needed. LTsually one could be found near
the hotel. At Pittsburg, no other space being available, a river
barge was anchored three blocks from the hotel and the display
made on board. When electricity became a practical motive power
a big jump was made and it became necessary to use skating rinks
and similar ground floor structures which afforded large space.
From the drummer's room at the hotel which cost nothing to the
present day requirements which are so great as to bar some cities
out of being considered for convention, has been a long time. In
the early days the local roads furnished the banquet free, but when
it became necessary to pay from $1,000 to $2,000 for an exhibit
building tho burden was too heavy. Now the inviting company
furnishes the hall, turns it over to the association to rent out. and
entertains in other ways than the banquet which Is managed by the
association.

With the steadily increasing number of exhibits which at Chi-
cago were valued at $250,000 there came an Immense amount of
detail work for some one on the ground to do. Changes had to be
made in the building: stronger floors luilt: wide doors cut: wires
run for light and power: arrangements for teaming hundreds of
tons of appliances and machinery: carpenter work which in the
aggregate would build a house, provided. Sign painters, electri-
cians, machinists, printers, decorators and painters, furniture men
and florists, telegraph operators, messengers, and telephones. All
these now have to be in readiness. Then the correspondence In-
vohed between the convention city and exhibitors, covering sev-
eral weeks and involving the dictating of hundreds of letters, all
these things have followed In the wake of the expansion of the ex-
hibit idea, which, within the experience of the writer, was limited
to a few rope harness, patent horse medicine ard a few bell
punches.

The burden of the work alluded to above natura'ly falls on
some railway official, usually the manager of the inviting road.
He is always a busy man and the additional burden which the
convention imposes is little realized by any but those who have
been through it. The supply men feel they should not ask it and
and are perfectly willing to relieve the manager of his work.

-Another feature which handicaps the local committee on ex-
hibits is that the meeting goes to a different place each year, and
the committee there has it all to learn Just as some one did in
another city the year before. It is asking a good deal in spite of
the willing spirit in which the work has always been done.
The plan now proposed is to organize the supply men next

DAILY STREET RAILWAY REVIEW.

year at New York and put things on a permanent and uniform
basis. Elect a standing committoe to take entire charge of the
hall and everything in it oxccpt the meeting rooms of the two as-
sociations. The committee would engage some experienced, thor-
oughly competent man for several weeks in advance of the con-
vention. He would take charge of affairs. Would make the
contracts in the name of the supply mens' Association for all
teaming, labor, power, etc. Each exhibitor would feel perfectly
free to use this man without feeling they were imposing on the
good nature of a busy manager. If anything did go wrong they
need not hesitate to enter a complaint to their own committee
and get an adjustment. This article is not written in any spirit
of criticism — far from that; nor have there been any shortcomings
here at Kansas City to suggest it. In all our convention experi-
ence there has never been less friction and annoyance than here,
but there has been in the past and is liable to be in the future,
There are many things which bear down on the exhibitor which
never come to the knowledge of the railway people. For in-
stance: the local committee contract for carpenter work. They
select the best they can. An exhibitor puts in a requisition for a
platform and booth. The order is turned over to the contract-
or who then deals exclusively with the exhibitor. Through some
carelessness in book-keeping we will say, and during past years
many times with direct intention the contractor takes advantage
of the emergencies and necessities of the exhibitor and tucks an
extra $10 or $20 on his bill. The exhibitor feels a reluctance to
complain to the local railway manager with whom he may have,
or hopes to have dealings, so he says nothing pays his bill and
sometimes contents himself with cuss words. The illustration is
no fairy tale. It goes all along the line of teaming, wiring, sign
painting, and down the whole list.

We do not mean to say that every exhibitor gets stuck on every
one of the above items, though several times it has been nearly
as bad as this . But the trouble lies in the lack of any authority to
whom the exhibitor feels at liberty to appeal. With an associa-
tion, its superintendent is the association's hired man, and bound
to take up such matters and adjust them. It is no favor asked of
him — he is paid to attend to just such things.

In the question of freight to convention a marked saving can be
made. As an association its committee is in position to deliver to
the road offering the best rates and time shipment, practically the
whole freight, and secure for its members concessions which their
individual shipments would not warrant. For instance all the ship-
ments from New York to Chicago last year could have been lumped
and sent over one road with several routes to choose from.

The exhibitors complain bitterly at the lack of attention paid
them by the railway delegates. Organize and send a committee up-
stairs and they will receive a ready hearing and this matter can
be improved. Tell the railway body what it has cost to do all th's;
and that we are getting to a point where the pame is hardly worlh
the candle. When they understand these things they will devo'e
more time down stairs.

And while the committee is there maybe the railway people
would like to arrange for a little less noise during the business
sessions, so those sitting back of the front 3 rows of seats could hear
the discussion instead of. as this week, getting it by the lip reading
method. Now the exhibitors did not intentionally intrude on the
deliberations, but if they had only gone up in the tent room a tew
minutes we believe they would have hurried back and turned on
some quiet.

The foregoing touches only on the outer edges of many reforms,
improvements and advances possible with organization. The sin-
gle exhibitor has no voice at present in the present associations,
nor does he ask it, and he could not go as such. But as an exhibit
body his committee can go, leaving all individuality below, and
protest, request and suggest with dignity and propriety.

In the steam road field such an organization has been in exist-
ence for years, and has contributed in a large measure to the suc-
cess, strength, longlvity and pleasure of the parent association.
There is no reason why the same should not be repeated in our
case

The following interviews were all it was i)ossible to secure in the
limited time. Almost without exception the person interviewed
insisted that it be distinctly understood what he said was in no
spirit of criticism on the management of the local committees here
in Kansas City. Chairman Satterlee was accorded high praise.
There has never been less friction and annoyance than here. It
is the future and the expansion of the exhibit feature that it is de-
sired to provide for.

Maj. Evans: I am most heartily in favor of an organization
of the supply men. There can be no possible objection and the
advantages are numerous. They have been exhibiting for years.
know what they want better than anyone else, and have abund-
ant talent among their numbers to form an executive board which
will be acceptable to all. There are scores of things which we
can do as an organization which is impossible as individuals, and
I have been in favor of one for years.

Elmer P. Morris: I do not think it fair to put the burden any
longer on the local committee of exhibits. Since the display
has grown to such proportions it really requires the entire time of
one man on the ground for several weeks, and we ought not to
ask the manager of a big railway system — always a busy man — to
lay aside his work to attend to this . As an organization we can
regulate the size of signs and many things we ought now to do.
We should of course work in perfect harmony with the American
Association — in fact in conjunction with it, but we can do many
things for ourselves better than they can do it for us. We are
not asking for the revenue the association receives for floor space
but would like to have the handling of details, and in short the
management of the exhibit hall.

W. R. Garton: I think we should by all means have a supply
men's association.

W. S. Rugg, Westinghouse Co.: I think it would be a good move
to make.

Geo. D. Casgrain, GriiHn Wheel Co.: There ought to be a uni-
form system for many features of exhibiting which can only be
secured through organization. I am in favor of it.

.7. V. Titus, Garton-Daniels Co.: I am heartily in favor of it.

John Taylor, Taylor Truck Co.: I am very much in favor of it
if we could arrange so that day times the exhibits could be viewed.
One day is not enough for everybody to see each exhibit. You
have to interview a great many people individually. The exhibi-
tors here have spent easily $50,000 in making this display and it
is a lot of money and deserves more attention. The time now allot-
ted is too short. With an organization we could have our com-
mittee represent us before the Railway Association and present
our claims, and I hope secure arrangements which would be
better than ever before.

Arthur Davis: I want it. We need a committee to arrange
freight matters, and other. things of mutual interest.

Mr. Garl, Garl Electric Co. — I favor it with a standing commit-
tee to make arrangements and attend to details, such as signs of
uniform size, which will prevent one exhibitor cutting off the view
from another. I favor smaller signs than now used.

General Electric. — We heartily approve of the plan and will be
glad to join in any arrangement satisfactory to all.

H. T. Bigelow, Hale & Kilborn. — Such an assocation will do
much to facilitate the work of exhibitors, and relieve the local
committee of a multitude of details.

John High, Pantasote Co. — Those are my sentiments.

H. J. Davies, National Carbon Co. — That is what we ought to
have by all means. The right kind of an organization, rightly of-
ficered and conducted, would be a great thing, and we have plenty
of good men from whom to choose.

E. Peckham, president Peckham Co. — I have always been in
favor of just such an organization, and it is somtthing which should
have been done years ago. I am Ijeartily in favor of it and hope

DAILY STREET RAILWAY REVIEV/.

souicthliiB will i:oiiit> ot llie agitation ihis time, i lir exliibiioiri c i •
tiiiiiiy uo iioL rucLivt tuc coiiMKiuiaiioii to wiilcii iliey ai« i.uiillvu.
liiiHi' cxliiuitoiB navi' Koiic to iikiiihuikIh of (iuliaiH to iiroHint Hoiiir-
tniiiK instriiiaivo and lULUifHiing ami wliile wu re. eive our bUaie ol
uiiintion 1 speuK oi tnc uiHiJiay aa a wnoie auu uxpreijs tue uni-
vorsal opinion tnat the iiroKrani siiouUi be made to al.ow niuen
more tunc in ttic liall. Many iiave lokl me tliey Wi-re trniiniU
m-ver to niaKu anoiner exninlt, and olneis are taKing sniail. r
spates than loimoily. l appreciate tlie laei thai this l8 a condltiOii
wnicii has been a matter ot growth and is noi the reaUU of any one
to lulenlionaily sliglit tlie supply men. But that maltes it none the
les.j disappointing to those who have gone to much expense and
tiLiible to provide something interesting. We need an organizatio.i
whicli can be represented by a tommitiee and secure the rocogni-
ti'in whicli the exposition deserves. The prestnt time allowed u.h
is altogether too short.

Geo. C. Bailey, Itoebllng Co. — Such an organization wonld be
conducive of great good to the supply inleicsts, and reduce ex-
penses.

Victor Angerer, Wharton Co. — It properly organized and man-
aged it would be a good thing. Jf the majority want it 1 am with
them.

1). A. Johnson, Jos. Uixon Crucible Co. — The supply men's inter-
ests are now so large in these conventions they should get together
and can save money and improve the display by so doing.

Max Berg, McGill, Pomeroy & Berg. — That's just whai we need.
Let us have it.

E. S. Nethereut, Paige Iron Worits. — Yes, I favor such an organi-
zation, it would find plenty to do and everybody would be bene-
fitted.

Consolidated Rail .loiut Co. — Wo heartily agree with the plan as
proposed to us.

Consolidated Car Heating Co. — We are in favor of the plan to
form such an organization.

Chas. W. Cobb, Chicago Mica Co. — An excellent idea. I would
like to see a uniformity in signs which should also be placed in a
line and at a uniform distance from the floor.

J. W. Perry, H. W. Johns Co. — It is well worth taking up. Would
relieve the local committee and result in a more sysiema.ij arrange-
ment all around, and facilitate matters for everybody.

T. C. White, Central Union Brats Co. — A good thing; push it
aUmg.

G. R. Pratt, Star Brass Works. — By all means. Have something
along the line of the M. C. B. supply men's association. That has
been a success for years. I will gladly bear my share of any work
or expensi'.

J. R. Wiley, Standard Underground Cable Co. — I think this ex-
hibit business should be governed by au organization of its own,
and so done would result iu benefit all around.

F. A. Estep, R. D. Nuttall Co.— I am in favor of the plan. Such
an organization, with its executive board or restraining committee,
would make another place of our annual display. Heretofore and
now there is a heterogeneous mass of signs of all sizes and colors.
Such a motley collection would be classed in New York as belong-
ing to a county fair. I favor an association of supply men.

D. B. Dean: Yes, I favor an organization if everybody will go
in and unite on a plan, and there is no reason why we should not
do so. Others have with good results.

R. H. Ham, Ham Sand Box Co. — Am in favor of what is outlined
and think it would be a good thing.

Scott H. Blewett, American Car & Foundry Co. — The booths
should be more uniform, the signs of a uniform height, lettering of
a uniform size and color. So far as possible exhibitors of the same
class should be grouped together. These and many other desira-
ble improvements can be brought about by a supply men's associa-
tion and would greatly improve appearance and save money. It
has been done for years in the steam road field and their display is
not so large as this.

Harold P. Brown: The plan as stated to me is needed and
should be carried out. There is a great deal to be gained in many
ways, and as an association we are in a position to secure many
concessions that comes to large propositions and are denied indi-
viduals. It need not be a cumbersome affair, and its annual
meeting consume little time, but the possible results will be recog-
nized by everyone who makes an exhibit. I hope to see the organ-
ization effected.

F. W. Edmunds. Q. & C. Co: I favor your plan. We have the

same thing in steam road supplicu In the Trackmaulers' Associa-
tion, the Master Car Builders, and also Mabti.T Mechanics Asso-
claliuDs and have had for years. It Is simply Indespenslble in
(hose lines. The exhibiting concerns are taxed pro rata on their
space or booths and the fund collected the llrsl day by the treas-
urer. The committee thus have a fund for use In case of emer-
gency without going round with the hat. In these conventions
there is no local entertainer as in the case of the street railways,
and It devolves upon supply men to provide carriage drives, flowers
and theatre parties for the ladies. I assume the entertaining street
railway company would always want to entertain as heretofore,
therefore the necessary expenses of a strei-t railway supply mens'
association would be nominal, although I think the exhibitors
have always stood ready to contribute to the American Associa-
tion if their help had ever been needed. There Is usually some
surplus left which is paid back pro rata to the exhibitors. For
I'xampie our tax this year was |3U, and we were rebated |7 after
the convention which lasted a full week, closed. The committee
is elected each year, does its work without friction and everybody
is satislied. It contracts for all the usual hall expenses, teaming,
carpenters, etc., and secures low rates for the whole job. Each
exhibitor is charged for what be gets.

The supply men held an annual meeting for election and any
other business and this takes place during one of the business ses-
sions of the main a.ssociation. The two organizations are entirely
separate, but the committee from the supply men can always take
up and arrange any desired features with the main association.
The plan has worked like a charm for years, and there is no reason
why our supply men should not work together on the same basis.

W. H. Gray.— It's a good thing if we can get the right kind of
men in control. I should favor a membership vested in compan-
ies or concerns, so that the large concerns cannot come in and vote
10 or 15 representatives against an equal number of small firms
with only one representative present. There should ba a commit-
tee elected annually from the members, of say three or five to
carry out the work of the association along the lines of a policy
decided by the members. If the plan is carefully matured and can
be presented for action at next year's convention there would be
something tangible to act on, and an intelligent action taken on
the advisability or otherwise of effecting the association. I hop?
to see it worked out.

J. T. McMichael, Atlas Rail Joint. — Yes. 1 am in favor of the
organization.

W. J. Cook, McGuire Co. — Mr. Cook was not interviewed but has
so often expressed himself to the writer that we take the liberty
of committing him in good earnest His long experience in the
steam road supply associations has convinced him of the benefits
to be derived.

Only five street railway men were interviewed but each one was
pleased with the idea.

Walton H. Holmes said, speaking as a railway man and not as
an oflicer of the American Association that he considered it a good
thing and would enable the supply men undoubtedly to secure
many improvements which the local street railway men would not
be likely to think of. If the supply men took hold of the matter
it would be ably conducted.

T. C. Penington. speaking for himself, expressed the same views.

F. G. Jones, vice-president of the Memphis street railway, and
also a member of the executive committee for the past year, said:
From now on the supply men and the street railway men will be
more closely drawrr together. I think it is an excellent idea and
hope the boys will carry it out

W. Worth Bean hoped the organization would be effected. He
recalled the time when there was considerable discussion about
the supply men coming in as associate members. This was at
Montreal when the boys offered to raise the debt of the associa-
tion in full, a matter of some $4,000. He urged them at that time
to organize one of their owir. and has wondered why it was not
done long ago.

The last interview was with W. W. Satterlee. chairman of the
local committee of exhibits. He has worked night and day and Sun-
days for nearly a month past, and the result of this has been evi-
dent in the rapid and systematic installation of exhibits. He has
good reason to be proud of his efforts, and every supply man is
grateful and appreciates his work. Mr. Satterlee expressed him-
self as heartily in favor of the new plan. He was sure the local
railway people wherever the convention met would feel the same

DAILY STREET RAILWAY REVIEW.

way, and be only too glad to be relieved of a most trying posi-
tion' and one which really requires more of a manager's time
if rightly done, than he can spare in justice to himself. He ap-
preciated highly all the pleasant things which exhibitors had said
expressive of satisfaction at his efforts, and desired to thank them
one and all through the "Review."

Mr. F. W. Darlington had parlors at the Coates House and was
kept busy answering questions about the electric fountains which
he makes for street railway parks and pleasure resorts. Among
the places where Darlington fountains are installed are Willow
Park, Philadelphia. The Plaza, Brooklyn, Schenley Park, Pitts-
burg and Crystal Palace, London.

•-•-•

TRIP TO THE HEIMS' PLANT.

THE BANQUET.

One of the most enjoyable entertainments provided yesterday
was the trip to the plant and park of the East Side Electric Rail-
way Co., better known locally as the Heims' Line. Special cars
were in waiting at 5th and Walnut Streets, the city terminus,
at the appointed time and a large number of the railway men
took advantage of the opportunity to inspect the road. After an
enjoyable ride the visitors were welcomed by the superintend-
ent, Mr. W. O. Hands, who first conducted them through the large
brewery of the Heim Brothers. Later the guests were introduced
to the Messrs. Heim and then visited Electric Park and the
power house. The electric fountain at the park was very inter-
esting because of its mechanical simplicity, notwithstanding that
it is equipped for living picture work as well as the ordinary
water and color effects of such fountains.

The power house and line were described in our monthly issue
for October. Leather purses were the visible souvenirs brought
away by the visitors.

HAM IS ALL RIGHT.

The cog slipped again yesterday and the type setting machine
made us say of President Ham of the Accountants' Association
that "a better selection could have been made." Hereafter in
printing in a strange garret we shall NOT construct our sent-
ences so as to give the machine operator or the cub-editor any
such chance.

D. B. Dean has accepted charge of the western territory for the
J. G. Brill Co.

The Accountants were greatly disappointed at the unavoidable
absence of J. F. Calderwood, of Minneapolis.

A very practical and unusual souvenir is being given out by
Hanna & Gray. It is a record book, good for 21 years, for man-
agers private use, providing for comparative records of every de-
partment of the business. The compilation is dedicated to the
Accountants' Association and built along standard lines. Copies
are being sent to managers with their name in gold on the cover.
It is the only work of the kind in print, and is edited by a promin-
ent street railway accountant.

The Brill Co. distributed a neat and servicable fountain pen,
which is much prized by recipients.

We are pleased to recognize the excellent work rushed out for
us by the Kansas City engraving firm of Teachenor & Bartberger.
Quick work did not seem to injure quality. The same should be
said of our printers, the Hudson & Kimberly Publishing Co.

The Knell Air Brake Co. distributed flowers to the ladies who
attended the Convention Hall vaudeville.

After New York got what she came after, she was obliged to
take an early train and could not attend the banquet.

The Electrical Installation Co., of Chicago, did a great deal
of the track and overhead work in Kansas City. The work is
all labelled and will bear inspection. For further particulars
apply to J. A. Brett or F. H. Fitch, who are in attendance.

The Kansas City Convention Closes in a Big Blaze of Glory and a

Gale of Eloquence — President Roach Being Called Home,

on Business, Vice-President Rigg Presides —

About Three Hundred Present.

The hall was a scene of beauty, decorated as it was with bunt-
ing, and the tables were covered with ferns and cut flowers.

There can be no doubt but that the banquet of last evening
was the liveliest function of this nature in the history of the as-
sociation. President-elect Holmes believes that there is nothing
like music and song to put a company in good humor with them-
selves and the world and he provided for this accessory in abund-
ance, and with the happiest results.

One of the most novel as well as enjoyable features of the enter-
tainment was furnished by 25 members of Epperson's Megaphone
Minstrels. This organization numbers about 125 members, all of
the most prominent men in Kansas City; it takes its name from
the father of the idea, Mr. U. S. Epperson. This organization can
always be relied upon to help Kansas City out of any difficulties,
thus when Convention Hall was burned in April last the Min-
strels were among the first to step into the traces. It is proper to
mention here that President Holmes was an active member of the
building committee.

A number of selections were rendered by the Minstrels and also
by a quartette of their number.

At 10 o'clock the Virginia quintette, consisting of President
Holmes. H. Arnold, F. Fosha, Dr. Walter Jackson and J. M. Ses-
sions sang "Old Fashioned Home."

The entire company was at all times ready to join in the chorus,
and grasped the spirit of Mr. Holmes so that the waiters usually
walked to ragtime.

At 11 o'clock Vice-President Rigg mounted the platform of the
car behind his chair — "Kansas City, 1900" — and announced that
President Roach had at 5 p. m. appointed him as conductor of the
car and requested that he get a good motorman. He then intro-
duced D. B. Holmes to act as toastmaster.

Mr. Holmes: Ladies and Gentlemen, you may well appreciate
my embarassment at being called upon to conduct these exercises
to their conclusion, under the circumstances which have been men-
tioned by the gentleman who has just preceeded me. I was about
to say that no one could regret more than I the absence of the dis-
tinguished retiring president of this association this evening and
upon reflection I am convinced that all of my auditors will re-
gret it more than I do.

Before we proceed with the program of toasts, I desire to say
in behalf of Kansas City, that all of its inhabitants feel highly
honored by the distinguished association which has assembled
in its midst, and which is this evening concluding its delibera-
tions. While we feel honored in that respect we feel still more
honored in the fact that one of our own fellow citizens has been
selected to preside over your association during the ensuing year.
(Great applause.) Surely no higher compliment could have been
paid to our city and surely none could be more appreciateed than
it will by all of us. (Applause.)

You have heard the praises of Kansas City by our distinguished
mayor in welcoming you in our midst, and I will not undertake
to repeat any of the good things which he said. I think you are
ready to hear the words of wisdom and of wit which are to be
made before you at this time, and that you would prefer to listen
to the speakers who are to respond to the toasts than to any ex-
tended remarks from me.

The first toast to be responded to this evening is that of "Look-
ing Backward." It is not a very pleasant thing for most of us
to look backward — many of us have regrets and reminescences
which are not altogether pleasant things under all circumstances;
but I have to say, ladies and gentlemen, that we have with us
this evening a man who, if anybody, can make it plesant for us
to look bckward; and I have the pleasure of introducing Mr. W.
S. Gilbert, who will now address you on the toast "Looking Back-
ward."

Mr. Gilbert: Mr. Toastmaster, Ladies and Gentlemen: It would
be intensely interesting to know many things about the daily life
of our ancestors which the stately muse of history has failed to
chronicle. You who are assembled here tonight would like to

DAILY STREET RAILWAY REVIEW.

DAILY STREET RAILWAY REVIEW

PUBLISHED BY

WINDSOR & KENFIELD PUBLISHINO CO.
1014 Wyandotte Street, - - K ANSA 5 CITY, MO.

SHALL SUPPLY MEN ORGANIZE?

SUBSCRIPTION, PER YEAR. $3.00.

CHICAGO OFFICE.
NEW YORK OFFICE,

324 DEARBORN STREET
123 LIBERTY STREET

H. H. WINDSOR,

Editor.

F. S. KENFIELD,

BuHincss Manager.

Applic&lioti made for entry as mail matter of the second class.

VOL. X. SATUEDAY, OCTOBER 20, 1900.

0.4.

LIVING PICTURES.

In the Oi'tolior souvenir edition of the "Review," among otir
collection of Kood-looldng men appeared the portraits of Super-
intendent Sattcrlce and Electrician Grover, of the Metropolitan,
this city. We expected an immediate and large increase in the
subscription list and were not disaiipointed. But some unmiti-
gated ("hioago scoundrel — probahly some supply man — plotted to
bring about an estrangement between our above named good
friends and ourselves. What did he do but cut out the portraits,
and send them to the Chicago Chief of Police with a statement
that these were two dangerous characters who were plannmg to
attend the street car convention in Kansas City, and were liable
to get away with the whole shooting match.

The aforesaid chief promptly forwarded the pictures and ad-
vices to the Kansas City chief, who detailed a new man to lay
for them. This sleuth polished up his eagle eye, and taking his
life in one hand and the pictures in the other, concealed himself
behind a trolley pole. Presently he spied a strong resemblance
to the portrait, but the suspected one looked so much like Mr.
Satterlee he paused to hesitate. Inquiry confirmed his guess so
he let his victim escape. Soon after he caught a glimpse of
Grover, whom he did not know, and anxious to bag somebody
to take home to the chief he sailed in. Grover claimed exemp-
tion on account of having served on a petit Jury some years ago,
likewise that one of the motors on 6th Street was sparking badly
and needed immediate attention. He finally bought the cop off
and since he induced .Tohn O'Keefe not to let any more minions
through the door, is breathing freely again.

Now Grover says it is up to us and we therefore hereby offer
a year's subscription for information which will lead to the appre-
hension of the guilty party.

« • »

VAUDEVILLE AT CONVENTION HALL.

The vaudeville show was a hummer and witnessed by 3.000 per-
sons. The whole convention was present in nice front seats and
the others were residents of the city. The en'ertTinn^ent bepan
at 2 o'clock and was continuous until 4:30. Like the supply men,
it didn't stop until the performers were through. The program
included singing, dancing, tumbling, trick dogs. etc. At the close
Secretary Penington proposed three cheers for the supply men,
which were given with a will, also a tiger.

The ladies turned out in full force and occupied the boxes and
reserved seats. The orchestral music was excellent.

As a leader to the show a brass band of 20 pieces marched
through the Coates and Midland, and several business streets. G.
E. Pratt acted as drum malor. Tn the procession were a group of
negroes wearing heads of elephants and monkeys. Then a lot if
signs, one of which was 30 ft. long felling all about the show.
This colored contingent was headed by Elmer Morris. The chief
of police in a fierce uniform was .Tohn Granger.

nieecher Barnard, TS inches high, rode the donk. 36 inchis high.
It was fun for Barnard, but tough on the donk. On reaching the
hall a band concert was given.

The menu card for the banquet was very handsome: the front
cover symbolized the start and was engraved in gold and several
colors. The back cover showed the finish in plain black and
white: aside from the menu proper, the intervening pages con-
tained the list of officers and committees.

The Time Conwldered Rlui; for Such an AKHcciatlon- Ucnefllg to be
Derived — ExhlbltorH Can Ilandb- the Problem More Easily Than
Street Railway Oflldals — Interviews With Leading Supply Men
Show Great Interest in the Scheme.

"The time has come whi-n we need an organization of the supply
men to take the burden of the exhibit hall and ItH contents oft the
shoulders of the local offlclaln. The di.splay has now nachtd mam-
moth proportions and la constantly growing. We know what wo
want and bow to handle the Innumerable details connected with
the show much better than any one who has not been through the
mill."

It was Maj. Evans, of the Lorain Steel Co., one of the most prom-
inent of the supply men and who has had years of experience In
exhibiting at our conventions who made the foregoing remark as
the curtain rang down on the vaudeville show In Convention hall
yesterday afternoon. Several exhibitors, who were prestnt. In-
stantly voiced their approval, and at their request the "Review"
representative undertook to ascertain the views of as many others
as could be reachid in the limited time remaining before the ban-
quet. The result of this canva-ss Is given, and of all the iiersons
interviewed only three — who requested not to be quoted — were very
muc!' pleased with the Idea. These three took pains to state they
were not opposed to the Idea, but not prepared to endorse It until
they had either taken more time to consider or know more of the
details.

The situation is this: When exhibits were few and small 15
years ago a small room, usually one, commonly used by traveling
men to show goods in the headquarters' hotel, was ample for the
display. Then the builders began to bring a tew cars which were
set out on a piece of temporary track in the street In front of the
hotel, gradually the idea was expanded and the display increased
until a store room was needed. Usually one could be found near
the hotel. At Pittsburg, no other space being available, a river
barge was anchored three blocks from the hotel and the display
made on board. When electricity became a practical motive power
a big jump was made and It became necessary to use skating rinks
and similar ground floor structures which afforded large space.
From the drummer's room at the hotel which cost nothing to the
present day requirements which are so great as to bar some cities
out of being considered for convention, has been a long time. In
the early days the local roads furnished the banquet free, but when
it became necessary to pay from $1,000 to $2,000 for an exhibit
building the burden was too heavy. Now the Inviting company
furnishes the hall, turns It over to the association to rent out, and
entertains in other ways than the banquet which Is managed by the
association.

With the steadily Increasing number of exhibits which at Chi-
cago were valued at $2.50.000 there came an immense amount of
detail work for some one on the ground to do. Changes had to be
made in the building: stronger floors luilt: wide doors cut: wires
run for light and power: arrangements for teaming hundreds of
tons of appliances and machinery; carpenter work which In the
aggregate would build a house, provided. Sign painters, electri-
cians, machinists, printers, decorators and painters, furniture men
and florists, telegraph operators, messengers, and telephones. All
these now have-to be In readiness. Then the correspondence In-
volved between the convention city and exhibitors, covering sev-
eral weeks and involving the dictating of hundreds of letters, all
these things have followed In the wake of the expansion of the ex-
hibit idea, which, within the experience of the writer, was limited
to a few rope harness, patent horse medicine and a few bell
punches.

The burden of the work alluded to above naturally falls en
some railway official, usually the manager of the inviting road.
He is always a busy man and the additional burden which the
convention imposes Is little realized by any but those who have
been through it. The supply men feel they should not a=k it and
and are perfectly willing to relieve the manager of his work.

Another feature which handicaps the local committee on ex-
hibits is that the meeting goes to a different place each year, and
the committee there has it all to learn just as some one did in
another city the year before. It is asking a good deal in spite of
the willing spirit in which the work has always been done.

The plan now proposed is to organize the supply men next

DAILY STREET RAILWAY REVIEW.

year at New York and put things on a permanent and uniform
basis. Elect a standing committee to take entire charge of the
hall and everything in it I'xcept the meeting rooms of the two as-
sociations. The committee would engage some experienced, thor-
oughly competent man for several weeks in advance of the con-
vention. He would take charge of affairs. Would make the
contracts in the name of the supply mens' Association tor all
teaming, labor, power, etc. Each exhibitor would feel perfectly
free to use this man without feeling they were imposing on the
good nature of a busy manager. If anything did go wrong they
need not hesitate to enter a complaint to their own committee
and get an adjustment. This article is not written in any spirit
of criticism — far from that; nor have there been any shortcomings
here at Kansas City to suggest it. In all our convention experi-
ence there has never been less friction and annoyance than here.
but there has been in the past and is liable to be in the future.
There are many things which bear down on the exhibitor which
never come to the knowledge of the railway people. For in-
stance: the local committee contract for carpenter work. They
select the best they can. An exhibitor puts in a requisition for a
platform and booth. The order is turned over to the contract-
or who then deals exclusively with the exhibitor. Through some
carelessness in book-keeping we will say, and during past years
many times with direct intention the contractor takes advantage
of the emergencies and necessities of the exhibitor and tucks an
extra $10 or $20 on his bill. The exhibitor feels a reluctance to
complain to the local railway manager with whom he may have,
or hopes to have dealings, so he says nothing pays his bill and
sometimes contents himself with cuss words. The illustration is
no fairy tale. It goes all along the line of teaming, wiring, sign
painting, and down the whole list.

Another advantage would be the possibility of adopting and
enforcing a standard set of rules as to the size, appearance and
location of signs, which at present are very nondescript. Signs of
all sizes and previous conditions of servitude touch ends with the
ope inlaid with gold letters and polished wood, canvas, tin. boards.
"any old thing" goes. To bring these signs into some sort of uni-
formity would not co^t anybody very much, and would improve the
effect as a whole several hundred per cent. One exhibitor would
not be allowed to build a canvas wall to shut out from view some-
body else, sometimes a competitor. Signs are necessary and lots
of them, but there are signs and bill boards.
. In the question of freight to convention a marked saving can be
made. As an association its committee is in position to deliver to
the road offering the best rates and time shipment, practically the
whole freight, and secure for its members concessions which their
individual shipments would not warrant. For ins^tance all the ehip-
ments from New York to Chicago last year could have been lumped
and sent over one road with several routes to choose from.

The exhibitors complain bitterly at the lack of attention paid
them by the railway delegates. Organize and send a committee up-
stairs and they will receive a ready hearing and this matter can
be improved. Tell the railway body what it has cost to do all th's:
and that we are getting to a point where the game is hardly worth
the candle. When they understand these things they will devote
more time down stairs.

•And while the committee is there maybe the railway people
would like to arrange for a little less noise during the busincs=;
sessions.- so those sitting back of the front 3 rows of seats could hear
the discussion instead of. as this week, getting it by the lip readirg
method. Now the exhibitors did not intentionally intrude on the
deliberations, but if they had only gone up in the tent room a few
minutes we believe they would have hurried back and turned on
some quiet.

The foregoing touches only on the outer edges cf many reforms,
improvements and advances possible with organization. The sin-
gle exhibitor has no voice at present in the present assocfations.
nor does he ask it. and he could not gc as such. But as an exhibit
body his committee can go, leaving all individuality below, and
protest, request and suggest with dignity and propriety.

In the steam road field such an organization has been in exist-
ence for years, and has contributed in a large measure to the suc-
cess, strength, longivity and pleasure of the parent association.
There is no reason why the same should not be repeated in our
case

The following interviews were all it was possible to secure in the
limited time. Almost without exception the person interviewed
insisted that it be distinctly understood what he said was in no
spirit of criticism on the management of the local committees here
in Kansas City. Chairman Satterlee was accorded high praise.
There has never been less friction and annoyance than here. It
is the future and the expansion of the exhibit feature that it is de-
sired to provide for.

Maj. Evans: I am most heartily in favor of an organization
of the supply men. There can be no possible objection and the
advantages are numerous. They have been exhibiting for years,
know what they want better than anyone else, and have abund-
ant talent among their numbers to form an executive board which
will be acceptable to all. There are scores of things which we
can do as an organization which is impossible as individiials, and
I have been in favor of one for years.

W. R. Carton: I think we should by all means have a supply
men's association.

W. S. Rugg, Westinghouse Co.: I think it would be a good move
to make.

Geo. D. CasgT-ain, GrifBn Wheel Co.: There ought to be a uni-
form system for many features of exhibiting which can only be
secured through organization. I am in favor of it.

G. R. Scrugham, Creaghead Engineering Co.: I consider an
organization of the supply men a practical necessity. ' It would
be a great relief to the local committee and the obliging secretary
of the American Association, and would result in good not only
to the convention but to the supply men themselves.

J. V. Titus, Garton-Daniels Co.: I am heartily in favor of it.

John Taylor, Taylor Truck Co.: I am very much in favor of it
if we could arrange so that day times the exhibits could be viewed.
One day is not enough for everybody to see each exhibit. You
have to interview a great many people individually. The exhibi-
tors here have spent easily $50,000 in making this display and it
is a lot of money and deserves more attention. The time now allot-
ted is. too short. With an organization we could have our com-
mittee represent us before the Railway Association and present
our claims, and I hope secure arrangements which would be
better than ever before. . . ■

Arthur Davis: I want it. We need a committee to arrange
freight matters, and other things of mutual interest.

General Electric. — We heartily approve of the plan and will be
glad to join in any arrangement satisfactory to all.

H. T. Bigelow, Hale & Kilborn. — Such an association will do
much to facilitate the work of exhibitors, and relieve the local
committee of a multitude of details.

John High, Pantasote Co.^Those are my sentiments.

E. Peckham, president Peckham Co. — I have always been in
favor of just such an organization, and it is something which should
have been done years ago. I am heartily in favor of it and hope

DAILY STREET RAILWAY REVIEW.

Kuniiiliiin; will cuiiic ut Llic ttt;iUiliijii iliis lime, 'llic cxhlblioi'ji Cer-
tainly Qo not, recuivc lue toiiaiuorailou to wiilcn mcy aio cutitlud.
'lliest' exliiuitois liuvi,' y,ouo to itiouBancla of doUaiH to iireBent honii;-
tiiiiig iiiBtructive aud iiiiereMung and while wo receive our bhare or
aciculion I siieaK or ine oispiay aa a whoie and i-xiJieHw tne iini-
vtTBal opinion mat itie piogiam snoiilu be made to aliOW mucli
more tlnio in the liall. Many liave told ine tliey were tciniind
never to maKe auoiner cxhiult, and otneis are taking Hiiiail. r
Hpaci'.s llian lormeriy. i appuciale the laci thac Ihia Is a cundiiioii
wiucli has been a nialter oi growth and is not the rCauU of any one
to intentionally slight the supply men. Uul that makes it none the
les.i disapp(nntiiig to those who have gone to niueh expense and
tiLiible to provide something interesting. We need an organizatio.i
whieli can be represented by a committee and secure the recogni-
tion which the exposition deserves. The present time allowed us
is altogether too short.

Geo. C. lialley, Hoebling Co. — Such an organization would be
conducive of great good to the supiily irilerests,_ and reduce ex-
penses.

Victor Angerer, Wharton Co. — It properly organized and man-
aged it would be a good thing. If the majority want it 1 am with
them.

D. A. Johnson, Jos. Dixon Crucible Co. — The supply men's inter-
ests are now so large in these conventions they should get together
and can save money aud improve the display by so doing.

Max Berg, JMcGill, Pomeroy & lierg. — That's just what we need.
Let us have it.

E. S. Nethercut, Paige Iron Works. — Yes, I favor such an organi-
zation. It would find plenty to do and everybody would be bene-
fitted.

Consolidated Rail Joint Co. — 'We heartily agree with the plan as
proposed to us.

Consolidated Car Heating Co. — 'We are in favor of the plan to
form such an organization.

Chas. W. Cobb, Chicago Mica Co. — An excellent idea. I would
like to see a uniformity in signs which should also be placed in a
line and at a uniform distance from the floor.

J. W. Perry, H. W. Johns Co. — It is well worth taking up. Would
relieve the local committee and result in a more systema'.i.' arrange-
ment all around, and facilitate matters for everybody.

T. C. White, Central Union Brass Co. — A good thing; push it
along.

G. R. Pratt, Star Brass 'Works. — By all means. Have something
along the line of the M. C. B. supply men's association. That has
been a success for years. I will gladly bear my share of any work
or expense.

J. R. Wiley, Standard Underground Cable Co. — I think this ex-
hibit business should be governed by an organization of its own,
and so done would result in benefit all around.

D. B. Dean: Yes, I favor an organization if eveiybody will go
in and unite on a plan, and there is no reason why we should not
do so. Others have with good results.

R. H. Ham, Ham Sand Box Co.-r-Am in favor of what is outlined
aud think it would be a good thing.

Scott H. Blewett, American Car & Foundry Co. — The booths
should be more uniform, the signs of a uniform height, lettering of
a uniform size and color. So far as possible exhibitors of the same
class should be grouped together. These and many other desira-
ble improvements can be brought about by a supply men's associa-
tion and would gi-eatly improve appearance and save money. It
has been done for years in the steam road field and their display is
not so large as this.

Harold P. Brown; The plan as stated to me is needed and
should be carried out. There is a great deal to be gained in many
ways, and as an association we are in a position to secure many
concessions that comes to large propositions and are denied indi-
viduals. It need not be a cumbersome affair, and its annual
meeting consume little time, but the possible results will be recog-
nized by everyone who makes an exhibit. I hope to see the organ-
ization effected.

F. W. Edmunds, Q. & C. Co: I favor your plan. 'We have the

Hamc thing in uteam road HupplicH in the TrackmaHters' Asaocia-
tiou, the Maater Car iiulldera, and alau Maaler Mecbanlca Aaao-
dations and have had for yeara. It ia aimply iDdcapenaiblu to
thoae lines. The exhibiting concerna are taxi-d pro rata on their
space or booths and the fund collected the Ural day by the treaa-
urur. The committee thua have a fund for uae in caae of emer-
gency without going round with the bat. In theae cooveotiona
there Is no local entertainer as In the caae of the atreel railways,
and it devolves upon sujiply men to provide carriage drives, llowera
and theatre iiartli-a for the ladlea. 1 aaaume the entertaining alreel
railway company would alwaya want to enti.Tlaln aa heretofore,
therefoie the necesaary expenaea of a atn.M-t railway supply mena'
association would bo nominal, although 1 think the exhibitors
have always stood ready to contribute to the American Aaaocia-
tion if their help had ever been needed. There ia uaually aome
surplus left which is paid back pro rata to the exhibitors. For
example our tax this year was |30, and we were rebated |7 after
the convention which lasted a full week, closed. The committee
is elected each year, does its work without friction and everybody
is satisfied. It contracts for all the usual hall expenaea, teaming,
carpenters, etc., and secures low rates for the whole job. Each
exhibitor is charged for what he geta.

The supply men held an annual meeting for election and any
other business and this takes place during one of the business ses-
sions of the main association. The two organizations are entirely
separate, but the committee from the supply men can always take
up and arrange any desired features with the main association.
The plan has worked like a charm for years, and there la no reason
why our supply men should not work together on the same basis.

W. H. Gray. — It's a good thing if we can get the right kind of
men in control. I should favor a membership vested in compan-
ies or concerns, so that the large concerns cannot come in and vote
10 or 15 representatives against an equal number of small firms
with only one representative present. There should be a commit-
tee elected annually from the members, of say three or five to
carry out the work of the association along the lines of a policy
decided by the members. If the plan is carefully matured and can
be presented for action at next year's convention there would be
something tangible to act on, and an intelligent action taken on
the advisability or otherwise of effecting the association. I hop;
to see it worked out.

J. T. McMlchael, Atlas Rail Joint. — Yes. I am in favor of the
organization.

W. J. Cook, McGuire Co. — Mr. Cook was not interviewed but has
so often expressed himself to the writer that we take the liberty
of committing him in good earnest. His long experience in the
steam road supply associations has convinced him of the benefits
to be derived.

Only five street railway men were interviewed but each one was
pleased with the idea.

■Walton H. Holmes said, speaking as a railway man and not as
an oflicer of the American Association that he considered it a good
thing and would enable the supply men undoubtedly to secure
many improvements which the local street railway men would not
be likely to think of. If the supply men took hold of the matter
it would be ably conducted.

T. C. Penington, speaking for himself, expressed the same views.

F. G. Jones, vice-president of the Memphis street railway, and
also a member of the executive committee for the past year, said:
From now on the supply men and the street railway men will be
more closely drawn together. I think it is an excellent idea and
hope the boys will carry it out

The last interview was with 'W. 'W. Satterlee, chairman of the
local committee of exhibits. He has worked night and day and Sun-
days for nearly a month past, and the result of this has been evi-
dent in the rapid and systematic installation of exhibits. He has
good reason to be proud of his efforts, and every supply man is
grateful and appreciates his work. Mr. Satterlee expressed him-
self as heartily in favor of the new plan. He was sure the local
railway people wherever the convention met would feel the same

DAILY STREET RAILWAY REVIEW.

way, and be only too glad to be relieved of a most trying posi-
tion, and one which really requires more of a manager's time
if rightly done, than he can spare in justice to himself. He ap-
preciated highly all the pleasant things which exhibitors had said
expressive of satisfaction at his efforts, and desiri'd to thank them
one and all through the "Review."

Mr. F. W. Darlington had parlors at the Coates House and was
kept busy answering questions about the electric fountains which
he makes for street railway parks and pleasure resorts. Among
the places where Darlington fountains arc installed arc Willow
Park, Philadelphia. The Plaza. Brooklyn, Schenley Park, Pitts-
btirg and Crystal Palace, London.

♦ » »

TRIP TO THE HEIMS' PLANT.

THE BANQUET.

One of the most enjoyable entertainments provided yesterday
was the trip to the plant and park of the East Side Electric Rail-
way Co., better known locally as the Heims' Line. Special cars
were in waiting at 5th and Walnut Streets, the city terminus,
at the appointed time and a large number of the railway men
took advantage of the opportunity to inspect the road. After an
enjoyable ride the visitors were welcomed by the superintend-
ent, Mr. W. 0. Hands, who first conducted them through the large
brewery of the Heim Brothers. Later the guests were introduced
to the Messrs. Heim and then visited Electric Park and the
power house. The electric fountain at the park was very inter-
esting because of its mechanical simplicity, notwithstanding that
it is equipped for living picture work as well as the ordinary
water and color effects of such fountains.

The power house and line were described in our monthly issue
for October. Leather purses were the visible souvenirs brought
away by the visitors.

« ' »

HAM IS ALL RIGHT.

D. B. Dean has accepted charge of the western territory tor the
.T. G. Brill Co.

The Accountants were greatly disappointed at the unavoidable
absence of J. F. Calderwood, of Minneapolis.

The Brill Co. distributed a neat and servicable fountain pen,
which is much prized by recipients.

The Knell Air Brake Co. distributed flowers to the ladies who
attended the Convention Hall vaudeville.

After New York got what she came after, she was obliged to
take an early train and could not attend the banqnet.

The Kansas City Convention Closes in a Big Blaze of Glory and a

Gale of Eloquence — President Roach Being Called Home,

on Business, Vice-President Rigg Pn'sides —

About Three Hundred Present.

The hall was a scene of beauty, decorated as it was with bunt-
ing, and the tables were covered with ferns and cut flowers.

One of the most novel as well as enjoyable features of the enter-
tainment was furnished by 25 members of Epperson's Megaphone
Minstrels. This organization numbers about 125 members, all of
the most prominent men in Kansas City; it takes its name from
the father of the idea, Mr, U, S. Epperson. This organization can
always be relied upon to help Kansas City out of any difficulties,
thus when Convention Hall was burned in April last the Min-
strels were among the first to step into the traces. It is proper to
mention here that President Holmes was an active member of the
building committee.

A number of selections were rendered by the Minstrels and also
by a quartette of their number.

At 10 o'clock the Virginia quintette, consisting of President
Holmes, H. Arnold, F. Fosha, Dr. Walter Jackson and J. M. Ses-
sions sang "Old Fashioned Home."

The entire company was at all times ready to join in the chorus,
and grasped the spirit of Mr. Holmes so that the waiters usually
walked to ragtime.

At 11 o'clock Vice-President Rigg mounted the platform of the
car behind his chair — "Kansas City, 1900" — and announced that
President Roach had at 5 p. m, appointed him as conductor of the
car and requested that he get a good motorman. He then intro-
duced D. B. Holmes to act as toastmaster.

Mr. Holmes: Ladies and Gentlemen, you may well appreciate
my cmbarassment at being called upon to conduct these exercises
to their conclusion, under the circumstances which have tfeen men-
tioned by the gentleman who has just preceeded me. I was about
to say that no one could regret more than I the absence of the dis-
tinguished retiring president of this association this evening and
upon reflection I am convinced that all of my auditors will re-
gret it more than I do.

The first toast to be responded to this evening is that of "Look-
ing Backward." It is not a very pleasant thing for most of us
to look backward — many of us have regrets and reminesconces
which are not altogether pleasant things under all circumstances;
but I have to say, ladies and gentlemen, that we have with us
this evening a man who, if anybody, can make it plesant for us
to look bckward; and I have the pleasure of introducing Mr. W.
S. Gilbert, who will now address you on the toast "Looking Back-
ward."

DAILY STREET RAILWAY REVIEW.

TKCKllAM TiUJCKS.

The Pecltham Truck Co.'h exhibit at Convention Mall (-ouBlHteiJ
mainly of Mr. Peckham's Hj-Htum of double trueks designed for
city, suburtan. elevated and high speed trunk line Kervlce, the
only singio trueic shown being a Peckliani extra long cantilever
extension truck as constructed "for the Omaha lOlectrIc Hallway,
of Omaha, Neb., which has a large number of them In u.se. The
system of double trucks on exhibition comprised one ".Standard"
maximum traction, style 14-D-H; one extra strong maximum trac-
tion, style 14-I)-5; one pair extra strong maximum traction, style
ll-D-S; one short wheel base, style "Standard" M-H-3; one short
wheel base, style "Special"]4-H-6; one short wheel base, style"13os-
ton Special"; one short wheel base, style "Kan.sas City Special";
one extra strong long wheel base No. 2G.

The Peckham maximum traction trucks are constructed upon
the same general linos with center-bearing swing bolsters and

motors suspended outsidi' of wheel base. The brake mechanism
is so constructed that the brakes can be operated with either the
small or large wheels leading. The extra strong 14-D-.5. and
14-D-S, are constructed with inside brakes, and are provided with
extra strong angle bar cross-sections, so connected to the side
frames as to prevent the trucks from getting out of square.

Although the construction of these trucks is such that the
center bearing bolsters can be so located as to apply the neces-
sary weight to the small wheels to prevent them leaving the rails,
the cross end section is so arranged that Peckham's patent half
elliptic spring traction adjuster can be attached if desired.

The Peckham Truck Co. claims to be the pioneer of the short
wheel base trucks so universally used by electric railways. These
styles are constructed with center bearing swing bolsters, the

motors being supported oul«ide of the axles. 'ITie Bburl wheel
base allows the wheels to radiate between the car sills and the
height of the car body from the ground to be reduced ho that only
one step Is necessary. The Peckham fV>mpany makes several dif-
ferent modifications of this truck. Those on exhibition were
one "Stanilard" construction, style 14-B-3; one "Kansas City Spe-
cial," designed expressly for the Metropolitan Street Railway Co.,
of Kansas City, and embodying certain features desired by Its
master mechanic — the Metropolitan Company has purchased 200
pairs of these and has 75 in service; one "Boston Special," de-
signed expressly for the Boston Klevaled Railway Co., of Boston,
Mass., which has 250 of them in service.

These trucks are constructed for either one or two motors as
di'sired. When constructed for one motor the brakes are so ar-
ranged as to apply the necessary power without skidding the
wheels.

For heavy high speed suburban cars the Peckham Company
had on exhibition its extra strong No. 26; this truck Is con-
structed with the Peckham patent bridge trussed side frames,
which are capable of supporting a load of 100 tons per truck as
has been proven by actual tests.

GARTON-DANIELS CO., KEOKUK, lA.

This company's specialties were shown In a booth on the main
aisle and received full attention. The main feature was the
"Automotoneer" for regulating the speed with which the con-
troller can be moved. This device Is now perfected and orders

are coming in at a lively rate. A novelty shown was an exten-
sion circuit ringer, which automatically resets itself. The booth
was in charge of Messrs. V. J. E. Titus, L. J. Titus and V. J. Van
Horn.

TAYLOR TRUCKS.

The Taylor Electric Truck Co.. of Troy, N. Y.. showed a heavy
o-ft. wheel base, single truck, and latest design of swing motion
double truck; also extra hea\->- double truck for high speed and
heavy service. These were in charge of Mr. John Taylor, man-
ager, and Robt. Kasson.

PAIGE IRON WORKS, CHICAGO.

Mr. E. S. Nethercut. of Chicago, did the honors for this com-
pany and distributed a small pamphlet describing the work it
has done on the Chicago elevated railways.

BAKER-V.\WTER CO.. ATCHISON, KAN.

A new system of loose leaf accounting books shown by Messrs.
C. H. Smalley. B. T. Bean and T. H. Waller of this company,
aroused much interest, as it possesses many advantages for street
railway work.

DAILY STREET RAILWAY REVIEW.

CHICAGO MICA CO.

The Chicago Mica Co., of Valparaiso, Ind., had samples of
standard forms of insulation for street railway motors and gen-

AMERICAN VITRIFIED CONDUIT CO.

This company whose general office is at New York had a stand
near the hall entrance where were shown the new standard round

irators; also a line of the well-known "Mica Bond" insulation and
"Champion" cloths and papers. The booth was in charge of Mr.
Charles W. Cobb, ably assisted by Cobb, Jr.

• » » •

HAROLD P. BROWN, NEW YORK.

Mr. Brown had a good location on the main aisle devoted to the
display of plastic bonds, where he spent his time telling about
these money-savers, what they are and what they have done. He

hole single and multiple conduits, made by the American Vitri-
fied Conduit Co., of New York. These embody the advantages of
the single and multiple duct systems, and can be laid with dowel
pin or mandrel. Mr. B. S. Barnard was in in attendance.

LORAIN STEEL CO.

This company had prominent space at the entrance to Conven-
tion Hall, where it had the following: Two No. 34, 50-h. p. mo-

also exhibited a new voltmeter that is even more sensitive than the
one he had last year. This instrument will measure the drop in
one-eighth of an inch of 90-Ib. rail carrying 10 ampere.^ of current.

CONTINUOUS RAIL JOINT CO., NEWARK, N. J.

Samples of continuous rail joints for girder and T rails were
exhibited at the north end of the hall by Messrs. L. F. Braine,
H. M. Montgomery, F. C. Schmitz, W. E. Clark, J. G. Miller and
C. E. Erwin, of the Continuous Rail Joint Co. All of these gen-
tlemen were well pleased with the results of the convention.

CONANT TESTING APPARATUS.

One of the Conant testing boxes for determining the drop in
rail joints was shown in the space of the Prank Rldlon Co. The
Mayer & England Co., of Philadelphia, has recently taken the
general sales agency for these devices and Is introducing them
on a number of roads.

tors shown in operation on a type "P" du Pont double truck,
with a No. 3S-A improved controller; one No. 18, 25-h. p. motor;
one No. 27, 37-h. p. motor; one No. 18, 25-h. p. motor; and an
armature and field coil for the No. 34 motor.

The special work department exhibited two steam railroad
crossings, girder crossing switches, etc., and the rail department
showed samples of various sections of rails.

The Lorain Company has a large amount of its apparatus In
use in Kansas City and vicinity, including du Pont single trucks
which are standard on the Metropolitan Street Railway, rails,
motors, etc.

Those representing the company were: Messrs. P. M. Boyd,
secretary, R. T. Lane, sales agent, F. A. Merrick, manager of the
motor department, H. C. Evans, of the New York sales office,
A. S. Littlefield and D. J. Evans, of the Chicago office, S. R. S.
Ellis, of Pittsburg, and W. W. Kingston, of Atlanta.
■♦ « »

The United States Electric Signal Co., of Watertown, Mass.,
brought out a new signal system tor electric railways. The good
points were explained by Messrs. 'Frederick E. Withee and J. J.
Ruddick.

DAILY STREET RAILWAY REVIEW.

&ENL Western Aoents For

BANYGREASEfOlLS.

• ALBANY GREASE.

The woU-known Albany lubricants and greasp cups were rep-
resented by Winne & Kellogg, the Chicago agents.

AMERICAN BRAKE SHOES.

The American Brake Shoe Co. is represented at the convention
by Messrs. F. W. Sargent, E. I... Adreon and A. Gemunder, who
are explaining at space No. 13, all about the "Diamond S" and
"U" brake shoes.

PANTASOTE CO.

The car curtains and seat coverings made by this company were
shown in connection with the display of the Curtain Supply Co.

Pantasote has steadily gained in favor since last convention
and is now in use on roads throughout the world, its pleasing
appearance and cleanliness making it desirable from the stand-
point of both company and patrons. Messrs. J. M. High and H.
M. Grier represented the makers.

W. R. GARTON CO., CHICAGO.

Mr. Garton was in attendance and had with him a number of
his specialties, including headlights with "multiplex" reflectors;
general equipment circuit breakers; Fiest trolley head, etc. The
reflector shown will be used to illuminate the Montgomery Ward
tower in Chicago. The breakers are the type used at the Rock
Island Arsenal.

LEA HEADLIGHT.

An enclosed arc headlight exhibited by the Lea Electric Manu-
facturing Co., of Elwood, Ind., has a number of novel points. It
is entirely self-contained, its feed mechanism is automatic and
it burns directly across a 500 volt circuit with high efficiency anu
without extra resistance. The voltage at the arc is from 280 to
?M volts and the lamp only requires 1 ampere, although it may
be adjusted to consume more, depending upon the light required
by the railway. Although the arc is thin and long the lamp gives
excellent light, being equipped with a parabolic reflector. A
door in the upper portion allows easy access to the working parts
and the carbons may be reached for trimming by opening a glass
door in front of the reflector, and removing the inner globe. The
manufacturers believe this lamp will be of especial interest to
the trade because it does not require feeding by hand, does not
need an auxiliary resistance on the platform of the car and on
account of Its very high efficiency, due to the utilization of the
energy at the arc of the lamp where it will give light, instead of
Its consumption In useless resistance. Photographs and prices of
the headlight will be furnished on application.

WALWORTH MANUFACTURING CO.

This concern is general contractor for furnishing and erecting
power-house piping and showed a large number of tools for mak-
ing boiler and pipe repairs of all kinds; blow off cock; and a new
method of applying flanges to pipes. It also had a Smith track
drill. Mr. H. L. Rideout was in attendance.

DAILY STREET RAILWAY REVIEW.

STANDARD UNDERGROUND CABLE CO.

AMERICAN STANDARD RAIL JOINTS.

The Standard Underground Cable Co. has on exhibition four
large handsome cabinets of samples whieh attracted much atten-
tion at the National Exposition at Philadelphia, and for which
that company received a Medal and Blue Ribbon as being the most
complete exhibition of its kind ever seen. The company's space
is No. 11. where Mr. J. R. Wiley, of Chicago, western manager, is
in attendance.

KALAMAZOO TROLLEY WHEELS.

The Star Brass Works, of Kalamazoo, Mich., maker of the
"Kalamazoo" trolley wheel, is represented by Mr. G. E. Pratt.
At the company's booth, space No. 60, Mr. Pratt has arranged on
a tastefully draped board, a number of wheels, forming a large
star suggestive of the makers' name.

These wheels are made of pure copper treated by a secret proc
ess and they have made highly satisfactory records. A sign
under the star states that a 6-in. wheel has run 85,000 miles and
is still in service; a 4-in. wheel has run 23,000 miles with three
bushings; and another 4-in. wheel ran 19,000 miles with one bush-
ing. The Kalamazoo trolley harp is also shown.

WEBER RAIL JOINTS.

The Weber Railway Joint Manufacturing Co., of New York has
space No. 14, where it is showing samples of Weber joints for T
and girder rails; compromise or step joints for use where a rail
is to butt up against a rail of larger cross section; and other
models for special conditions.

The booth is in charge of Messrs. J. C. Barr, of New York,
Fred. A. Poor, of Chicago, and E. W. Penfield, of New York, who
are kept busy meeting the many customers and friends of the
company.

NEW HAVEN REGISTERS.

One of the most complete and attractive displays at the conven-
tion was made by the New Haven Car Register Co., of New Haven,
Conn. The company was represented by Willis M. Anthony,
president, F. Coleman Boyd, vice-president and general manager.
John S. Bradley, secretary and treasurer, and H. E, Beach. It
displayed a full line of square, single, double and triple fare reg-
isters, and its new round single and double machines. It also
showed a special double register for co-operative use by two com-
panies operating the same car over two roads. Another feature
was a register which had registered over 10,900,000 times on rap-
idly moving machinery. This record speaks volumes for the
durability of New Haven goods. A full line of the special sup-
plies handled by the company completed the exhibit.

The Chisholm & Moore Manufacturing Co.. of Cleveland, maker
of the American joints, was represented by Mr. W. E. Ludlow,
who gave a handsome paper weight as a souvenir. Samples of
joints were exhibited and also water color drawings of overhead
hoists, pneumatic tools, etc.

CONSOLIDATED CAR HEATERS.

The Consolidated Car Heating Co., of Albany, N. Y., Has an
interesting exhibit at space No. 32, where it is showing sum,- of
the valuable features of its efficient electric heating apparatus.
Two panels are displayed on which are mounted representative
types of the company's heaters, from which an excellent idea of
the general mechanical construction and design can be obtained.
There are also exhibited standard types of "Consolidated" heaters
for cars having longitudinal seats with risers, and temperature-
regulating switches which are operated by a single handle, that
may be turned in either direction, contacts being made and broken
by a positive snap. As a practical example of its system a com-
plete 12-heater equipment is shown in operation. Messrs. W. P.
Caaper and C. S. Hawley. general agents, and W. H. Fulton,
mechanical inspector are in attendance.

GENERAL ELECTRIC CO.

The General Electric exhibit consisted of the following: One
G. E. 54, 25-h. p. motor; one G. E. 67, 38-h. p. motor; one G. E. 57,
50-h. p. motor; one G. E. 73, 75-h. p. motor; one K-10 series par-
allel controller for two-motor equipments; one K-12 series par-
allel controller for four-motor equipments; one B-23 electric
brake controller for two-motor equipments; one GOO-kw., 500- volt
rotary converter; three 250-kw. air blast step-down transformers;
one A. C. and D. C. panel for 600-kw. rotary converter; full line
of overhead material and supply parts for railway motors.

The following representatives were present: J. R. Lovejoy, A.
H. Armstrong, W. G. Carey, J. G. Barry, S. W. Trawick, .T. C.
Calisch, Theo. P. Bailey. F. N. Boyer, R. A. Swain, C. C. Peiree,
R. E. Moore, F. H. Strieby, H. E. Russell, Geo. D. Rosenthal, J.
H. Shaefer, W. T. Osborn, C. R. Croninger.

THE FRANK RIDLON CO., BOSTON.

This company, which is represented by C. N. Wood, of Boston,
calls attention to the Beverly vertical brake wheel for vesti-
buled cars; the Conant rail-joint testing instrument: the Electric
Railway Equipment Co.'s slow feed controller handle, by which
the handle can be turned but one point at a time; the Kilbourn
sanding device, which works with any kind of sand, wet or dry,
fine or coarse: and the Wilson trolley catcher, of which thousands
are in use. Mr. Burt Horton. of the Electric Railway Equipment
Co., of Cincinnati, is also in attendance.

4 « »

WESTINGHOUSE CO.

Westinghouse headquarters are at space No. 7, where are shown
the following: One 650-kw. direct current engine-type railway
generator: one 200-kw. rotary converter. 7.200 alternations for
street railway work; one 5-panel switchboard complete, with
lightning arrester, switches, circuit- breaker and instruments; rail-
way motors, types 49. 69. 50-c., 56 and 68; fuse blocks and diverters.

The company's staff in attendance includes Messrs. F. H. Tay-
lor. N. W. Storer, G. Berentsen. W. H. Wells. W. M. Probasco,
P. N. Jones. R. S. Brown. C. S. Powell, C. A. Brags:, .T. R. Gor-
don C. B. Humphrey, G. Tantaleoni. H. C. Ebert. P. C. Newell,
W. S. Rugg and T. A. Hall.

.TOS. DIXON CRUCIBLE CO., JERSEY CITY.

This company has a small live stock exhibit in the sbanp nf
a laree blind pig. Samples of the world famous Dixon nroducto
are displayed on tables, but these are merelv tails as it were to
the pig. Messrs. Mayer. Haasis, .Johnson. St. .John. Allen and
Lewis, of the Dixon Company, are dispensing printed matter and
hospitality to all visitors.

DAILY STREET RAILWAY REVIEW.

PKCKUAM TRUCKS.

The Pockham Truck Co.'s exhibit at Convention Hall <:oUHiKtt'(l
mainly of Mr. Peckhara's Hyatum of doiiblu trucks designed for
city, suburban, elevated and high speed trunk line service, the
only single truck shown being a Peckham extra long cantilever
extension truck as constrn<ted lor the Omaha Klectric Railway,
of Omaha, Neb., which has a large number of them in use. The
system of doubh? trucks on exhibition comprised one "Stamlanl"
maximum traction, style 14-1)-:!; one extra strong maximum trac-
tion, style 14-I)-5; one pair extra strong maximum traction, style
14-D-8; one short wheel base, style "Standard" ll-B-3; one short
wheel base, style "Special" 14-11-0; one short wheel base, style"Bos-
ton Special"; one .short wheel base, style "Kansas City Special";
one extra strong long wheel base No. 26.

The Peckham maximum traction trucks are construcled upon
the same general lines with center-bearing swing bolsters and

motors suspended outside of wheel base. The brake mechanism
is so constructed that the brakes can be operated with either the
small or large wheels leading. The extra strong 14-D-5, and
14-D-S, are constructed with inside brakes, and are provided with
extra strong angle bar cross-sections, so connected to the side
frames as to prevent the trucks from getting out of square.

Although the construction of these trucks is such that the
center bearing bolsters can be so located as to apply the neces-
sary weight to the small wheels to prevent them leaving the rails,
the cross end section is so arranged that Peckham's patent hall'
elliptic spring traction adjuster can be attached it desired.

The Peckham Truck Co. claims to be the pioneer of the short
wheel base trucks so universally used by electric railways. These
styles are constructed with center bearing swing bolsters, the

motors being supported outside of the axles. The short wheel
base allows the wheels to radiate between the car Bills and the
height of the ear body from the ground to be reduced bo that only
one Htep l8 necessary. The Peckham Company makes several dlt-
fifrenl modlflcatlonB of this truck. Those on exhibition were
one "Standard" construction, style 14-B-3; one "Kansaa City Spe-
cial," designed expressly for the Metropolitan Street Railway Co.,
of Kansas City, and embodying certain features desired by Its
master mechanlc^tlie Metropolitan (Company has purchased 200
pairs of these and has 7.'i in service; one "Boston Special," de-
signed expressly for the Boston Klevated Railway Co., of Boston,
Mass., which has 2!)() of them in siTvice.

These trucks are constructed for either one or two rootors as
desired. When constructed for one motor the brakes are so ar-
ranged as to apply the necessary power without skidding the
wheels.

GARTON-DANIELS CO., KEOKUK, lA.

TAYLOR TRUCKS.

The Taylor Electric Truck Co., of Troy, N. Y.. showed a heavy
.S-ft. wheel base, single truck, and latest design of swing motion
double truck; also extra heavy double truck for high speed and
heavy service. These were in charge of Mr. John Taylor, man-
ager, and Robt. Kasson.

PAIGE IRON WORKS, CHICAGO.

Mr. E. S. Nethercut, of Chicago, did the honors for this com-
pany and distributed a small pamphlet describing the work it
has done on the Chicago elevated railways.

BAKER-VAWTER CO.. ATCHISON. KAN.

A new system of loose leaf accounting books shown by Messrs.
C. H. Smalley, B. T. Bean and T. H. Waller of this company,
aroused much interest, as it possesses many advantages for street
railway work.

DAILY STREET RAILWAY REVIEW.

CHICAGO MICA CO.

The Chicago Mica Co., of Valparaiso, Ind., had samples of
standard forms of insulation for street railway motors and gen-

AMKKICAN VITRIFIED CONDUIT CO.

This company whose general offlco is at New York had a stand
near the hall entrance where were shown the new standard round

crators; also a line of the well-known "Mica Bond" insulation and
"Champion" cloths and papers. The booth was in charge of Mr.
Charles W. Cobb, ably assisted by Cobb, Jr.

HAROLD P. BROWN, NEW YORK.

Mr. Brown had a good location on the main aisle devoted to the
display of plastic bonds, where he spent his time telling about
these money-savers, what they are and what they have done. He

LORAIN STEEL CO.

This company had prominent space at the entrance to Conven-
tion Hall, where it had the following: Two No. 34, 50-h. p. mo-

also e.\hibited a new voltmeter that is even more sensitive than the
one he had last year. This instrument will measure the drop in
one-eighth of an inch of 90-Ib. rail carrying 10 amperes of current.

< « » —

CONTINUOUS RAIL JOINT CO., NEWARK, N. J.

» » »

CONANT TESTING APPARATUS.

One of the Conant testing boxes for determining the drop in
rail joints was shown in the space of the Frank Ridlon Co. The
Mayer & England Co., of Philadelphia, has recently taken the
general sales agency for these devices and Is introducing them
on a number of roads. *

tors shown in operation on a type "F" du Pont double truck,
with a No. 38-A improved controller; one No. 18, 25-h. p. motor;
one No. 27, 37-h. p. motor; one No. 18, 25-h. p. motor; and an
armature and field coil for the No. 34 motor.

The special work department exhibited two steam railroad
crossings, girder crossing switches, etc., and the rail department
showed samples of various sections of rails.

The Lorain Company has a large amount of its apparatus in
use in Kansas. City and vicinity, including du Pont single trucks
which are standard on the Metropolitan Street Railway, rails,
motors, etc.

Those representing the company were: Messrs. P. M. Boyd,
secretary, R. T. Lane, sales agent, F. A. Merrick, manager of the
motor department, H. C. Evans, of the New York sales office,
A. S. Llttlefleld and D. J. Evans, of the Chicago office, S. R. S.
Ellis, of Pittsburg, and W. W. Kingston, of Atlanta.
« ■ »

The United States Electric Signal Co., of Watertown, Mass.,
brought out a new signal system for electric railways. The good
points were explained by Messrs. Frederick E. Withee and J. J.
Ruddick.

DAILY STREET RAILWAY REVIEW.

Genl Western Agents For

BANYGREASEfOlLS.

ALBANY GREASE.

The wcll-luiown Alhany lubricants anil greaso cups were ri-p-
resentetl by Winne & Kellogg, the Chicago agents.

AMERICAN BRAKE SHOES.

The AnuTican Brake Shoe Co. is represented at the convention
by Messrs. F. W. Sargent, E. L. Adreon and A. Gemunder, who
are explaining at space No. 13, all about the "Diamond S" and
"V" brake shoes.

« « »

PANTASOTE CO.

The car curtains and seat coverings made by this company were
shown in connection with the display of the Curtain Supply Co.

W. R. GARTON CO., CHICAGO.

Mr. Garton was in attendance and had with him a number of
his specialties, including headlights with "multiplex" reflectors:
general equipment circuit breakers; Fiest trolley head, etc. The
reflector shown will be used to Illuminate the Montgomery Ward
tower in Chicago. The breakers are the type used at the Rock
Island Arsenal.

LEA HEADLIGHT.

An enclosed arc headlight exhibited by the L<'a Electric .Manu-
facturing Co., of Elwood, Ind., has a number of novel poinLs. It
is entirely self-contained, its feed mechanism Is automatic arid
It burns directly across a ijOO volt circuit with high efficiency anu
without extra resistance. The voltage at the arc is from 280 to
300 volts and the lamp only requires 1 ampere, although it may
bo adjusted to consume more, depending upon the light required
by the railway. Although the arc is thin and long the lamp gives
excellent light, being equipped with a parabolic reflector. A
door in the upper portion allows easy access to the working parts
and the carbons may be reached for trimming by opening a glass
door in front of the reflector, and removing the inner globe. The
manufacturers believe this lamp will be of especial interest to
the trade because it does not require feeding by hand, does not
need an auxiliary resistance on the platform of the car and on
account of Us very high efllciency, due to the utilization of the
energy at the arc of the lamp where it will give light, instead of
its consumption in useless resistance. Photographs and prices of
the headlight will be furnished on application.

WALWORTH MANUFACTmiNG CO.

This concern is general contractor for furnishing and erectme
power-house piping and showed a large number of tools for mak-
ing boiler and pipe repairs of all kinds; blow off cock; and a new
method of applying flanges to pipes. It also had a Smith track
drill. Mr. H. L. Rideout was in attendance.

16^

DAILY STREET RAILWAY REVIEW.

STANDARD UNDERGROUND CABLE CO.

AMERICAN STANDARD RAIL JOINTS.

The Standard UndiTground Cable Co. has on exhibition four
large handsome cabinct.s of samples which attracted much atten-
tion at the National Exposition at Philadelphia, and for which
that company received a Medal and Blue Ribbon as being the most
complete exhibition of its kind ever seen. The company's space
is No. U, where Mr. .1. R. Wiley, of Chicago, western manager, is
In attendance.

_ # ■ »

KALAMAZOO TROLLEY WHEELS.

,m »M ■ ■ M aaj-ajlJIrtJi .^ ■■_■

■ ■ ■ ■ ■

These wheels are made of pure copper treated by a secret proc
ess and they have made highly satisfactory records. A sign
under the star states that a 6-in. wheel has run 35,000 miles and
is still in service; a 4-in. wheel has run 23,000 miles with three
bushings; and another 4-in. wheel ran 19,000 miles with one bush-
ing. The Kalamazoo trolley harp is also shown.

« « »

WEBER RAIL JOINTS.

The Weber Railway Joint Manufacturing Co., of New York has
space No. 14, where it is showing samples of Weber joints for T
and girder rails; compromise or step joints for use where a rail
is to butt up against a rail of larger..crqss section; and other
models for special conditions.

The booth is in charge of Messrs. J. C. Barr, of New York,
Fred. A. Poor, of Chicago, and E. W. Penfield, of New York, who
are kept busy meeting the many customers and friends of the
company.

NEW HAVEN REGISTERS.

One of the most complete and attractive displays at the conven-
tion was made by the New Haven Car Register Co., of New Haven,
Conn. The company was represented by Willis M. Anthony,
president, F. Coleman Boyd, vice-president and general manager,
John S. Bradley, secretary and treasurer, and H. E. Beach. It
displayed a full line of square, single, double and triple fare reg-
isters, and its new round single and double machines. It also
showed a special double register for co-operative use by two com-
panies operating the same car over two roads. Another feature
was a register which had registered over 10,900,000 times on rap-
idly moving machinery. This record speaks volumes for the
durability of New Haven goods. A full line of the special sup-
plies handled by the company completed the exhibit.

The Chisholm & Moore Manufacturing Co., of Cleveland, maker
of the American joints, was represented by Mr. W. E. Ludlow,
%vho gave a handsome paper weight as a souvenir. Samples of
joints were exhibited and also water color drawings of overhead
hoists, pneumatic tools, etc.

CONSOLIDATED CAR HEATERS.

The Consolidated Car Heating Co., of Albany, N. Y., has an
interesting exhibit at space No. 32, where It is showing sum.- ^f
the valuable features of its efficient electric heating apparatus.
Two panels are displayed on -which are mounted representative
types of the cpmpany's heaters, from which an excellent idea of
the general mechanical construction and design can be obtained.
There are also exhibited standard types of "Consolidated" heaters
for cars having longitudinal seats with risers, and temperature-
regulating switches which are operated by a single handle, that
may be turned in either direction, contacts being made and brok(>n
by a positive snap. As a practical example of its system a com-
plete 12-heater equipment is shown in operation. Messrs. W. P.
Casper and C. S. Hawley. general agents, and W. H. Fulton,
mechanical inspector are in attendance.

♦ ■ »

GENERAL ELECTRIC CO.

The General Electric exhibit consisted of the following: One
G. E. 54, 25-h. p. motor; one G. E. 67, 38-h. p. motor; one G. E. 57,
50-h. p. motor; one G. E. 73, 75-h. p. motor; one K-10 series par-
allel controller for two-motor equipments; one K-12 series par-
allel controller for four-motor equipments; one B-23 electric
brake controller for two-motor equipments; one 600-kw., 500-volt
rotary converter; three 250-kw. air blast step-down transformers;
one A. C. and D. C. panel for 600-kw. rotary converter; full line
of overhead material and supply parts for railway motors.

The following representatives were present: J. R. Lovejoy, A.
H. Armstrong. W. G. Carey. J. G. Barry, S. W. Trawick, J. C.
Calisch, Theo. P. Bailey. F. N. Boyer, R. A. Swain, C. C. Peirce,
R. E. Moore. F. H. Strieby, H. E. Russell, Geo. D. Rosenthal, J.
H. Shaefer, W. T. Osborn, C. R. Croninger.

THE FRANK RIDLON CO.. BOSTON.

This company, which is represented by C. N. Wood, of Boston,
calls attention to the Beverly vertical brake wheel for vesti-
buled cars; the Conant rail-joint testing instrument: the Electric
Railway Equipment Co.'s slow feed controller handle, by which
the handle can be turned but one point at a time; the Kilbourn
sanding device, which works with any kind of sand, wet or dry,
fine or coarse; and the Wilson trolley catcher, of which thousands
are in use. Mr. Burt Horton, of the Electric Railway Equipment
Co., of Cincinnati, is also in attendance.

< » »

WESTINGHOUSE CO.

Westinghouse headquarters are at space No. 7. where are shown
the following: One 650-kw. direct current engine-type railway
generator: one 200-kw. rotary converter, 7,200 alternations for
street railway work; one 5-panel switchboard complete, with
lightning arrester, switches, circuit- breaker and instruments: rail-
way motors, types 49. 69. 50-c.. 56 and 68: fuse blocks and diverters.

The company's staff in attendance includes Messrs. F. H. Tay-
lor. N. W. Storer. G. Berentsen, W. H. Wells. W. M. Probasco,
P. N. Jones. R. S. Brown. C. S. Powell, C. A. Bragg, .T. P. Gor-
don C. B. Humphrey. G. Tantaleoni, H. _C. Ebert. F. C. Newell.
W. S. Rugg and T. A. Hall.

.lOS. DIXON CRUCIBLE CO., JERSEY CITY.

This company has a small live stock exhibit in the shanp nf
a large blind pig. Samples of the world famous Dixon nroducto
are displayed on tables, but these are merely tails as it were tn
the pig. Messrs. Mayer. Haasis. .Tohnson. St. .John, Allen and
Lewis, of the Dixon Company, are dispensing prfnted matter and
hospitality to all visitors.

Daily street railway review.

DAILY STREET RAILWAY REVIEW.

ST. LOUIS REGISTER.

Mr. Giles S. Allison, of New York, had charge of the exhibit of
the St. Louis Register Co., of St. Louis, which comprised one No.
-U self-recording register and one No. 23 self-recording double
register. These machines give a printed record of the number
of fares at the end of the trip or day, and do away with the neces-
sity of trip sheets and possible errors by conductors in transcrib-
ing.

McGILL, PORTER & BERG.

The display of McGill, Porter & Berg can be found at space No.
24, main aisle, where a very interesting and attractive exhibit of
goods is made. This house caters to the street railway trade ex-
clusively and delegates are invited to carefully inspect the sup-
plies and specialties it carries, prominent among which are:
1-T-E circuit breakers, Ohio brass overhead material, Morris rail
bonds. National car heaters, M. P. &. B. trolley wheels, Speer
carbon brushes, and Chicago Mica Co.'s products. Members or
the association should secure a copy of the Convention Menu,
which Messrs. McGill, Porter and Berg are distributing.

This concern has recently been appointed selling agents for their
territory of the American Brake Shoe Co., which owns the "Dia-
mond S" patents and the "Diamond S" brake shoes. The shoes
are made under license by the Sargent Co., Chicago; the Ramapo
Iron Works, Hilburn, N. Y., and Parker & Topping, St. Paul, Minn.

SERRATED WHEELS.

One of the street railway devices exhibited this year is the "ser-
rated" tar wheel slov.n at spate No. 45, by the Burnham & Dug-
gan Railway Appliaun to., of 6U State Street, Boston. The i;er-
rations are in the flange and adapt the wheel for digging ice,
snow or dirt from the grove of the rail, and thus secure good
traction and electrical contact. The evident advantages of the
better traction are longer life for wheels and motors and a sav-
ing of time and electric current. The Burnham & Duggan Com-
pany has supplied these wheels to the Boston Elevated, the
Quincy & Boston, the Portland (Me.) Railway, the Massachusetts
Electrical Companies, the Metropolitan Street Railway, of New
Y'ork, and other companies. The wheels are for use under both
cars and snow plows. The company has received a number of
strong testimonial letters among which is one from Mr. G. S.
Waterhouse, acting superintendent of the Quincy & Boston Street
Railway Co., which reads: "The snow plow equipped with 'ser-
rated' wheels was the only one we could operate in the big storm
of February 1st. The plow made the run from East Milton to
Neponset and returned running at the ordinary rate of speed,
when the other plows were all stuck fast."

ALUMINUM WIRE.

The Pittsburg Reduction Co., of Pittsburg, had a very com-
plete exhibit of the different stylos of aluminum electric con-
ductors. It called especial attention to different sizes of alumi-
num street railway feeders, but also showed aluminum for power
transmission, telephone and telegraph lines. Street railway feed-
ers can be furnished by the company either bare or insulated,
and samples of both styles were in the exhibit.

Particular attention also is paid to the question of joipting
street railway feeders and the joints that are displayed prove con-
clusively that this question as raised by certain engineers has
been completely solved by the Pittsburg Reduction Co. Soldered

joints, mechanical joints and compression joints are all to be
seen, any one of which will meet the complete requirements of
joinls for street railroad feeder purposes.

The following officials of the company are in attendance at the
convention: Arthur V. Davis, general manager; Alvah K. Law-
rie, general sales agent; and James A. Rutherford, of the Cleve-
land office.

HALE & KILBURN.

A number of seats made by the Hale & Kilburn Manufacturing
Co., of Philadelphia, were shown in the booth of the Curtain Sup-
ply Co. These seats are so well known as to require no descrip-
tion and Mr. H. T. Bigelow, of Chicago, who represented the
company, stated that its factory is working overtime to keep up
■with orders.

STREET RAILWAY REVIEW.

625

PUILISHED ON THE 15th OF BACH MONTH.

WINDSOR & KENFIELD PUBLISHING CX)..

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Address ali ComiHUnieations and Remittances to Wiinhor d- K,nficl J Publishing Co..
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H. H. WINDSOR.
Editor.

CORRESPONDENCE.

We cordially invite corresporuK'ticc im all subjects of interest to those
enR-ajred in any branch of street railway work, atid will gratefully appreciate
any marked ctipies of papers or news items our street railway friends may send
us, perlaininj,' either to companies or officers.

DOES THE MANAGER WANT ANYTHING?

If you contemplate the purchase of any supplies or material, we can save
^ou much time and trouble. Drop a line to The Fkvikw, slating what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charg-e for publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.

VOL. X.

NOVEMBER 15, 1900.

NO. 11

The "Daily Street Railway Review" was certainly one of the
distinct features of the convention. Each morning at daylight it
appeared with 24 pages of reading matter, including a full ver-
batim report of everything said in both conventions the previous
day. In addition all the happenings of interest up to midnight
were chronicled. Since the convention closed scores of letters have
been received from ofticials in all parts of the country who were
unable to attend and who all voice one sentiment that "to read the
'Daily' was the next best to being present in person."

Next year, in New York City, we shall issue the "Daily" again,
and we hope with additional features and improvements not possi-
ble this year.

The decision of the Accountants' Association to make no change
in its by-laws and, as heretofore, to hold the annual meeting at the
same time and in the same city as the convention of the American
.\ssociation is, we believe, a very wise one. The distractions at a
separate meeting might be fewer, but there are compensating ad-
vantages in the opportunity given the delegates for getting acquaint
ed with managers, in the lower railway rates than could be other-
wise secured, and in the entertainments. As to the distractions we
think the accountants do plenty of work as it is.

From the supply man's point of view the Kansas City convention
was a record breaker. The exhibit was all that could be asked as
regards quantity and quality, but above all the supply men closed
some orders which is not the usual thing at conventions.

Next year the supply men are to have the second day instead of
the last one devoted to them and the arrangement will doubtless
prove most satisfactory to all parties.

The experience of street railway companies that have provided
club rooms for the use of their employes shows that in every case
the investment is a good one. The companies that have gone into
this matter most extensively are the large ones, but the club room

will be found lu be just as desirable on the small road. We re-
cently received a letter from the manager of a company having 36
trainmen on its rolls, in which he related his experience with a
reading room. In the room where his men reported for duty he
placed a table and some chairs and copies of such scientific journals
as he had subscribed for. The result was that from two to six
of the men are now always to be found in this room when off duly;
before, there was never an extra man about the premises except at
reporting time. The next day one of the men reported that he had
subscribed for a daily paper to be delivered at the reading room —
others brought books and magazines and within a week a book-
case became a necessity.

The presidential election has been held with results which ex-
ceeded the largest hopes of those citizens who stand for good
government and sound money. Business interests generally were
less aflfected than usual by the inevitable feeling of uncertainty
which we seem doomed to experience every four years. This was
due to the confidence felt that the result would not change the
conditions and national policy of the past four years. To this
declaration of the largest majority ever expressed at the polls the
great army of street railway employes contributed in no small de-
gree. The contiuation of conditions which insure activity along
industrial and manufacturing lines means just as much to the men
on the car platforms as it docs to the holders of securities.

During the past four years most of the roads in receiver's hands
have been placed on a self-sustaining or paying basis, and in a
large number of instances wages have been materially advanced.

The amount of new construction work for 1900 is smaller than
was anticipated. This was due to two conditions: capitalists hesi-
tated on account of election year, and materials were very high.
It is reasonable to expect that new roads aggregating several hun-
dred miles of track will now be able to float their securities on
favorable terms, while the indications are that the important items
of rails and tics will be purchasable for delivery early in 1901
at prices much more favorable to buyers than a year ago. The
price of rail is still unsettled, but probably will be not far either
way from $28 per ton for T sections.

As during the past two years the greater mileage of new track
will be outside the cities, but there will also be much work done
in enlarging power stations and rebuilding tracks for city lines.
The outlook is equally bright for the operator and the material
man in our field.

A remunerative class of business which most interurban roads can
handle to advantage is the transportation of cut flowers from green
houses to the city dealers. Investigation of this subject presents
the following conditions.

The business of growing cut flowers for city markets has reached
proportions little imagined by the average person. The hot houses
are usually located some distance from the city to secure cheap
land and favorable climatic conditions. Shipments are made to
city dealers once or twice a day regularly. Special rush orders
call for additional shipments almost every day. The grower places
his flowers in boxes with little care to guard against damage to
the delicate blossoms in shipment. When thus packed they are
loaded into a wagon and hauled in to town, or as is more often the
case sent by express. This involves one loading into wagon; one
unloading at express office; loading into car; unloading to deliv-
ery wagon; unloading to sidewalk; a total of at the very least five
handlings. This number is more often increased to eight or ten
and each time there is the usual throwing of the box and jarring
of the contents. The damage from each handling makes a distinct
and computable loss. It is evident therefore that any reduction in
the number of times the box must be handled is a positive saving
in values for which the shipper and dealer are equally willing to
pay. It would be supposed the grower would take the same care in
preparing for shipment that the retailer does, but the fact is they
universally do not and will not.

Now if the grower could deliver to a trolley express which runs
not only into town but close to the consignee, the boxes will re-
quire but two handlings instead of five or ten, and the saving to
even the ordinary dealer would amount to hundreds of dollars an-
nually. Hence he is willing to pay a liberal rate for trolley express
service. Another desirable feature is that the trolley express can

626

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

make special injis ami much more ireciiiem ilian llie old line express
companies which arc limited to certain trains on the steam roads.
There are doubtless many of our readers who can work up a
large and profitable business from this source. The matter is well
worth investigating and taking up with local growers and dealers.

It must be admitted that the discussions before the American
Association were disappointing. Of the four papers, only one elic-
ited any interest, so far as a reader may judge from the verbatim
reports. What is the reason for this? Were the subjects ill-chosen
or were the men present ill-prepared to debate the questions?

Take Mr. Holmes' paper on "Consolidations," for instance.
This is a subject of vital interest to street railway men and to the
public — it may even be said that it is a part of the trust question,
one of the "paramount" issues ol our late political campaign. It
was a question to which the men present surely must have given
thought and the paper itself was suggestive, yet not a word was
submitted in discussion.

The other three papers were all on technical subjects but only
one was discussed to any extent. To have the results of one man's
experience is good, but to have the results of lo men's experience
is very much better. The Kansas City report would have been
greatly enhanced in value had every road with a paint shop or
double truck cars submitted such data as did Mr. Harrington, of
the Camden & Suburban.

We think that this result is largely due to the fact that the papers
are not given to the members in advance of the meeting as is the
case in most other scientific and technical societies. Where the
members of an association are all actively engaged in the work
with which the papers before it deal, it is very easy for
them to enter into the discussion without previous special prepara-
tion, but with the American .Association the case is diiTerent. The
delegates to the convention are for the most part managers and
other executive officers who cannot be expected to carry in their
heads all of the details as to the practice on their respective roads
in technical matters. But if given an opportunity to read the pa-
pers in advance of the meeting, they could inform themselves con-
cerning details and be prepared to give other members the benefit
of their companies' experience. With a little preparation most of
the delegates could become specialists, for the time being, on any
of the technical subjects brought before the association.

The Accountants' Association had the (luestion of advance pub-
lication under consideration, but no decision was reached. Though
there is less need for prior publication in the case of the Account-
ants' papers, we trust that this association or its executive commit-
tee will take favorable action in the matter.

The delegates at these meetings who really have something to say,
and do not take advantage of the opportunity, not only prevent the
association from attaining to its full power for the good of the in-
dustry, but, in a negative way, do themselves injury. To print a
list of the changes in executive officers and heads of departments
of street railways, that have taken place within the past year would
require perhaps 15 pages of the "Review." Other changes will be
made as time goes on. The conventions oflfer a great opportunity
for the young man in the business to become known to the men
(perhaps we ought to say the other voting men) who have positions
to fill, and the opportunity ought not to be wasted.

In our eastern contemporary Mr. A. O. Kittredgc comments
on the doings of the Accountants' Association and criticizes it for
devoting so much time to what he terms "mere account classi-
fication" and "details of bookkeeping" instead of discussing "real
accounting." We have read those comments and are somewhat mys-
tified, being in the dark as to just what "real accounting" may be.

We do not distinguish between bookkeeping and accounting.
The object of keeping books of account should be to correctly show
the state of the business and property. Popularly, any clerk in the
bookkeeping department is a "bookkeeper," so that is just as well
perhaps to call the man in charge an "accountant," but he is none
the less a bookkeeper.

Mr. Kittredge censures the .Accountants' -Association (or not
discussing principles entirely divorced from blanks and forms,
books and reports. Whether this attitude is justified will appear
from a glance at the state of street railway bookkeeping four years
ago and what has been accomplished by the Accountants' Asso-
ciation.

There are principles of accounting and there are details. At
the outset the Accountants were confronted with a chaotic condi-
tion as to both principles and details. In the rapid transition
from animal to electric power, practically no provision was made
for a suitable accounting department, and none whatever for a
uniform system. Indeed it is doubtful if any uniform system of
accounts could have been secured during the period of evolution
in which the engineering and operating departments were ex-
perimenting, constantly changing, and trying to determine to what
accounts scores of expense items really did belong. We all know
the bookkeeping which was ample for a road operating with
horses, was as inadequate for the same road electrically operated,
as the horse car barn was unsuited for the power house, or the
horse hospital for a repair shop. The evolution had scarcely
ceased when the Accountants organized and undertook the dis-
couraging task of trying to straighten out the universal tangle.
Their success in doing this has been astonishing and the rapidity
of movement no less so. The American Association made several
attempts and abandoned the undertaking in despair. It remained
for the young men who had been called into the auditing depart-
ments to work out the problem.

The principles which should govern the separation of expense
from capital accounts, probably more important than any other
one thing in street railway accounting, are determined for the
accountant by the policy of his cotiipany, and hence in the Account-
ants' Association are purely acadetr.ic questions. With the details of
keeping the accounts it is different, however, and these subjects
should be authoritatively handled by the Association. The Ac-
countants had the option of spending their time in telling what
they thought or in doing what they could, and very wisely chose
the latter. Even now comparatively few in the other depart-
ments realize the amount of thought and work involved. A lead-
ing manager remarked at Kansas City that he doubted if $15,000
would have paid the bill had the work done by the Accountants
in standardizing been ordered from some expert; and, he quickly
added, it would have been impossible for any one or two men
to have achieved the broad results already obtained where so
many contributed.

We hope the time may soon come when the practical details
of street railway bookkeeping will be so far perfected that the
Accountants will have time for discussing the ethics of the sub-
ject, and are satisfied that when that time does come the mem-
bers of this association will not be backward in dealing with the
theory.

Mr. Kittredge thinks that someone should have taken the idea
from Mr. Beggs' address on "What Does the General Manager
Want to Know from the Accounting Department?" Mr. Beggs
said some excellent things — things that should have the hearty
approval of every street railway man — and one of them was "be
honest with yourself and with the public and your troubles will
grow less," or words to that effect. Yet, nevertheless, Mr. Beggs'
summary of what the manager wants from the accounting depart-
ment leaves very little freedom of action to his accountant; he
wants three things, (i) to know that the accountant is in sym-
pathy with the manager and believes in his policy, (2) speed, and
(3) accuracy. With the first of these requirements in mind ethi-
cal discussion of accounting becomes a bit hampered.

SHALL SUPPLY MEN ORGANIZE?

The Time Considered Ripe for Such an Association — Benefits to be
Derived — Exhibitors Can Handle the Problem More Easily
Than Street Railway Officials — Interviews With Leading Supply
Men Show Great Interest in the Scheme.

"The time has come when we need an organization of the sup-
ply men to take the burden of the exhibit hall and its contents off
the shoulders of the local officials. The display has now reached
mammoth proportions and is constantly growing. We know what
we want and how to handle the innumerable details connected with
the show much better than anv one who has not been through the
mill."

It was Major Evans, of the Lorain Steel Co., one of the most
prominent of the supply men and who has had years of experience
in exhibiting at our conventions who made the foregoing remark
as the curtain rang down on the vaudeville show in Convention
Hall Friday afternoon. Several exhibitors, who were present, in-

Nov. 15, 1900.]

STREET RAILWAY REVIEW.

627

stantly voiced their approval, and at tlicir request the "Review"
representative undertook to ascertain tlie views of as many others
as could be reached in the hniitcd time remaining before the ban-
quet. The result of this canvass is given, and of all the persons
interviewed all but three — who requested not to be quoted — were
very much pleased with the idea. These three took pains to state
lluy were not opposed to the idea, but were not prepared to en-
dorse it until they had lillicr taken iiinrc tinu- to consider or know
more of the details.

The situation is this: Wlicn exhibits were few and small, 15
years ago, a small room, usually one comitionly used by traveling
men to show goods in the headquarters hotel, was ample for the
display.. Then the builders began to bring a few cars which were
set out on a piece of temporary track in the street in front of the
hotel, gradually the idea was expanded and the display increased
until a store room was needed. Usually one could be found near
the hotel. At Pittsburg, no other space being available, a river
barge was anchored three blocks from the hotel and the display
made on board. When electricity became a practical motive power
a big jump was made and it became necessary to use skating rinks
and similar ground floor structures which afforded large space.
From the drummer's room at the hotel which cost nothing, to the
present day requirements which are so great as to bar some cities
from being considered for the convention, the advance has been
great. In the early days the local roads furnished the banquet
free, but when it became necessary to pay from $1,000 to $2,000 for
an exhibit building the burden was too heavy. Now the inviting
company furnishes the hall, turns it over to the association to rent
out, and entertains in other ways than the banquet which is man-
aged by the association.

With the steadily increasing number of exhibits, which at Chi-
cago were valued at $250,000. there came an immense amount of
detail work for some one on the ground to do. Changes had to be
made in the building; stronger floors built; wide doors cut; wires
run for light and power; arrangements rnade for teaming hundreds
of tons of appliances and machinery; carpenter work which in the
aggregate would build a house, provided. Sign painters, electri-
cians, machinists, printers, decorators and painters, furniture men
and florists, telegraph operators, messengers, and telephones, all
these now have to be in readiness. The correspondence involved
between the convention city and exhibitors, covers several weeks
and involves the dictating of hundreds of letters. Such is the pres-
ent result of the expansion of the exhibit feature, which, within
the experience of the writer, was limited to a few rope harness,
patent horse medicine and bell punches.

The burden of the work alluded to naturally falls on some rail-
way official, usually the manager of the inviting road. He is al-
ways a busy man and the additional burden which the convention
imposes is little realized by any but those who have been through
it. The supply men feel they should not ask it and are perfectly
willing to relieve the manager of this work.

The plan now proposed is to organize the supply men next year
at New York and put things on a permanent and uniform basis.
Elect a standing committee to take entire charge of the hall and
everything in it except the meeting rooms of the two associations.
The committee would engage some experienced, thoroughly com-
petent man for several weeks in advance of the convention. He
would take charge of affairs and make the contracts in the name
of the Supply Men's .\ssociation for all teaming, labor, power, etc.
.Ml exhibitors would be perfectly free to use this man without feel-
ing they were imposing on the good nature of a busy manager. If
anything did go wrong they need not hestitate to enter a complaint
to their own committee and,get an adjustment. This article is not
written in any spirit of criticism — far from that: nor have there
been any shortcomings here at Kansas City to suggest it. In all
our conventions there has never been less friction and annoyance
than here, but there has been trouble in the past and is liable to
be in the future. There are many things which bear hard on the ex-
hibitor which never come to the knowledge of the railway people.
For instance, the local committee contracts for carpenter work; it
does the best it can. .An exhibitor puts in a requisition for a

platform and booth. The order is turned over to the contractor
who then deals exclusively with the exhibitor. Through some
carelessness in bookkeeping we will say, and during past years
many times with direct intention, the contractor takes advantage
of the emergencies and necessities of the exhibitor and tacks an
extra $10 or $20 en his bill. The exhibitor feels a reluctance to
complain to the local railway manager with whom he may have,
or hopes to have dealings, so he says nothing, pays his bill and
sometimes contents himself with cuss words. The illustration is
no fairy tale. It goes all along the line of teaming, wiring, sign
painting, and down the whole list.

We do not mean to say that every exhibitor gets stuck on every
one of these items, but several times it has been nearly as bad as
this. But the trouble lies in the lack of any authority to whom
the exhibitor feels at liberty to appeal. With an association, its
superintendent is the association's hired man, and bound to take
up such matters and adjust them. It is no favor asked of him —
he is paid to attend to just such things.

In the matter of freight to the convention a marked saving
can be made. With an association its committee is in position to
deliver to the road offering the best rates and time of shipment
practically the whole freight, and secure for its members conces-
sions which their indi\idual shipments would not warrant. For in-
stance all the shipments from New York to Chicago last year
could have been lumped and sent over one road with several routes
to choose from.

The exhibitors complain bitterly at the lack of attention paid
them by the railway delegates. Organize and send a committee
upstairs and it will receive a ready hearing and this matter can be
improved. Tell the railway body what it has cost to do all this:
and that we are getting to a point where the game is hardly worth
the candle. When they understand these things they will devote
more time down stairs.

And while the committee is there maybe the railway people
would like to arrange for a little less noise during the business
sessions, so those sitting back of the front three rows of seats
could hear the discussion instead of, as this week, getting it by the
lip reading method. Now the exhibitors did not intentionally
intrude on the deliberations, but if they had only gone up in the
tent oom a few miniles we believe they would have hurried back
and tyrned on some quiet.

The foregoing touches only on the outer edges oi many reforms,
improvements and advances possible with organization. The sin-
gle exhibitor has no voice at present in the present association,
nor does he «sk it, and he could not go as such. But as an exhibit
body his committee can go, leaving all individuality below, and
protest, request and suggest with dignity and propriety.

In the steam road field such an organization has been in exist-
ence for years, and has contributed in a large measure to the suc-
cess, strength and pleasure 01 the parent association. There is no
reason why the same should not be repeated in our case.

The following interviews were all it was possible to secure in the
limited time. Almost without exception the person interi-iewed
insisted that it be distinctly understood what he said was in no
spirit of criticism on the management of the local committees here
in Kansas City. Chairman Satterlee was accorded high praise.
There has never been less friction and annoyance than here. It
is the future and the expansion of the exhibit feature that it is de-
sired to provide for.

Major Evans: 1 am most heartily in favor of an organization
of the supply men. There can be no possible objection and the
advantages are numerous. They have been exhibiting for years,
know what they want better than anyone else, and have abund-
ant talent among their numbers to form an executive board which
will be acceptable to all. There are scorces of things which we

628

STREET RAILWAY REVIEW.

[Vor.. X, No. II.

can do as an organization which is impossible as individuals, and
I have been in favor of one for years.

Elmer P. Morris: I do not think it fair to put the burden any
longer on the local committee of exhibits. Since the display has
grown to such proportions it really requires the entire time of one
man on the ground for several weeks, and we ought not to ask the
manager of a big railway system— always a b<isy man— to lay aside
his work to attend to this. As an organization we can regulate the
size of signs and many things wc ought now to do. We should of
course work in perfect harmony with the .American .Association—
in fact in conjunction with it, but we can do many things for our-
selves better than they can do it for us. We are not asking for
the revenue the association receives for floor space but would like
to have the handling of details, and in short the management of
the exhibit hall.

VV. R. Garton: I tliink we should by all means have a supply
men's association.

W. S. Rugg, Westinghouse Co.: I think it would be a good
move to make.

Geo. D. Casgrain, Griffin Wheel Co.: There ought to be a uni-
form system for many features of exhibiting which can only be
secured through organization. I am in favor of it.

G. R. Scrugham, Creaghead Engineering Co.: I consider an
organization of the supply men a practical necessity. It would
be a great relief to the local committee and the obliging secretary
of the .American .Association, and would result in good not only
to the convention but to the supply men themselves.
J. V. E. Titus, Garton-Daniels Co.: I am heartily in favor of it.
John Taylor, Taylor Truck Co.: I am very much in favor of it
if we could arrange so that day times the exhibits could be viewed.
One day it not enough for everybody to see each exhibit. You
have to interview a great many people individually. The exhibit-
ers here have spent easily $50,000 in making this display and it is
a lot of money and deserves more attention. The time now allot-
ted is too short. With an organization we could have our com-
mittee represent us before the American .Association and present
our claims, and I hope secure arrangements which would be better
than ever before.

.Arthur Davis: I want it. We need a committee to arrange
freight matters, and other things of mutual interest.

M. Garl, Garl Electric Co.: I favor it with a standing commit-
tee to make arrangements and attend to details, such as signs of
uniform size, which will prevent one exhibit cutting ofif the view
from another. I favor smaller signs than now used.

General Electric Co.: We heartily approve of the plan and will
be glad to join in any arrangement satisfactory to all.

H. T. Bigelow, Hale & Kilburn: Such an association will do
much to facilitate the work of exhibitors, and relieve the local
committee of a multitude of details.
John High, Pantasote Co.; Those are niy sentiments.
H. J. Davies, National Carbon Co. : That is what wc ought to
have by all means. The right kind of an organization, rightly of-
ficered and conducted, would be a great thing, and we have plenty
of good men from whom to choose. This from a supply man's
point of view. I can also speak from the other side. As a mem-
ber and secretary of the local committee of arrangements for the
Cleveland Convention, in 1892, 1 had charge of the renting and
assigning of space for exhibits, the correspondence, the arrang-
ing of exhibits on arrival, etc., and know something of the amount
of work involved in preparations for these annual exhibitions. It
is too much to ask or expect, gratuitously or otherwise, from any
local committee. Street railway men arc too busy. And each
local committee has to learn the business — usually without a teacher
or a text book. Perhaps the work could not be done better by a
committee of supply men, but it could be more easily done after
a year or two of experience, if not at once.

E. Peckham, president Peckham Mfg. Co.: I have always be-
lieved in having just such an organization, and it is something
which should have been done years ago. I am heartily in favor of
it and hope something will come of the agitation this time. The
exhibitors certainly do not receive the consideration to which they
are entitled. These exhibitors have expended thousands of dollars
to present something instuctive and interesting and while we re-
ceive our share of attention I speak of the display as a whole and
voice the universal opinion that the program should be made to
allow ni\ich more time in the hall. Many have told me they were

tempteJ never to make .mother exhibit, and others are taking
smaller spaces than formerly. I appreciate the fact that this is a
condition which has been a matter of growth and is not the result
of an ii.tention to slight the supply men. But that makes it none
the less disappointing to those who have gone to much expense and
trouble to provide something interesting. We need an organiza-
tion which can be represented by a committee and secure the rec-
ognition which the exposition deserves. The present time allowed
us is altogether too short.

Geo. C. Bailey, Roebling Co. — -Such an organization would be
productive of great good to the supply interests, and reduce ex-
penses.

Victor .Angerer, Wharton Co.; If properly organized and man-
aged it would be a good thing. If the majority want it I am with
them. .As the next convention is to be held at New York it
might be well to consult the street railway men in that city.

D. A. Johnson, Jos. Dixon Crucible Co.: The supply men's in-
terests are now so large in these conventions they should get to-
gether and can save money and improve the display by so doing.

Max Berg, McGill, Porter & Berg.: That's just what we need.
Let us have it.

E. S. Nethercut, Paige Iron Works: Yes, I favor such an or-
ganization. It would find plenty to do and everybody would be
benefitted.

Continuous Rail Joint Co.; We heartily agree with the plan as
proposed to us.

Consolidated Car Heating Co.; We are in favor of the plan to
form such an organization.

Chas. W. Cobb, Chicago Mica Co.: An excellent idea. I would
like to see a uniformity in signs, which should also be placed in a
line and think it would be a good thing.

J. W. Perry, H. W. Johns Co.: It is well worth taking up. It
would relieve the local committee and result in a more systematic
arrangement all around, and facilitate matters for everybody.

T. C. White, Central Union Brass Co. — A good thing; push it
along.

G. R. Pratt, Star Brass Works; By all means. Have some-
thing along the line of the M. C. B. supply .men's association. That
has been a success for years. I will gladly bear my share of any
work or expense.

J. R. Wiley, Standard Underground Cable Co.; I think this ex-
hibit business should be governed by an organization of its own,
and so done would result in benefit all around.

F. A. Estep, R. D. Nuttall Co.: I am in favor of the plan. Such
an organization, with its executive board or restraining committee,
would make another place of our annual display. Heretofore and
now there is a heterogeneous mass of signs of all sizes and colors.
Such a motley collection would be classed in New York as belong-
ing to a county fair. I favor an association of supply men.

D. B. Dean: Yes, I favor an organization if everybody will go
in and unite on a plan, and there is no reason why we should not
do so. Others have with good results.

R. H. Ham, Ham Sand Box Co.: .Am in favor of what is out-
lined and think it would be a good thing.

Scott H. Blewett, .American Car & Foundry Co.; The booths
should be more uniform, the signs of a uniform height, lettering of
a uniform size and color. So far as possible exhibitors of the same
class should be grouped together. These and many other desirable
improvements can be brought about by a supply men's associa-
tion and would greatly improve appearances and save money. It
has been done for years in the steam road field and their display is
not so large as this.

Harold P. Brown; The plan as stated to me is needed and
should be carried out. There is a great deal to be gained in many
ways, and as an association we are in a position to secure many
concessions that conies to large propositions and are denied indi-
viduals. It need not be a cumbersome affair, and its annual meet-
ing consume little time, but the possible results will be recognized
by everyone who makes an exhibit. I hope to see the organization
effected.

F. W. Edmunds. Q & C Co. ; I favor your plan. We have the
same thing in steam road supplies in the Trackmasters' Associa-
tion, the Master Car Builders, and also Master Mechanics Asso-
ciations and have had for years. It is simply indispensable in those
lines. The exhibiting concerns are taxed pro rata on their space
or booths and the fund collected the first day by the treasurer. The

Nov. IS, lyoo.]

STREET RAILWAY REVIEW.

629

connniUce lluis has a fund for use in case of ciiier^i-ncy witliotil
goinK round with the hat. In these conventions there is no local
cnterlainer as in tlie case of the street railways, and it devolves
upon su|)i)ly nun to provide carriage drives, flowers and theater
parlies for the ladies. 1 assume the entertaining street railway
company would always wish to entertain as heretofore, therefore
the necessary expenses of a street railway supply men's association
would be nominal, although I think the exhibitors have always
stood ready to contribute to the American Association if their
help had ever been needed. There is usually some surplus left
which is paid back pro rata to the exhibitors. For example our
tax this year was $30, and we were rebated $7 after the convention
which lasted a full week, closed. The committee is elected each
year, docs its work without friction, and everybody is satisfied.
It contracts for all the usual hall expenses, teaming, carpenters,
etc., and secures low rates for the whole j(jb. Each exhibitor is
charged for what he gets. The supply men hold an annual meeting
for election and any other business and this takes place during
one of the business sessions of the main association. The two
organizations arc entirely separate, but the coinmittee from the
supply iTicn can always take up and arrange any desired features
with the main association. The plan has worked like a charm for
years, and there is no reason why our supply men should not work
together on the same basis.

W. H. Gray: It's a good thing if we can get the right kind of
men to control. I should favor a membership vested in companies
or concerns, so that the large concerns cannot come in and vote
10 or IS representatives against an equal number of small firms
with only one representative present. There should be a coin-
mittee elected annually from the members, of say three or five to
carry out the work of the association along the lines of a policy
decided by the members. If the plan is carefully matured and can
be presented for action at next year's convention there would be
something tangible to act on, and an intelligent action taken on
the advisability or otherwise of affecting the association. I hope
to see it worked out.

J. G. McMichael, president Atlas Railway Supply Co.: I am,
and always have been in favor of such an organization. I be-
lieve that it would greatly relieve the American Street Railway
Association as well as benefit the supply men. I heartily agree
with the remarks of Mr. Taylor, of the Taylor Truck Co., con-
cerning the limited time allowed for inspection of the exhibits, and
with Major Evans' statement. There are scores of things con-
nected with the exhibition which should be done by the exhib-
itors and relieve the Street Railway Association.

Only five street railway men were interviewed but each one was
pleased with the idea.

Walton H. Holmes said, speaking as a railway man and not as
an ofificer of the .American .Association that he considered it a good
thing and would enable the supply men undoubtedly to secure
many improvements which the local street railway men would not
be likely to think of. If the supply men took hold of the matter
it would be ably conducted.

T. C. Penington, speaking for himself, expressed the same views.

F. G. Jones, vice-president of the Memphis street railway, and
also an officer of the association for the past year, said: From
now on the supply men and the street railway men will be more
closely drawn together. I think it is an excellent idea and hope the
boys will carry it out.

The last interview was with W. .X. Satterlee. chaiiynan of the
local committee of exhibits. He has worked night and day and
Sundays for nearly a month past, and the result of this has been
evident in the rapid and systematic installation of exhibits. He has
good reason to be proud of his efforts, and every supply man is
grateful and appreciates his work. Mr. Satterlee expressed him-
self as heartily in favor of the new plan. He was sure the local
railway people wherever the convention met would feel the same
way, and be only too glad to be relieved of a most trying position,
and one which really requires more of a manager's lime if rightly

■lone, than he can spare in justice to himself. He appreciated high-
ly all the pleasant things which exhibitors had said expressive of
satisfaction at his efforts, and desired to thank them one and all
through the "Review "

Since the convention we have heard from ihe following:

Van IJorn & Dutlon Co.: We believe that such an organization
woidd relieve the Street Railway .^ssociation of much detail work
that must be a great annoyance, and that it would be a good thing
for the supply men. We would willingly do our share towards
making it a success.

Triumph Electric Co.: We think the scheme a very good one
and believe that such an association would facilitate matters and
make it easier for exhibitors. The idea has our hearty approval.

N. H. Colwell, general manager R. Bliss Manufacturing Co.:
It has been my opinion for several years that the supply men
should have an organization, and in the past I have spoken to a
number of gentlemen advocating this subject, but did not find
many who thought the time opportune to effect an organization.
We shall be pleased to co-operate and to assist in such an organi-
zation, and the sooner it is done, we believe, the better.

W. J. Cooke, McGuire Manufacturing Co.: I am heartily In
iavor of such an association. The exhibits at the street railway
conventions have attained such magnitude that it would be a
very great advantage to all parties concerned to have our own
man or men on the ground to superintend the placing of exhibits
and look after the details. This is to my mind a necessity, and
our company will be glad to do everything in its power to for-
ward the movement.

Michigan Electric Co.: While we are not exhibitors at the rail-
way conventions, yet as the writer attends most of them, and is
much interested in the exhibits made, I would stale as my opinion
that a supply men's organization would be a good thing if it is
governed by a board which properly represents a sufficient num-
ber of prominent exhibitors to make it truly representative of
all exhibitors' interests and prevents showing undue favoritism to
any firm or individual, and further bears such relation to the
American Street Railw.iy .Association as will provide for work-
ing thoroughly in harmony with that Association. This last could
possibly be accomplished by having one or two members of the
Street Railway Association elected each year to the controlling
committee of the Supply Men's Association; such members to be
selected preferably from those living at or near the city where that
year's convention is to be held. Supply men certainly are best
fitted for looking after all matters pertaining to exhibits and ar-
ranging the details of freight rates, cartage, etc., on a basis which
will be most convenient and less expensive for the exhibitors, and
li such arrangements are made for all exhibitors by a committee'
authorized to do so, they undoubtedly would get better terms than
individual exhibitors could otherwise secure. I would be pleased
to do anything I can to further the proposed supply men's or-
ganization.

George W. Lord: We have taken considerable interest in the
numerous expressions of opinion in regard to effecting a per-
manent organization of supply dealers, who in the past have placed
exhibits at the annual conventions of street railway men. We
have not been represented at these conventions mainly because of
the various objections mentioned by others, but all of which could,
no doubt, be overcome. As it is necessary for someone to start
the ball rolling in a matter of this kind, we take the liberty of
making the following suggestion: It would seem to be entirely
appropriate if you and the editor of the Street Railway Journal.
of New York, should request, say, three prominent supply men,
who have been exhibitors in the past, to act with you. This
committee of five could place themselves in communication with
the individual concerns composing the general supply trade and
from the various suggestions which would, no doubt, be received,
they might be able to formulate some definite plan, according to
which a permanent organization might be effected to the advan-
tage of all concerned. The expenses of this committee would be
inconsiderable and we would be willing to contribute towards pay-
ing them.

< » »

November 1st the Springfield (Mass.) Street Ry. put in effect an
order prohibiting smoking in its closed cars.

630

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

The Exeter, Hampton & Amesbury Street Railway,

BY C. B. FAIRCHILD.

One of the most interesting cross country railway systems to be
found in New England, is that ot the E.xeter, Hampton & Ames-
bury Street Ry., the hnes of which connect Exeter with Amesbury,
Hampton and Hampton Beach. The track in Exeter makes a loop
about the central portion of the village, passing the depot of the

M.\P OF THE SYSTEM.

Boston & Maine R. R., returning and completing the loop in
front of the office of the operating company, where is also a wait-
ing room. The line then crosses a bridge in an easterly direc-
tion and runs through a prosperous farming country about eight
miles to Whittier's, a notable wayside inn. Here the line branches,
one track going to Amesbury, nine miles distant, along the old

two miles to Little Boar's Head, where connection is made with
the lines of the Portsmouth Street Railway Co. This portion of
the state embraces what is known as "Historical New Hampshire,"
and while a trip over the line presents many interesting and beauti-
ful scenes, at the same time one is reminded of many stirring
events connected with the early settle-
ment of the region, which have been
recorded in history, song and story.
Exeter, a town of about 5,000 inhabit-
ants, is some fifty miles from Boston
and about the same distance from Port-
land. The first settlement of Exeter
dates from 1637, when John Wheel-
wright, who had been banished from
the Massachusetts Colony on account
of his alleged heretical religious views,
came to the vicinity of Exeter and in
1638 selected as the site of the new
town the falls in the Squamscott River,
now the head of the tide water naviga-
tion. From this section went the an-
cestors of Daniel Webster; here Lewis
Cass was born; here lived many fami-
lies that have sent out men to make
American history; here was the birth-
place and home of Whittier, who after-
ward lived at Amesbury where he is
buried. At E.xeter is located the cele-
brated Phillips Exeter Academy, which
was founded and formally opened by
John Phillips in May, 1783, and which
has always maintained a high standing
as a preparatory school for college.
The Academy buildings are delight-
fully located in the center of the village
and the ample grounds are well kept
and shaded by stately elms. The campus
is bounded on one side by a beautiful
new public library, built of cream-colored brick and on the opposite
side by a large stone church and in front by colonial houses with
acres of lawns and a forest of shade trees. Nearby on the same
street, is a church bearing a tablet, which reads, "The First Church
in Exeter. Founded in 1638. Reorganized in i6g8. This house
erected in 1798." Hampton the other town from which the line

, .Sulinbury B,-.
id No«burv|t'>r

CASINO AND HOTEL, HAMPTON BEACH.

post road from Portsmouth to Boston. The other continues three
miles to Hampton Beach, where on reaching the shore the tracks
again branch, one section running south along the shore line
about two miles in front of cottages and hotels to the terminal
in front of the Casino, and the other north along the shore about

takes its name, has a population of about 2,000, while Amesbury is
a prosperous manufacturing city of about 12,000 population, which
is located on the Merrimac River a few miles above its mouth.

While both of the branches, as well as the main line, are through
a well settled part of the country, and a number of villages besides

Nov. 15, lytio,]

STREET RAILWAY REVIEW.

6.U

those noted above, the road does not depend entirely npon local
Irafiic for its income, but it draws a pleasure traffic from the whole
Mcrrimac Vall(;y, and also enjoys a very liberal patronage from
the summer tourists and seashore cottagers from Hampton, Rye
and Salisbury Beaches, who find it a pleasant pastime to make
daily trips inland on the "electrics," as the cars arc called in all
this region. Until recently, comparatively few people realized
how many attractions this region possessed, but thanks to the
"electrics," it is now brought within easy reach of a great multi-
tude. In order to fully describe it, however, one must necessarily
employ a vocabulary equal to that overheard at times on the cars
from the groups of feminine tourists. It is not enough to say that
everywhere along the line is the most beautiful farm scenery
in all New F.ngland, with old colonial farm houses and stone walls
on every hand, but one must say lovely, grand, delicious, entranc-
ing, beautiful, f,\soinaling, as at differenl turii^ in the road one

2^>Sf^

lor plays and vaudeville entcrtaitiniciits. ,\t the south end on the
ground floor is a large billiard room and bowhng alley, while
above these is a very pleasant large hall designed for concerts,
political meetings, dancing parties and other entertainments. Vau-
deville shows are given every afternoon and evening in the theater.

1 Hi: (JLII w w.

has an extended view over a neighboring valley, or sees some
mountain peaks in the distance, or as the cars whirl through a
group of native pines or passes through long rows of well laden
apple trees (the principal border trees along the route) or some
spreading or historical elm conies into view. It is safe to say
that when city people come to know of the almost ideal beauty
and interest which this region possesses and its accessibilty. greatly
larger numbers of tourists will favor the line with their patronage.
The road approaches the coast over an extensive salt marsh, then
proceeds to the south for a considerable distance paralleling the
shore behind a ridge of gravel, sand or rocks, that have been
thrown up by the sea. then behind the Great Boars Head, then
along the beach proper as it makes a long bend inland and in
front of a long row of hotels, cottages and stores, to the casino
and hotel, already mentioned, which are owned and run by the
street railway company. These buildings are near the middle of a
curved sandy beach, which extends a mile or two farther south
to Hampton River, and which is controlled by the railway com-
pany. The entire coast line of New Hampshire is only about 18
miles. In front of the casino, and for a mile or two in each direc-
tion, the beach slopes so gently, that it seems almost level, making
it one of the finest and safest beaches for bathing to be found
on the whole coast. There is no undertow, and no life lines or
safety lines are required; bathing is safe at any stage of the tide.
From the board-walk in front of the casino there is a stretch of
fine, white, soft sand, extending about 130 ft. to the ordinary tide
line; then there is a stretch of firm sand, about 500 ft. wide at
low tide, without a shell or a pebble, and so firm and solid as to
form a perfect carriage drive and a most delightful bicycle path
Here horse races are held and on some sections may be seen
games of croquet, ball games by the lads, and the ordinary seashore
amusements.

The buildings were erected by the street railway company about
two years ago. First there is a large casino about 400 ft. in length,
with a double row of piazzas all around. .Adjoining this to the
right is a fine hotel, with 50 rooms, which is run on the European
plan, the guests taking their meals in the dining room at the
casino. The casino is divided on the first floor into offices, and
concessions for fruit venders, and there is a small dining room
and kitchen. The main dining room is on the second floor, and
adjoining it is an enclosed theater, with stage and modern fixtures.

SPI<F..\I)IN(; EI.M .WD TVPICAI. K.AH.M HOLSK.

the troupes being furnished by the Gorman Amusement .■\gency,
of Boston. A charge of 10 cents is made for the vaudeville enter-
tainments and for dancing parties a charge of 35 cents is made
for tickets, which admit a gentleman and lady, .■\djoining the
casino is a large pavilion divided into dressing rooms for bathers.
Behind the casino and on the edge of the extensive salt marsh,
is a fine base ball ground, and when match games are being played
a charge of 5 cents is made for those who wish to watch the
game from the piazza of the casino. On Sundays grand concerts
are given. On pleasant days the cars carry about 10.000 people to
the beach, and on special occasions, as many as 15,000 people
have been counted on the beach at one time. Special rates of
fare are offered by the railway company to excursion parties from
neighboring cities and parties frequently come in on the steam

SIM.MER CAR

cars to Exeter or .^meshury and then go by the electrics to the
beach.

It is quite the fashion for some of the large stores and fac-
tories at .\mesbury to close for a day and give the employes a
free excursion to the beach. Merchants associations and other
organized bodies frequently make excursions to the beach and are
entertained at the casino. During one week in August, the Rock-
ingham County Musical Association gave public concerts at the
hall, the singers being entertained at the hotel. From this it will
be seen that the street railway lines caters to a very large patron-
age, and that its officers are fully awake to the future possibilities
of Hampton Beach.

One of the most conspicuous objects of Hampton Beach is

632

STREET RAILWAY REVIEW.

[Vol. X, No. n.

Great Boar's Head. It is a moraine or mound of glacial drift
1,300 ft. long and about 50 ft. high, thrust out into the ocean from
the coast line. All about the base of the Head and for quite a
distance on each side the shore line is strewn with boulders
of all sizes, supposed to have been washed in from the undermin-
ing of the Head, as it was at one time probably of very much

sectiiins are on a private right-of-way. On both the Exeter and
Amesbury branches the tracks cross a steam railway line by
means of wooden bridges, with earth approaches. These bridges
were put in last year. The region is gently rolling, but none of
the grades are very long or steep. Ihe turnouts and each of
the stations are provided with telephones, which are housed in

POWER HOUSE AND CAR BARN.

greater area. The Head divides the beach into two parts. The
north beach extends about two miles to little Boar's Head and the
south beach to Hampton River. From the point of the Head
the shore swings back on both sides in a sharp curve, as shown
in the illustration. There are several hotels located on and near
the Head.

250-KW. UNIT— BUCKEYE ENGINE— GENERAL ELECTRIC GENERATOR

PHYSICAL FEATURES.

The line is single track with turnouts for cars running at in-
tervals of IS minutes. The rails are 6o-lb., in 6o-ft. lengths. The
track is, for most of the distance, on the public highway, but some

iron boxes on the posts and are of the type made by Couch &
Seely, of Boston. The overhead hangers and attachments are
for the most part from the Ohio Brass Co. At the turnouts, John-
son switches are provided, and when cars are run in groups, each
conductor is obliged to tell the waiting conductor on the siding
how many, if any, cars are following. In this matter the rules
rare very strict, the men not being allowed to signal
the number to the waiting conductors, but are re-
quired to call out and wait for the number to be re-
peated by the other conductor. In case any con-
ductor is not sure that the line is clear, he is re-
(juired to stay on the siding and telephone for in-
structions and always wait for instructions. When
cars are running in groups, no car is al-
lowed to approach the leading car nearer than five
poles.

The power for operating the system is principally
generated at a single station, which is located in
Hampton Township, about eight miles from E.%eter.
In busy hours extra current is rented from a station
in Amesbury for operating the Amesbury division,
as the distance from the power house to the ter-
minal in Amesbury is about 14 miles. The power
house is a one story, brick structure and adjoining
it is the principal car house. The ground dimen-
sions of the power house are 100 x 80 ft., and it is
divided by fireproof walls into engine room, boiler
room, pump and condenser room. It is located in
an isolated region, near a small pond, from which
feed and condensing water is obtained. In front of
the station is a wide, well kept lawn, with a foun-
tain and numerous flower beds. The brick chimney
is 150 ft. high, with a s-ft. flue, giving excellent draft.
Power is generated not only for operating the rail-
way station, but for street and commercial lighting
in Exeter, Hampton and Hampton Beach. The engine equip-
ment consists of four machines, three single and one compound.
The latter was recently added to the station. All the engines
are from the works of the Buckeye Engine Co., of Salem, O. The

^uv. IS, lyoo.

STREET KAILWAV J<EV1EW.

633

new engine is a horizontal cross compounrl machine witli cyhndcrs
lO'/i and 30'/2 x 30 in., and is rated at 400 li. p. wlien running at
120 revolutions, with a steam pressure of 120 lb. This machine
ij direct coupled to a General Klectric multipolar generator o(
250 kw. capacity. The voltage is 550. Two single engines of 185
h. p. each, with cylinders is;4 x 24, and running at 160 revolutions
drive by means of belts, two Keystone generators of 125 kw.
capacity. A third engine of the same capacity dtives by bells
the lighting generator, which is a new machine, and one of the
latest put on the market by the General Electric Co. In this
machine the fields revolve and the speed is 6cx3 r. p. m. and from it
by means of a tank converter, currents for both the arc and incan-
descent lamps are obtained. The tank converter contains 280
gallons of oil and is of 100 light capacity. The lighting current
is transmitted about six miles from Exeter and about the same
distance in the opposite direction to Hampton Beach.

The boiler equipment comprises three Ames horizontal tubular
boilers, 72 in. by 18 ft., and one Dickenson, each of 150 h. p.
capacity. There is a combined condenser and feed water heater,
designed by L. C. Lamphcar. of Boston, Mass. In the primary
division of this heater the engine exhaust is used and in the sec-
ondary, the exhaust steam from the pumps so that a temperature
of 220° F. is obtained for the feed water. There are two M. T.
Davidson feed pumps, one of which is a deep-well pump, for use
in case the pond supply should fail; the well is 150 ft. deep. There
are also a Knowlcs feed pump and a Davidson high pressure pump,
with a capacity of i.ooo gallons a minute. This is \ised for fire
protection. The water is lifted into a 10,000-gallon tank, mounted
on a steel tower 80 ft. high. One-half of this supply is available
for daily station purposes, for wetting down the coal, washing
floors, etc., while the other 5,000 gallons is in reserve for fire pur-
poses and for operating the Grinncll dry air fire sprinkler system,
with which the neighboring car hnu<e and repair shop are equipped.

thus drawn ofl; every two weeks the boilers are cleaned and
examined.

Coal is delivered by rail at Hampton depot, three miles away,
and is hauled by wagon to the car station. Hard coal screenings,
mixed with Georges Creek soft coal, is used as fuel. In ordinary
traffic the mixture is half and half by weight. On occasir.ns i,i

il.\.'>il'iO.\ itl-..\l H- iii^Ak.i iihAi) i.S 1111. i)l-].^.M 1.

extra heavy traffic, only one-third of screenings is used to two-
thirds of soft coal. An oil house is constructed in the base of
the water tower, apd is provided with a concrete floor. Here the
oil barrels are placed on an elevated stand and by means of a pipe
the oil tank in the engine room is filled by gravity.

CAR HOUSES.

Two houses are provided for storing cars. The principal one
is adjacent to the power house in Hampton. This is of wood, with

ciEXEK.M. VIEW OF POWER HOLSE, H .■>l M fXo N .

There is a duplicate system of feed water pipes, and in case all
the feed pumps should be disabled the engineer has resort to a fire
hose from the elevated tank to feed the boilers. The feed water
is reasonably pure, but the engineer uses a little soda ash. which is
. introduced into the boiler once a week, through the heater. All
tubes are blown out every morning, two gages of water being

metal shingles, and has ground dimensions of 50 x 215 ft., and is
provided with four tracks. The second house is of brick and is
located in the suburbs of Amesbury, and is of about the same
size as the first. The repair pits of the former are constructed
with brick walls and cement bottom, while 48 ft., of the floor space
in front, on one side, is of concrete where the cars are washed.

634

STREET RAILWAY REVIEW.

[Vol. X. No. ii.

The repair shop and stockroom are at the rear end of the building,
separated by a fireproof wall and automatic sliding doors, and as
before noted, both houses are equipped with an automatic fire
sprinkler system. The superintendent's office is in front of the
building, where is also a waiting room for car men. The tools in
the repair shop are driven by a small electric motor, which also
drives an air pump for charging the sprinkler pipes. All motor
repairs are made in the shop. For winding the field coils on the
metal shields which are used w^ith the Steel motors, the foreman
has devised an arrangement shown in one of our illustrations. It
consists of an ordinary cone lathe head, which is driven by a belt
from an overhead shaft and provided with an auxiliary adjustable

MAIL CAR— EXETER. HAMPTON AND AMESDURV.

shaft, with reducing gears on each end. This shaft is so mountefi
in rocker bearings, that it can be thrown into mesh by means
of a foot lever. In normal position it is held out of mesh by means
of a spring, as shown. One or two reels of wire are placed in
position, as shown, and a braking or tension device is provided
to give the necessary stress on the wire. By this means the field
coils are readily formed.

ROLLING STOCK.

The summer equipment comprises 8 double truck, 45-ft. 14-bench
open cars, with double steps and 13 single truck open cars. All
the large cars have Standard air brakes, with geared axle-driven
compressors; these have been running for nearly two years, and
are said to be giving excellent satisfaction. For winter use there
are 9 single truck box cars; some are vestibuled and 4 have cross
seats with center aisles. There is also one Duplex type of car,
which is used chiefly as a parlor car and for clubs and for private
parties. It is decorated with a number of red incandescent lamps,
and when trimmed up with flags, presents a brilliant appearance.
The brakes on this Duplex car and some of the vestibule cars
are operated by means of a vertical hand wheel, connected to
the spindle by beveled gears. This is known as the Beverly brake,
snd is made by the Beverly Engine & Machine Co., Beverly, Mass.

The long cars have two trolley poles; a hook is placed at each
end above the hood of the car to hold down the idle pole. The
Wilson trolley catchers furnished by the Frank Ridlon Co.. of
Boston, are employed on all cars, and are in great favor with the
car men and the manager, who all say, "It is a great thing." All
the cars were built by the Briggs Carriage Co., of Amesbury, Mass.,
and the double, as well as single cars, are mounted on Du Pont
trucks, furnished by the Lorain Steel Co., of Johnstown, Pa.;
all are equipped with Steel motors furnished by the same com-
pany. The motors are No. 22, No. 34 and No. C. The car
equipment also includes a fine mail car, which was designed by
the manager. This is divided into two compartments, and is pro-
vided with racks for holding the mail bags and all the usual
appliances for assorting the mail. This car has the right of way
over all other cars and makes three trips each way, every day,
connecting with the mail trains on the steam roads. This mail
service is in high favfir with the people in all the small villages.

as they get their mail several hours in advance of the former
service, by the old method. Three Taunton snow plows and a
plow made by Smith & Wallace, with several flat cars, complete
the equipment.

During the hours of heavy trattic 20 cars are frequently operated
at one time The winter cars have H. W. John's electric heaters,
and all are provided with New Haven registers.

The through fare from Exeter to the Beach or from Amesbury
to the Beach is 15 cents, but is collected in 5-cent payments at
different stages. It requires one hour to make the trip in either
direction between Exeter and the Beach; one hour between Ames-
bury and the Beach, and one and one-hall hours between Exeter
and .Amesbury.

.\n interesting feature of this [oad is the care taken in the selec-
tion and management of all employes. The company's oflicials and
the men are on excellent terms, and the company does everything
possible to continue and increase this good feeling. One of the
iron-clad rules of the road that is appreciated by the public is the
one requiring every employe to show constant and unfailing cour-
tesy to every man, woman and child that may use the service in
any way.

At present the company employs 19 niotormen and 19 conduc-
tors, who are paid 17^ cents an hour, and work 10 hours a day.

The officers of the Exeter, Hampton & Amesbury Street Rail-
way Co. are: President. Warren Brown; treasurer, E. L. Pride;
general manager, A. E. McReel; chief engineer, H. C. Mason;
electrical engineer, J. C. Herlick. The company has an authorized
capital of $250,000 and $203,000 in first mortgage bonds.

The general offices are in Folsom's block. Water St., Exeter.

DEVICE FOR WINDING FIELD COILS.

Here are finely arranged offices for the superintendent and the
bookkeepers, and also a'large private office for the use of the di-
rectors, and a commodious waiting-room for passengers. Here
also is kept a large and complete stock of electrical supplies of all
kinds for sale, as well as for the company's use. The Western
Union Telegraph Co. has an office in one corner of the waiting-
room. There is also an office and large waiting-room on Market
Sq. in Amesbury. At the town of Seabrook, on the Amesbury
branch, arrangements have been made with the proprietor of an
old curiosity shop to use his store as a waiting-room. This is
mutually satisfactory, as it saves the company the expense of rent-
ing or erecting a building and at the same time brings possible
customers into the shop. The storekeeper does a large business
selling relics and souvenirs of the region and its many famous char-
acters.

The street railway system, as well as the Hampton Beach build-
ings and attractions, are under the direct supervision of Mr. Mc-
Reel, the general manager, with headquarters at Exeter. Mr.
McReel goes over the line every day and spends a good deal of
time overseeing the crowds and terminal arrangements at the
Beach. No pains are spared by the manager to keep the discipline
up to a high standard, and to favor the patrons in every way, so
that every one in all this region, and especially the summer
tourist, has a good word for the management.

Nov. IS, 1900.]

STREET RAILWAY REVIEW.

635

RECENT STREET RAILWAY DECISIONS.

KDITED I)V J. I,. ROSENBERGER, ATTORNEY AT LAW, CHICA<;0.

CONDUCTOR'S PLACE IS ON PLATFORM WIIF.N CAR

STOPS.

Nash V. Canal Ik ClailK>riic Railroad Co. (La.), 27 So. Rep. 661
Apr. 2, 1900.
The supremo court of Louisiana says that it takes it that the
place of the conductor is on the platform when the car stops, to
enable passengers to alight. Or, as it otherwise puts it, when a
stop is made to permit a passenger to alight, ordinarily the con-
ductor should be on the platform of the car. And, if he is called
at the time, he should be able, in case of an accident, to account
for his absence.

ARREST PROCURED BY CONDUCTOR FOR KEEPING
ANOTHER'S CHANGE NOT MALICIOUS PROSE-
CUTION.

Barry v. Third Avenue Railroad Co. (N. Y.), 64 N. Y. Supp. 615.
May II, 1900.
A passenger gave a conductor a cjuarter of a dollar, and received
two lo-cent pieces in change. Another passenger got on the car,
as the first one sat there, and also gave to the conductor a 25-cent
piece to pay his fare. After a short time this second passenger
asked the conductor for his change, but the conductor claimed
that he had given the change to the first-mentioned passenger, and
insisted on that passenger paying it to the second one. Tlicreupon
there arose a dispute between the parties, which resulted in the
conductor calling a policeman, and having the first passenger ar-
rested. The policeman, accompanied by the conductor, took the
man to the station house, where, after some delay, he was brought
before a police justice, but no complaint was made and he was
discharged. Following this, he sued the railroad company for ma-
licious prosecution and false imprisonment, but at the trial elected
to proceed for malicious prosecution, and not for false imprison-
ment. His complaint was then dismissed, and the appellate divi-
sion, first department, of the supreme court of New York holds
properly so. It does not think that upon the evidence above re-
cited an action for malicious prosecution could be maintained. It
says that there was no doubt but that the arrest, made by the po-
liceman at the request of the conductor, was utterly illegal, and
that such an arrest would undoubtedly afford a good ground for an
action for false imprisonment against the officer who procured the
arrest to be made. But, it adds, the mere fact of an illegal arrest
and detention is not sufficient to sustain an action for malicious
prosecution. Unless the arrest is followed by some sort of a judi-
cial proceeding, which it was not in this case, there can be, it says,
no malicious prosecution, and the plaintiff must seek his remedy
in an action for false imprisonment. Again, it says that the charge
against the plaintiff, if it were a crime at all, was only a misde-
meanor, and hence no justification for an arrest, without a warrant,
by an officer who was not present when the offense was committed
or attempted.

LIABILITY UNDER ORDINANCE AND EVIDENCE FOR

NOT RUNNING CARS AS REQUIRED AFTER

MIDNIGHT.

City of New York v. Union Railway Co. (N. Y"), 64 N. Y. Supp.
483. May I, 1900.
Sections 595 and 596 of the Revised Ordinances of the City of
New York, approved March 30, 1897, the appellate term of the
supreme court of New York says, clearly evince the purpose to
compel all street surface railroads then operating within the munic-
ipality, under a penalty of $100 for each neglect or refusal, to run
cars, at intervals of not less than 20 minutes, over the entire road,
between 12 o'clock midnight and 6 o'clock in the morning, and it
holds that these sections must be treated as the declaration of the
local legislati-. e authority with respect to the subjects which they
embrace at the time of their approval, viz., March 30, 1897, and
not 1890, when the original ordinance in the identical language of

these sections was adopted, referring to companies "now" running
cars, as do these sections.

Then, it appeared from a certain agreement, bearing date the
2d day of July, 1892, that certain street surface railroads, including
"the road, tracks," etc., were consolidated, and became known as
the "Union Railway Company of the City of New York," and
among the thoroughfares affected thereby was Westchester avenue.
The evidence showed, furthermore, that this avenue began at
Third avenue, and continued to the Southern boulevard; that,
during the daytime of the period in suit, cars bearing the name
"Union Railway Company" were run along this avenue; and that
no cars except those bearing such name were operated thereon.
It also appeared from the testimony of a police officer that on a
certain date he covered his post from Prospect avenue to Third
avenue, which extended over and along Westchester avenue; that
he was not off post from past I until half past 5 o'clock in the
morning; and that during this time no cars passed him. Under
these circumstances, it must be held, the court declares, that the
Union Railway Company of the City of New York did not, during
the time in question, run any car whatever, and hence incurred
the penalty. It was during that part of the night bound to run
cars over its entire tracks at intervals of 20 minutes each, and it
could not, the court holds, escape liability upon the plea that the
proof showed a failure or neglect to operate only a portion of its
line.

CONCERNING ALLEGED RIGHT TO GO ON FROM
SHORT TRIP CAR WITHOUT TRANSFER TICKET.

Little Rock Traction & Electric Railway Co. v. Trainer (Ark.).
56 S. W. Rep. 789. Apr. 21, 1900.

A woman boarded a car on Main street, intending to go on that
and another street called West Markham. She testified that she
asked the conductor if that car went to West Markham, or was for
West Markham, and, being answered in the affirmative by him,
she paid her fare. When, however, the car reached Markham
street, he informed her that his car would go no further, but that
an approaching car indicated to her by him would take her on
West Markham street. She then alighted from the first car and
when the second one moved up and took its place, boarded it.
But the conductor on the second car demanded fare, which she
refused to pay, informing him that she had paid her fare on the
car from which she had alighted. The conductor insisted that
she must pay, or get off. and. she still refusing, he ran the car
back to police headquarters, where he called to his assistance a
policeman, but the chief of police appearing on the scene disposed
of the case at that point by paying the fare. .An action for dam-
ages, laid at $5,000. followed, resulting in a verdict and judgment for
$200 against the company, which the latter, on appeal, has got
reversed by the supreme court of Arkansas.

.\t the plaintiff's request, the judge instructed the jury: "If you
believe from the evidence that it was the rule or custom of the
company to require a transfer ticket at the point at which plaintiff
made the change, but you should further find that her entering
the car without procuring a transfer ticket was the result of the
negligent conduct of the conductor of the first car. and that the
plaintiff, as a reasonably prudent person, had a right, under the
circumstances, to assume from the conduct and statements of the
first conductor that she would be carried on West Markham
without such transfer ticket or further payment of fare, then she
was entitled to be carried by the second car without further pay-
ment of fare." This is not discussed in the case.

The company asked to have this instruction given: "The reg-
ulation of the defendant company that persons transferred from
one car to another can ride upon the second car without paying
fare only upon the production of a transfer check from the con-
ductor of the first car is a reasonable, valid, and binding regula-
tion; and if the plaintiff knew of it, and transferred from one car
to another without asking the conductor for a transfer check, and
without his telling her none was necessary, she cannot recover."
There was ample evidence, the supreme court says, to sustain the

(i36

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

instruction, and it holds that the company was entitled to it, with-
out modification, as presenting its case, or its side of the case, and
that it was error for the judge when he gave it to modify it by
adding the words, "unless she was induced to do so by the con-
duct and statements of the conductor of the first car."

The evidence which the court refers to as ample to sustain
the instruction as asked was that of the manager of the company,
which was substantially uncontradicted, that, under the rules and
regulations of the company, a conductor was not authorized to
pass a passenger from another car without the production of a
transfer ticket except in case of emergency, such as a breakdown
or something of that kind. If a car was running extra on Main
street to Markham, as was the case in this instance, the conductor
on the latter car had no authority to pass him except on a transfer
ticket. If any person, having paid on one car, wished to ride on
another without paying a second fare, he must ask and get a tran'<-
fer ticket. He also stated that these rules and regulations were kept
posted in all the cars for a long time, and they were so posted at
a certain point on Main up to the time of the trial. Besides, the
woman herself testified that she was well acquainted with the
rules as to transfers; that she knew that when she went from one
car to another she had to pay, or have a transfer; that there was a
notice in the cars stating that persons wanting to transfer must
ask the conductor for a transfer check.

The supreme court also holds that, at the company's request,
the judge should have instructed the jury, without the words he
added, which arc here indicated by being inclosed in a parenthesis,
that "if, by the custom or regulation of the defendant company,
passengers paying on one car could ride on another one by pre-
senting upon the second car a transfer check procured from the
first, and the plaintifif failed to procure such transfer check and
present it on the car to which she transferred, then she was not
entitled to ride on the car to which she transferred, without the
payment of fare. The conductor was not authorized to allow her to
ride on his car without the payment of fare or the presentation of
such transfer check, (and the company would not be liable unless
the jury should find that her entering the car was the result of the
conduct of the conductor on the Main street car, and further find
that she, as a usually prudent and business person, had a right to
suppose from the conduct and statement of the first car con-
ductor that she would be carried on West Markham street with-
out such transfer ticket or further payment of fare)."

The modification, the court says, changed the issue from that
made in the complaint and answer, from mistreatment on the part
of the conductor on the second car, to a charge against the con-
ductor of the first car. Nor does it consider that there was any
evidence to support the theory that the conductor on the first car
had produced or been the cause of the alleged injury on the sec-
ond car. Which of the two. the conductor or the woman, should
have taken the initiative in regard to the transfer ticket was a
matter of dispute between the latter and the company, and, the
court holds, could only be settled by the evidence and instructions
thereon.

Furthermore, the court holds that, if it was sought to make
the statements of the first car conductor to serve the place of rep-
resentations which would justify the woman in refusing to present
a transfer ticket or pay fare on the second car, as seemed to be
the effort in this connection, it could not be permitted, for she
ought not to rely on representations of the servant which she knew
were in contravention of the rules and regulations of the com-
pany on the subject.

RELATIVE RIGHTS UNDER EXCLUSIVE FR.A.NCHISE
AND "RESERVED POWER OF REVOCATION."

Wilmington City Railway Co. v. Wilmington & Brandywine
Springs Railway Co. (Del.), 46 Atl. Rep. 12. Apr. n, 1900.
For many years the question has been discussed by lawyers in
Delaware as to thff precise meaning and effect of the latter portion
of the provision in the constitution of that state of 1831 that no act
of incorporation except for the renewal of existing corporations
should be enacted without the concurrence by two thirds of each
branch of the legislature; "and with a reserved power of revocation
by th^ legislature." A long review of the authorities that might be
expected to shed light on it, is made by the court of chancery of
Delaware, which savf; that it shows that there is no decision of :;nv

sort in opposition to the plain, logical interpretation of the phrase,
"reserved power of revocation by the legislature," as meaning the
power to revoke, at the pleasure of the legislature, any or all of
the franchises granted to a corporation, the power to recall all the
rights, privileges, or franchises granted to a corporation, or any
number less than all, or any single right, privilege, or franchise; that
it cannot mean less than this, and that it cannot mean more; and that
it dilTers from the commonly reserved power "to alter, amend, or re-
peal the charter" in not including the power to regulate or control
corporations in the manner held in certain cases to appertain to the
latter power. It further holds that the revocation can be either direct,
or, by necessary implication, by the passage of an act necessarily in-
consistent with some right or privilege possessed by some existing
corporation. For example, it holds that a grant to another com-
pany of authority to construct and operate a street railway in cer-
tain streets of a city would, under such reserved power, revoke
proportionately any exclusive right which a company claiming the
exclusive right to locate, construct and maintain a street railway
in the city may have had.

But such an exclusive right, the court holds, is a property right,
entitled to the same protection as any other property right, giving
the company to which it was granted a standing in a court of equity
to raise, by an application for an injunction, the question say of the
forfeiture of the charter of a new company granted antagonistic
rights in certain streets, as above suggested.

Now, on the question of forefiture, the court holds that where a
company was required by its charter to build within a certain time
its railway, from without a city, to the boundary line of the city on
a certain street, and was authorized, when that was done, to build
and extend its railway from the point at which it so intersected the
boundary line of the city to, through, and along a certain other
named street, etc., the company forfeited its franchise by not build-
ing to the boundary line on the first-named street, but building,
instead, to the boundary line on the second-named street. Nor
does the court consider that it made any difference in this respect
that to have built the road as prescribed would have made an acute
angle in it.

The grant to a corporation of the exclusive right and privilege of
locating, constructing, operating and maintaining a city railway
within the city limits, the court holds gave it a monopoly to build
within the city, notwithstanding a certain route was prescribed, it
being granted the further privilege to build anywhere within the
city, on condition of its first obtaining the consent of the council
of the city. And while the court considers the policy of the law to
be strongly against grants of exclusive rights or monopolies, it re-
marks that the most serious objections to them disappear when
they are accompanied by a reservation of power of revocation,
such as first above discussed.

Nor does the court agree with the contention that such an ex-
clusive grant as the one just described could not operate to exclude
another city railway from operating an electric railway within the
city limits, because electricity was not used as a motive power at
the time the grant was made.

It would seem, the court says, that when the broad term "city
railway" is used in such a grant the term must be taken to mean
only what is essential to the definition of the term, and obviously
no particular motive power is essential. Whenever a statute speci-
fies the motive power to be used, the expression of that power
may be construed to exclude any other. Indeed, the general rule of
construction seems to require this. But, when an exclusive right is
given in general terms to a city railway, the effort to confine it to
the particular motive powers in use at the time, the court declares,
would seem to be as artificial and unauthorized as to confine it to
the kind of rails then in use, excluding the idea of modern rails of
steel and of great weight, or to limit the size and shape and quality
of cars to those known at the time. All these
things, including the motive power, are subordinate, — mere
means to make the franchise effective; and yet the expression of
any of them might be so made as to so limit the grant. Where-
fore, the court holds, when no kind of motive power is mentioned,
it should be taken to indicate that the legislature means what it
says, "a city railway," however propelled, whether by powers then
familiar, or those they know not of; in fact, any kind of power
which the ingenuity of man may contrive that does not constitute
an additional burden upon the highway, or an injury and annoyance
to the public.

Nov. IS, lyoo.J

STREET RAILWAY REVIEW.

6.^7

But it was argued here lliat it was .shown that the motive power
was intended to be limited to steam or horses by a provision "that
steam power shall not be used to propel the cars of said company
unless with the consent of city council, and that, in order to prevent
accidents, suitable bells shall be attached to the horses drawing the
cars." Not so, however, thinks the court. Taking this proviso in
Connection with the general terms of the grant, it holds that it
would rather indicate that, omitting mention of motive power in
the grant, and afterwards regulating the use of the two powers
with the use of which they were practically familiar, the legislature
left all other possible powers to be Ireateil as experience might
prove to be desirable.

A court of equity, the court here further holds, will not enforce
by injunction such a contract between two companies as one
whereby one of them agrees not to extend its tracks into or within
the city in which the other is located say for a period of 25 years.
Nor docs it consider that it should make 'any dilTcrence that the
company making such agreenient had express legislative sanction
to its making a traffic agreement with the other company, especially
when the legislature later granted it a franchise to extend its line
within the city.

FIRE AT THE PAIGE IRON WORKS.

MILWAUKEE FRANCHISE HELD VALID.

The Supreme Court of Wisconsin has passed on the so-called
Trcntlage injunction issued in January last to prevent the accept-
ance by the Milwaukee Electric Railway & Light Co. of the fran-
chise ordinance passed Dec. 18, 1899, by the Milwaukee council.
The court finds that discretionary power resides in the council to
grant the use of streets and bridges to street railway corporations,
and to determine what terms shall be attached to the grant, and
that the exercise of this discretionary power can not be controlled
by a taxpayer or any body of taxpayers. It finds therefore that as
taxpayers the plaintiffs in this case had no cause of action stated
in their complaint. It finds also that the prevention of the railway
company from accepting the franchise, thereby annulling the whole
grant, was in no way necessary to protect whatever right the plain-
tiffs might have as abutting property owners, and that in this as-
pect of the case the injunction was "an exercise of arbitrary power
which cannot be defended for a moment." With regard to the
claims of irregularity in the council's proceedings during the pas-
sage of the ordinance, the court finds that these questions can not
be raised at the suit of private parties and adds that "upon the
facts presented it is not at all certain that the present franchise
would be set aside at the suit of the state."

As the result of the decision the company, being secure in its
rights till 1934, will at once proceed to make extensive improve-
ments.

■» • »

PROPOSED EXTENSION IN MONTREAL.

In order to give the public easy access to the dock the Montreal
Street Ry. proposes building an extension which will be a novelty
in the way of electric railway construction in Canada. The inten-
tion is to extend the tracks on trestle work from the permanent
roadway at the edge of the guard pier, out as far as the water
front, where a platform will be built with wide stairways leading
down to the docks. This will fill a long felt want in Montreal,
where the ascent from the docks is very steep, and if carried into
effect will overcome difficulties with which the street railway com-
pany has been struggling for a number of years past.

FIRE ON MT. TOM.

On the night of October 8th, the Mt. Tom Pavilion on the sum-
mit of Mt. Tom, near Holyoke, Mass., was completely destroyed
by fire. This was a most popular summer resort. It was built
by the Mt. Tom Railroad Co. at a cost of $20,000, and $5,000 more
was spent in furnishing it. The pavilion was operated under lease
by the Holyoke Street Ry.

The building was completed in June. 1897, and was illustrated in
our issue for July, 1897, page 426.

The plant of the I'aige Iron Works, Chirago, was partially de-
stroyed by fire, October 27th, the loss amounting to $75,000, fully
covererl by insurance. The origin of the fire, which was discovered
shortly after six o'clock Saturday evening, is not certainly known
though it is believed to have been set by a lighted cigar stump
carelessly thrown among inllanimablc stuff on the premises. So
soon as the insurance shall be adjusted contracts will be awarded
for the building of the works, a fine and fireproof plant being pro-
jected to replace the burned building. The new Paige Iron Works
will be completed, it is estimated, in four or six weeks. Ko delay
in the filling of orders on hand is anticipated.

FLOWERS BY TROLLEY.

In a recent issue the Florists' Review comments on the ad-
vantages of using intcrurban electric lines for shipping flowers, as
follows:

"Quicker and more frequent express service from suburban
points into the large cities is of very great importance to growers
of cut flowers and the electric roads who put on express cars will
no doubt find liberal patrons in the growers their lines reach, pro-
vided, of course, that charges are not excessive.

".\nd what a saving and advantage it would be if electric express
cars would deliver the grower's product direct to the doors of the
wholesalers in 28th St., New York, or at Wabash Ave. and Ran-
dolph St., Chicago. It would certainly be a vast improvement
over having the boxes tumbled from the express car to an express
wagon and then shaken up by a Kip over the stone pavements."

COMPRESSED AIR CARS.

It was very manifest during convention week at Kansas City,
that compressed air for street railway service was attracting wide
and intelligent interest and investigation. There are so many prob-
lems which the successful introduction of this power will solve,
both in the street and general railway service, that no railway man
should fail to appreciate its significance. Suburban lines of lim-
ited mileage are now being operated by steam at great expense, a
great portion of which can be saved if the air motor can be substi-
tuted for the present locomotive. It is not necessary to amplify
this statement; it will naturally commend itself to any experienced
railroad man. Without considering the question whether or not it
is likely to supersede the overhead or underground electric system.
it must be conceded that it is capable of performing good auxiliary
service on established electrical lines, during the rush hours, or late
at night; this work is now done at an unnecessary cost. That this
system has survived the experimental period and has come to stay,
is made apparent by its operation on 28th and 29th Sts. in New
York, which is perhaps the most difficult stretch of surface railway
to handle in the United States, by reason of the fact that the streets
being well paved with asphalt are very popular for vehicular traffic
although they are narrow, and because the cars are required to stop
whenever signalled by a passenger instead of halting at the street
corners as custoinary on other routes.

Twenty air motors of the Hardie type have been running on
these streets for the past two months having replaced other motors
which failed to perform the service with satisfaction. Each car has
averaged 97.6 miles per day and carried 1. 100 passengers. This very
extraordinary showing is a surprise even to those who had most
faith; moreover it is stated that the cars make less noise than any
others in service, start without the slightest jerk or inconvenience
to the passengers, and the air brake is so marked a feature of the
motor that it is likely to be introduced upon lines now operated by
electricity.

CROWDED CARS IN TORONTO.

The Cleveland (O.) City Ry. has ordered 65 new double truck
ears.

Last year the Board of Control of Toronto began a suit against
the Toronto Railway Co. to prevent the overcrowding of the street
cars; October 26th the City Council directed that the suit be
dropped. It was considered that the only effect of a judgment
against the company would be to transform the strap-holders into
curb holders.

638

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

MILFORD,

ATTLEBORO & WOONSOCKET
STREET RAILWAY.

The region in which the different branches of this system are
located embraces the southern part of Massachusetts just above
the northeast corner of Rhode Island and terminates at Woon-
socket in the state of Rhode Island. This territory owing to the
numerous manufacturing villages and the topography of the coun-
try is regarded by experts as a most favorable one for a profitable
electric railway enterprise and the receipts for the first year of the
operation of this road are very gratifying to its promoters. The
length of the line, thus far constructed, is 32'/^ miles and the differ-
ent branches serve a population of over 77,000 people. The two
principal lines run nearly at right angles to each other. The most
northern point is Hopkinlon near Echo Lake; from here the line
extends in a southeasterly direction through the towns of MiKord,
BcUingham and Franklin to W'rentham, where it branches, one
section running to the town line of Attleboro farther south, and
the other to the town line of Foxboro three miles directly east from
Wrentham. The second branch starts at Caryville and runs in a
southwesterly direction through North Bellingham, Bellingham

or past attractive farms, then through a series of low hills, giving
charming views, especially along the Charles River with its nu-
merous cotton and woollen factories. Included in the scenic
features are extens'"e marshes, groves of willows and small lakes.
On one of these, Hoag Lake, the street railway company owns and
operates a beautiful park which is situated on an island of about
eight acres and at which are the usual park attractions, including a
rustic theater with a seating capacity of over 1,200, a dance hall,
boating facilities and merry-go-rounds.

The scenic features of the system naturally draw a large pleas-
ure and tourist patronage, which, with the advantages stated, make
the system a very promising one. The line is single track with
turnouts, and is one of the best constructed lines of its character
to be found in New England. The rails are 60-lb. T and are lai<I
on ties spaced 2 ft. c. to c. The trestles and bridges are all of
substantial construction. The power house and principal car house
are located at Unionville near Franklin, and near by these are the
Worcester textile mills. The buildings are both of brick with
steel truss roofs and are practically fireproof.

The basement of the power house has its floor on a level with the
grade line and is provided with large windows so that the pumps.

POWEK HOUSE OF MILFOKD. .\TTI,KBOKO SL WOONSOCKKT STKEET K AILW.W — FILEK & STOWELL ENGINES.

and Blackstone to the city line of Woonsocket. At all the terminal
towns and at Franklin connections are made with other street
railway systems, some of which connect with towns farther north
in Massachusetts and with points in Rhode Island so that certain
parts of the system form links in the trolley ride that may be made
from Providence to Boston.

Milford is a manufacturing town of about 11,000 inhabitants, the
principal products being shoes, straw goods and the famous Mil-
ford pink granite products. It has a theater, good hotels and at-
tractive shops. At Hopedale is the manufacturing establishment
of the Draper Co. which employs about 3.000 operators and
makes cotton mill machinery. Bellingham and Medway are known
as farming towns, but also have several woollen mills. The popula-
tion of Franklin is about 5,000 and the numerous factories turr out
rubber, cotton, woollen and straw goods; here is located the cele-
brated Dean Academy, popular in New England. At Wrentham
are manufacturies of jewelry and straw goods, and near this town
the tracks run by Lake Pearl, an attractive pleasure resort. Woon-
socket has a population of about 31,000 and here and at Blackstone
are cotton and woollen goods factories.

The line is built principally on the public highways, but in some
sections is on private right of way. running through u'ild woods

condensers and piping which are placed there are lighted on all
sides; this with the ample head room, makes it convenient for
operation and repairs. The chimney is of brick 120 ft. high and 12
ft. in diameter at the base; the core is 5 ft. 6 in. in diameter inside.

The power equipment for this station, consisting of engines, boil-
ers, electrical apparatus, together with their appurtenances, is all
of the latest and most approved type and designs. The contract
for the engines was awarded the Filer & Stowell Co., of Milwaukee,
Wis., through T. W. Phillips, manager of the eastern department,
with offices at No. 4 Market Sq., Providence, R. I.

The engines are two in number. One is of the simple condens-
ing type with cylinder 18 in. in diameter and 42-in. stroke, ancT has
a balance wheel 14 tl. in diameter, weighing 30,000 lb.; it operates
at a speed of 120 r. p. m. The other engine is of the cross-com-
pound condensing type with high-pressure cylinder 16 in. in diam-
eter, low pressure cylinder 30 in. in diameter, and both of 48-in.
stroke; this engine has a balance wheel 16 ft. in diameter, weigh-
ing 40,0^^ lb., and operates at a speed of 100 r. p. m.

The singlo cylinder engine is direct connected to a 250-kw. gen-
erator, and the compound engine to a 325-kw. generator. The
engines are of the Filer & Stowell Co's. heavy duty type, with a
design of valve gear at variance with that of other corliss engines,

Nov. 15, 1900.J

STREET RAILWAY REVIEW.

f)39

provision Ijcing made to opcralo it .it much hi^Iier speed if so
desired without impairing the iiiteKrity of the mechanism, and of
special construction throuKlunil to meet the exacting rei|uircnients
of railroad work. The cylinders of the engines present a pleasing
appearance, being completely covered with planished sheet steel
with finished corner strips, and polished false lieads arc provided
for covering the back cylinder heads. The frames are of the lull
tangyc type with liorcd guides and of inassivc construction through-
out. The frame, pillow block and guides arc cast in one piece,
giving a foundation contact the entire length and making but one
joint (where attached to the cylinder) and insuring absolute
rigidity and perfect alignment under all conditions. The main
hearings arc lined with genuine babbitt metal, provision being
made for taking up wear on the ([uarter boxes; there is an oil reser-
voir with chain oilers to give continuous lubrication of these parts
and the bottom shells arc furnished with water circulating pipes to
prevent heating, Nugent pendulum center oilers are used for
lubricating the crankpins. The pistons are made of cast iron with
self-acting packing rings and adjustable junk ring, and the piston
rod is provided with Tripp's metallic packing. The crossheads arc
made of special semi-steel, of the box pattern and fitted with ad-

KXTEKIOR VIRW Ob' POWKR HOUSE.

instable babbitted shoes. The crosshead shoes are turned and
accurately fitted to the guides, and these being cylindrical it allows
an adjustment around the center line of the engine. The con-
necting rods are of the solid end type, adjustable at both ends, and
with solid phosphor bronze boxes at the crosshead and phosphor
bronze boxes babbitted at the crank pin end. The cranks are of
the disk fo'^ni, counterbalanced on the back side, and turned and
polislied. The valve gear is of the liberating type, and so designed
that the governor controls the point of cut-oflt from zero to three-
quarters stroke. Large wearing surfaces are provided, and the
patented drop lever which constitutes a part of the valve mechan-
ism is keyed to the valve stem and supported in the bonnet, thus
relieving the steam valve stem from all transverse strain. The
latch dies are of hardened steel with eight wearing surfaces, and
provided with a patented adjustment, whereby the amount of lap of
the dies can be reduced or increased while the engine is in opera-
tion. Multi-ported valves are used, and separate steam and exhaust
eccentrics are provided for actuating the steam and exhaust
valves of each cylinder. The wrist plates of each cylinder are
provided with unhooking device, which admits of all the valves
being worktd by hand, a feature which is thoroughly appreciated
by ongineer5. The fly-wheel of each engine is of the square-rim

type, made in halves and held together willi bolts at the hub, and
at each rim joint by wrought iron rings shrunk on.

Considerable care was taken in the design of the piping and
arrangement of pumps and condensers, etc., that the highest cfli-
cicncy might be realized in the operation of the station and the
cost of maintenance reduced to a minimum. All the main steam
piping is of extra heavy wrought iron with very heavy cast iron
llanged fittings and wrouglit iron long turn bends. Moshcr sep-
arators are used and all valves in this system of piping arc extra
heavy gates with outside screw and yoke. The auxiliary steam
piping is of standard weight iron and fitted with globe valves, and
all feed piping used tor hot water is of brass. A Hartford feed
water heater is placed in the exhaust of each engine and a Gleaner
auxiliary heater takes the exhaust from the pumps ami condensers.
A Dean Brothers' independent condensing apparatus is provided
for the simple as well as the compound engine. In the rear of the
station is the boiler house containing three HabcocE & Wilcox
boilers. The station is so situated that coal may be delivered on a
side track from the adjacent steam road, and deposited in front of
the boilers.

Richard P. Jcnks, designing and constructing engineer, with
office at 930 lianigan building. Providence, furnished the plans and
specifications for the power house, and the construction as wcH
as the entire installation of the station was under his direct super-
vision. The plant is considered a model one in point of design and
equipment. The motors as well as the generators and all electric
equipment are of the Westinghouse make. The cars were all built
by the Wason Manufacturing Co., of Springfield, Mass. \V. H.
Tylee & Co., of Worcester, were the general contractors, and
Hodges & Harrington, of Boston, were the engineers for the road
construction.

The officers of the company are G. W. Higgins, president; E. K.
Ray, treasurer and general manager; William H. Tylee, secretai^.

GOLDSCHMIDT WELDING PROCESS.

In our September issue was a brief description of the Gold-
schmidt process of obtaining high temperatures by the combustion
of aluminum. Mr. Ernest F. Lange in a paper before the Iron and
Steel Institute (England) describes the various applications of the
process, some of which are quite novel. Thus defective castings
can be repaired, broken teeth of gear wheels replaced, etc. In the
new works of the Chemische Thermo-Industrie in Essen, the
steam service pipes are welded on this system.

Details as to welding "-in. girder rails arc given as follows: A
good joint having been made between the two ends, strong clamps
were then secured to the rails, some 9 in. or to in. from the joint,
and connected with each other by means of a strong bolt on each
side of the rail. The sheet-iron form was then brought round the
part to be welded, and backed round with fireclay. The reaction
was then started in a crucible capable of taking 15 kg. (33 lb.) of
the aluminium-iron-o.xidc mixture (known as thermit P), and at
the end of the reaction, which lasted about a couple of minutes,
the contents of the crucible were poured into the sheet-iron form
surrounding the joint, care being taken that the slag made first con-
tact with the cold surfaces. After waiting another couple of min-
utes, the rail ends were judged to be sufficiently heated, and a lew-
turns of the nuts on the tension bolts were given equally and
simultaneously, and the weld effected. .-Xn important feature about
this welding process is that the layer of slag or corundum which
first forms round the part to be welded also protects the joint from
o.xidation. After the welding, the solidified mass can be knocked
away by a few light blows from a hammer; but. as a rule, it is better
to allow it to remain on for some time, so as to allow of a more
gradual cooling of the rail-joint. On knocking away the mass, it
was seen that the sheet-iron form was so little damaged that it
could be used over and over again.

With regard to the comparative cost of the joint as compared
with a fishplate joint. Dr. Goldschmidt has got out some figures in
which consideration is taken of the cost of maintenance of the fish-
plate joint, and makes out a favorable case for the welded joint.

The Xew Jersey & Hudson River Railway & Power Co.. oper-
ating the "Hudson River Line." has issued a card containing a list
of the autumn leaves, berries and flowers growing wild on the Pali-
sades; both common and scientific names are given.

640

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

SUSPENDED RAILWAY AT PARIS.

NEW CAR HOUSE IN CHICAGO.

The Continental GescUschaft fiier Elektrisclie Untcrnehmungen,
of Niirenbcrg, had on exhibition at the Vincennes .^nnex of the
Paris Exposition a working length of a monorail suspended rail-
way. The exhibit comprised two spans of lOO ft. each and a car of

Sl'SI'KNUEIi KAII.WAV AT I'AKIS.

the type similar to those running on the Barmen-Elberfeld line
illustrated in our issues (or March and April last. The illustration
is reproduced from Engineering, London, which paper states that
this section will, after the Exposition, be utilized as a part of a line
the company is constructing.

CHATTANOOGA RAPID TRANSIT CO.

Pres. S. W. Divine of the Chattanooga (Tenn.) Rapid Transit
Co., while on a recent visit to Philadelphia, induced the stockhold-
ers of his company to purchase the electric railway on Lookout
Mountain, the Lookout Mountain inclines, and the roadbed and
other property of the Chattanooga & Lookout Mountain R. R. It is
announced that the Chattanooga Rapid Transit lines will be ex-
tended to the top of Lookout Mountain, that a line will be built to
Lulu Lake, on the mountain, and that an extension will be made
from Sherman Heights to Boyce. All the Lookout Mountain prop-
erty was purchased from Capt. J. T. Crass, and will be greatly
improved, so that there will be a direct service over the lines of the
Rapid Transit Co. to the center of Chattanooga. Mr. Divine has
announced that the power plant which has been rebuilt on an ex-
tended scale since the company's fire of July 23d, will be equipped
to have three tiines the capacity of the burned plant. These changes
and improvements will place the Chattanooga Rapid Transit lines
among the best of the many modern and progressive street railways
in the South.

THE ENGINEER.

Under date of October 22d the Engineer Publishing Co., of
Cleveland, announces that Mr. W. R. C. Smith and Mr. C. S. Mc-
Mahan, for many j'ears western managers of the .'\merican Electri-
cian and Street Railway Journal, respectively, have severed their
connections with these papers and associated themselves by pur-
chase with the Engineer. Mr. Smith will be vice-president and
general manager, and Mr. McMahan, secretary and business man-
ager. The company will have offices in the Tribune Bldg., New
York, and in the Moiiadnock Block, Chicago.

The Chicago Union Traction Co. is now building on North
Clark St., north of Devon Ave., Chicago, a car house covering
almost three acres. The building is 127 ft. 3 in. wide, and about
1,000 ft. long, 1,006 ft, on one side and 981 ft. 9 in. on the other.
The front end is two stories high, the second floor having an
area of about 7,500 ft., and here will be offices for the superin-
tendent and the receiver and locker and toilet rooms for the train-
men. The front wall is to be of pressed brick, terra cotta and
ornamental iron work and will present a handsome appearance
when completed. The side walls are of brick and the roof is cov-
ered with tar and gravel.

The roof is supported on four rows of posts spaced 18 ft. apart
longitudinally and dividing the floor space into five bays each
with two tracks. Over the middle is a monitor. All the founda-
tions and side walls have been made heavy enough to permit a
second story to be added and used for car storage. Where the
building is more than one story high the posts have cast iron
caps on which the second story posts rest, thus eliminating the
effect that shrinkage of the floor timbers would otherwise have.

A second track 170 ft. long with its center line 10 in. from the
center of the main track, has been laid in front of the building,
and from this oflf-set track the barn tracks branch. The special
work required was furnished by the Falk Co., of Milwaukee.

The five rolling doors, each 25 ft. wide, for the front will be
furnished by the Kinnear Manufacturing Co., of Columbus, O.

SECOND CLASS FUNERAL CAR.

The popularity of funeral cars in Mexico and the attention which
is being paid to funeral cars in this country show that the subject
is one that deserves the attention of street railway managers. The
car illustrated is one of 14 shipped within the present month to
one of the Mexican railways from the works of the J. G. Brill Co.

It is 13 ft. long by 8 ft. 2 in. wide and is mounted on a No. 21
E truck with a 6 ft. 6 in. wheel base. The road is standard gage.
The cars are fitted with two G. E. 1000 motors so that they could
haul a considerable number of trailers if necessary. The weight

MEXICAN FUNEKAI. CAR J. G. BRII.I. CO.

of the car without the motors is 7,860 lb. Radial draw bars arc
used with angle iron buffers. The step is placed at each corner of
the car. The roof is supported by four stout corner posts which
are strengthened by wrought iron corner braces. The decorations
for the car consist of black curtains, draperies, etc., which are
furnished and put on by the company. There are also crucifixes
and other religious decorations. These cars take the place of the
hearse in American cities and as the company furnishes transporta-
tion for the mourners as well as for the coffin, the revenue de-
rived from this source is a large one.

Pickpockets are working the Chicago street cars and have had
considerable success.

Nov. 15, lyoo. ]

STREET RAILWAY REVIEW.

641

AMERICAN STREET RAILWAY
ASSOCIATION.

The igth Annual Convention Held at Kansas City
October 16-19, 1900 Nearly 800 Persons Regis-
tered the First Two Days 100 Ladies in At-
tendance— New York in igoo W. H.
Holmes Chosen President - Secretary
Penington Re-elected Success-
ful Banquet Friday Night.

TUESDAY, OCTOBER i6th.

TIk- 19II1 :iniuKil cdiivciilion cif tlic American Street Railway .\s-
sociation was called to order at half past eleven by President J. M.
Roach. Notwithstanding the late arrival of a large number of the
delegates, the large room in the roof garden of Convention Hall
was well filled, and the attendance steadily increased until adjourn-
ment. The meeting room was on the west side of the building,
and while the association as a body was never before so near the
sky, the ascent was reached by a series of easy inclines not at all
tiresome. The speaker's platform was tastefully ornamented with
potted plants and cut flowers.

The delegates almost reluctantly gave up the social greetings of
old friends to take up business at the sound of the gavel. The rep-
resentation this year was excellent and came from almost every
state. If anyone had doubted the wisdom of selecting so distant
a point as Kansas City that doubt was wholly dissipated the first
morning. There was the same earnest interest in the meeting which
had been the case at former years, and the somewhat chilly tem-
perature of the room was not reflected in the attention paid the
speakers, some of %vhom were interrupted frequently hy the "hum
of industry" from the exhibit section.

After calling the meeting to order the president introduced
Mayor Reed, of Kansas City.

ADDRESS OF MAYOR REED.

Mr. President and Gentlemen: I do not know whether I can
make you hear me this morning or not. My voice, which usually
is as soft and as musical as the notes of a flute wafted over moon-
lit waters, has been laid out on the altar of my country to such an
extent in the last few days that I imagine it bears a distinct re-
semblance to the inharmonious blending of the sounds of a cracked
fiddle and the roar of a buzz-saw. If I could make you hear, and
say something to make you feel at home in this city, I shall he
delighted.

I esteem It, Mr. President and gentlemen, a great honor to ad-
dress this body of distinguished gentlemen, and I trust that your
meeting here in this roof garden is not being held under that part
of the scriptures which states that "The wicked dwell in high
places." (Laughter.)

Of course, I do not know much about street car men, except our
friends. Con and Walton Holmes; but I have heard it rumored on
the street that that is not Mr. Con Holmes' proper name at all —
that his first name has been acquired by virtue of his various and
intricate business transactions in this city, and his ability to talk
franchises out of the council, and when he gets them to immediately
put them into execution. (Laughter.)

In the little I have to say to you. I shall not bore you with a
speech, because I do not know what purpose a speech serves on an
occasion of this kind. 'VYhen the old Egyptians had a feast and
everybody was feeling hilarious and good-natured, there was a
pleasant custom of passing around a skull and saying to each of
the guests, "Remember you are mortal; remember you are mor-
tal." I apprehend I was brought here to represent the skull and
cross-bones on this occasion. You are here to transact important
business, having important objects in view, and it is not a time for

Rpeech-maklng. It i.s a time when you desire to deliberate and get
to business.

I wish to .say on behalf of this city that Kansas City, as much as
any other city in the world, welcomes to her midst the represent-
ative business men of all other cities. We In the West believe
that It requires capital and brains and courage to build cities.
We In the \yest know that it capital comes to us It must come
because It expects a fair remuneration; and I wish to call your
attention, gentlemen, to the fact that you are In Missouri; and,
notwithstanding the fact that all of the states that surround us, In
times past, in those troublous times when there were hard finan-
cial conditions existing, nearly all of the Western states placed
upon their statute books laws aimed at the destruction of the
wealth of financial Institutions, there never has been a syllable,
line, or sentence of what we commonly denominate crank legisla-
tion placed upon the statute books of Missouri. (Applause.)

We in this state believe that capital should receive Its fair re-
muneration; but we believe, at the same time, of course, that

WALTON H. HOLMES.
President. IIOO-I-IOI.

these great institutions which you represent owe some duties to
the citizens of the cities, and that it is their business and duty to
serve the citizens and serve them well. We at the same time real-
ize that great financial institutions must be secure in their profits,
and that all the people have the right to ask of them is a policy of
"Live and let live," a policy of servmg the people and in turn of
being benefitted by the people. That is Missouri doctrine, and it
is Kansas City doctrine. We in Kansas City know what Eastern
capital has done for us. We know that fifteen or sixteen years
ago we scarcely had in Kansas City a mile of paved streets. We
know that it took a great deal of money to pave our streets; of
course that was paid for by our citizens, but it took money to
create the great plants for the purpose of paving our streets.
While we insist, and shall insist, that these institutions should
treat our people fairly, at the same time the people of Kansas City
are willing that they shall receive a fair remuneration upon their
capital invested. Our people have done this and the result has
been that for the size of the city, we have paved more streets than
any other city In the world. (Applause.)

We believe in inviting the capital of the East here for the pur-
pose of xBTesting in great public buildings. I do not think a single

642

STREET RAILWAY REVIEW.

[Vol. X, No. ii

man lives who came to Kansas City and used ordinarily good busi-
ness judgment in the matter of his investment in great puljlic
buildings, but to-day is receiving splendid dividends upon that in-
vestment. Of course, there were men who came here during the
"boom" days when the whole town and the whole country had
gone mad, who bought property without regard to business judg-
ment, and paid fabulous prices and lost money; but the men who
tame with business judgment and with business care, and in-
vested their money as men ought to invest it, have all received
fair dividends.

We had a tew years ago in this town two streaks of rust and
five teams of mules, drawing horse cars, that meandered slowly
and laboriously up and down the almost inaccessible cliffs of this
town. This was called a railroad system, and it was said that the
cars -were run for many years for the purpose of holding the fran-
chise. I do not know what the object or purpose of the railroad
was, but I do know that everybody who was in a hurry was obliged
to walk. (I.aughter.)

About the period referred to, fifteen or sixteen years ago, there
was begun the building of the present street car system of Kansas
City— built first with a cable equipment, and Mr. Holmes will tell
you here in your secret meetings, if you can have any with your
walls of canvas, of the struggles. I presume, that his road under-
went in overcoming the natural difficulties of this town; but to-day,
in riding over this street car system, you, better than I, will judge
whether any progress has been made in that respect. .\nd as far
as dividends are concerned, I apprehend that Mr. Holmes can tell
you all about that, if he only will.

The point I wish to impress upon you, gentlemen, and I do it
with a selfish purpose of convincing, as far as I can each man in
this audience, that Kansas City is a good a place to Invest money;
that every legitimate enterprise where the men have come and
used good business judgment, has been a success in this city. We
have no warfare to make upon capital. Of course, as I said be-
fore, we do Insist that capital shall treat us fairly, and as a
general proposition, capital has treated us fairly. I would call
your attention to the fact that Kansas City lies in the very center
of the richest agricultural country that God ever spread out be-
neath the canopy of the skies. In whatever direction you go, for
hundreds of miles, you pass through the finest arable land there is
in the United States of America. I want to call your attention to
the fact that there is scarcely a town or village for hundreds ot
miles in either direction from Kansas- City but is, by force of ovfr
railroad system, compelled to pay its tribute to the center.

From this city down to the Southern coast and down to
the Gulf we have various railroad lines. This city is the outlet
for all of the grain, all of the cattle, and all ot the farm products ot
every description of the entire West and Northwest and as soon as
the Nicaragua Canal is built, if it is ever built, and I hope when
it is built it will be built by the American Government (applause),
and that crowning over all, at each end, and wherever is necessary
between those ends, will be American forts and American cannons
(applause) — and that great waterway is added to the lines ot ves-
sels that already ply from these Southern ports, this city must re-
ceive the greatest benefit that any city in the United States re-
ceives from the building of that canal. The reason for this is that
the railroads are already built here, and they will not be torn up,
and having already been built here, all of the grain and all of the
farm products of the great West and Northwest, and much of the
Southwest, will flow through the gateway of Kansas City to these
direct lines leading down to the Gulf.

Another reason why we are going to succeed here is because of
the qualities of our people. Each of you lives in a city and each
one thinks his city is "it." Each of you gentlemen thinks your
city is the best city, and I have nothing to say against your city;
but I hold, with all due modesty, that it can be said that this is
the most tj'pically American city on the continent. Hire in our
state and city is the parent stock of the very best blood of the
South, and grafted on to that we have the genius of the Yankee,
the men from the Middle States and the men from the Eastern
States, and from all parts of this country; and whenever you come
to Kansas City, you will touch elbows as you pass upon the street.
with men from every state in this nation. I might say we have a
few Greeks and Turks whom we keep for exhibition purposes.
What does this mean in the upbuilding of a city? We have al-
ways heard it said that the "horizon of civilization was covered

with the white caps ot progress;" that it is the boy who has brains
and genius and courage, who leaves his home in the East and
comes to the West and develops into the great man representing
the type which has made this country what it is. In the progress
of the nation, every time that the milk of humanity has been
skimmed, the West has been favored with the creamy side of the
dish. The result is that there is such energy, such determination
to succeed, such an indomitable will back of everything that our
people undertake, that Kansas City has made a splendid success in
the few years she has been a city. Let me give you one illustra-
tion, and with that I close. At a tremendous expense for a town
ot this size, with not very many extremely wealthy men in it, we
built this Convention Hall. We built it as a public enterprise,
and into it went the money of the capitalist, and the money of all
our citizens, even down to the men who carry the dinner-pail, not
always so full, either; into this Convention Hall went the dollars
of the laboring men. (Applause.) It was destroyed by fire, we
had invited the National Democratic Convention to meet here on
the 4th ot .luly. This hall was burned, if I recollect aright, ex-
actly 90 days before that convention met. Before the building
had been on fire an hour, thousands and thousands of dollars had
been subscribed to rebuild it, and in the 90 days which intervened
between the burning ot the building and the 4th day of July the
new hall was erected. We had to make our contracts as rush or-
ders, and you street railway men will understand what a "rush"
order means, and how much it costs, but when the 4th of July
rolled around, this building had risen from the ashes of the former
building and was completed as you see it here at this minute.
(Applause.) A lot of "lobsters," gentlemen, do not do that kind
of work, if you will pardon the use of a slang phrase. It is be-
cause we have that kind of people that we are succeeding here;
we are glad to have you come here, and ask you to look this city
over, and see whether it is not about the best place in the United
States in which to make money. If you come here, you will be
treated fairly by our citizens.

I need not extend to you the liberty of this city. That old phrase
died years ago, and then I never saw a lot of street car magnates
in my life that needed the liberties of a city — they generally know
how to get them (laughter) ; but you are welcome among us, and I
know you will be made to feel at home because I know the Messrs.
Holmes and their associates in business will make you feel at
home. You may have read something in the papers here of the
police outrages, but if, perchance you lose your way, tor that Is
all would ever happen to so distinguished a body of gentlemen as
you are — if perchance you do lose your way, I guarantee you that
some good police oflicer, like a good Samaritan, will conduct you
to your hotel in peace and with due dignity and if necessary will
take you up the back way.

President Roach: Mr. Mayor, on behalf of the association, I
desire to thank you for your eloquent words of welcome spoken to
us, and also to give you my personal thanks.

The first business at this meeting is the calling of the roll. If
it is the pleasure of the meeting, instead of taking time to call the
roll, the official registration of the secretary will be deemed the
calling of the roll. That has been the custom in the past, and
will be considered as applying at this time, if there is no objection. '
We now extend an Invitation to those companies represented at
this meeting which do not belong to our association, if there be
any here of that class, to join us; or if the representatives of such
companies have not time to do this at present, they can do so
later by applying to Secretary Penington.

President Roach then delivered his annual address:

PRESIDENT'S ADDRESS.

Gentlemen: It gives mo great pleasure to meet with you in
this magnificent western city. I have every assurance that noth-
ing will be left undone to make our visit most pleasant and profit-
able. There ris a breadth of character and freedom of person-
ality in this young metropolis of the plains, which is peculiarly
appealing to the business man who has large interests entrusted
to his care, and I believe the members of this association will
show their appreciation of the many pleasant things provided
for their entertainment while in this community. When this
19th annual convention of the American Street Railway Associa-
tion shall have finished its labors, I am sure I may safely say
to Mayor Reed that none of you will have regretted the accept-

Nov. IS, lyoo.

STREET RAILWAY REVIIiVV.

64.^

aiicu o£ tUo hospital iLy of Lho pcoijlo of Kauaas City, ao gracloUBly
exleiuli'd by him.

1 see before me representative men from all the leading eltlia
of this country. To your bauds are entrusted street railway
investments aggregating hundreds of millions of dollars and
the welfare of over a million persons. From the single-track
one-horse ear of forty years ago the business In which you are
engaged has grown to a magnitude where nearly all fields of human
endeavor are called upon to perfect Its equipment or aid In Its
management. It has outgrown ridicule and financial Instabiilty
and in the rapid whirl of events has built citifs, enriched its
promoters and made possible a freer, healthier and happier life
lor its patrons. Kach day the street car Is entering more and
more into the business life and pleasures of the community, and
each day its benefits are becoming more apparent to the general
public.

The street railway.^ of .\merica now represent the enormous
investment in bonds and stocks of $1,S()0. 000.000, upon which
investors are receiving annually over $70,000,000 In Interest and
dividends. Salaries and wages amounting to $250,000,000 a year
are distributed among the 300,000 employes necessary to equip,
operate and manage this great industry, repair its 20,000 milrs
of track, handle its 60,000 cars and meet the ever-pressing de-
mands for improvement. Directly and indirectly over 1,200,000
persons depend upon the traction interests of America for their
liv<'lihnod.

An industry of such proportions penetrates and more or less
affects all other enterprises in the country which sustains it.
Nine-tenths of the bu.siness men and women of the United States
look to the management of street railway companies to furnish
them with swift, comfortable and safe transportation to and
from business. Still a greater per cent of pleasure-seekers de-
mand and receive from the same management service to and
from the theater, casino, park and suburb and the transportation
is of such elegance of equipment and so efflcient as to satisfy the
most exacting. It has required heroism and patience on the
part of the street railway men to meet, with so little friction,
the demands of a critical patronage in so excellent a manner as
is being accomplished by them at the present time.

On all sides we hear the cry of improvement and in every direc-
tion we hear the sound of the busy car shop as it responds to
the demand for more modern equipment. The piiblic is becom-
ing more exacting and there is need for the most perfect knowl-
edge and the widest experience to successfully cope with the
ever-changing situations which confront the street railway man-
ager. Street railway companies have frequently, at great cost,
increased their miles of tracks and added to an expensive equip-
ment, primarily for the sole purpose of accommodating the pub-
lic, by extensions into outlying districts, unwarranted by addi-
tional business to be acquired in such terrltorj-. This policy has
proved wise in nearly every instance. It requires considerable
pluck on the part of a company to back a temporary loss in order
to please its patrons. Those companies which have pursued such
a course have generally been rewarded by more liberality on
the part of municipalities, more good nature and praise from
patrons and an early increase in the new districts acquired, which
soon brought those lines to a paying basis.

In thus catering to the wishes of the public the street railway
industry of the I'nited States has been brought to a high stand-
ard of excellence and has kept safely in advance of traffic. The
aggregate of miles of track has grown from a few hundred miles
of single track, confined mainly to business centers, to many
thousands of miles of thoroughly equipped double tracks, which
have broiight the country districts within quick and active touch
with the larger cities. Such energj- and management must and will
be appreciated and fairly treated by the communities benefitted.

It may be declared that corporations are without soul, but it
cannot truthfully be said that managers of street railway cor-
porations are lacking in good sense or business principles. False
economic doctrines yield to and flee before rapid development
and prosperity. A well equipped street railway with modern ser-
vice, which seeks to oblige the people, operated in any com-
munity, will develop the best resources thereof and bring pros-
perity to its people with such rapidity as to utterly confuse and
put to flight all false economic doctrines.

Newspapers, reviews, magazines, periodicals and journals of
this country, indeed of many parts of the world, are entitled to

the thanks of thiu aHsoclatlon for the fair and gencrouH treal-
nii nt accorded in their columnH to the Btrect railway men and
their InlcrcatB during the year. It Ib the province of theae pub-
liiatlons to exploit the great induatrles of the land. If upon one
day we are able to congratulate ournelves upon Ihelr unallnted
jiralae, we ahould patiently bear the publicity given to our faulla.
If any there be. In the next Issue.

The last year has been a period of notable activity and healthy
progress, with but few diaturbancea of a serloua nature. The
managers of large street railway properties ahould shape their
policy toward their employes and the public so that disturb-
ances between employer and employe will be entirely eliminated
from their history. The management of the great corporations
of the country can best retain the adherence and loyalty of em-
ployes by adopting toward them a policy at all times Just, and
at the same time courteoua. kind and conciliatory. The good will
of your employes and of your patrons will be found an asset of
great value In the days of trouble and most desirable at all times.

A business so widespread in Its usefulness, holding and Judi-
ciously employing as It does so great a portion of the capital of
the country and so essential to the best Interests and prosperity
of the trade centers, should, and I believe In good time will, pos-
sess the very necessary good will and hearty support of the munic-
ipalities It so faithfully serves. Our Interests and those of the
publio are Inseparably Interwoven and naturally harmonious.
If the relations become strained and In conflict, such conditions
are unnatural and Illogical, therefore It should become one of
the leading features of our association to suggest a uniform pol-
icy for street railway companies, and of so broad a gauge that the
mutuality of the best Interests of the public and of the company
shall be as apparent to the people as to the street railway man-
agers themselves.

I take pride In announcing that the condition of your associa-
tion, both as to membership and finances. Is Improving each
year. I wish to urge you to make this gathering of use to our
association and of importance to the street railway Industry.
This may be accomplished by a full attendance upon and par-
ticipation in the business meetings. The executive committee has
selected members who have prepared papers on Important sub-
jects, and I urge upon you the advisability of entering Into full
discussion and analysis of these subjects, so that a clear under-
standing of all questions presented may be earrled home with
you. I also urge the association to show appreciation for our
friends, the supply men. who have produced for this annual meet-
ing their splendid exhibit. Allow me to request your hearty sup-
port in the work of the .\ccoimtants' Association, which meets
in annual convention here at this time. Its work is of great
Importance and is worthy of your most serious consideration.

To the secretary and members of the exectitlve committee our
thanks are due for the satisfactory manner In which they have
assisted in conducting the affairs of this association. Personally
their effort? have been highly appreciated.

The honor of having acted as your president for the last year
has been most gratifying to me and shall ever remain one of the
pleasant recollections of my life as a street railway man. For
my successor I bespeak the same courtesy and cordial coT.pera-
tinn which it has been my good fortune to enjoy.

The secretary then read the report of the Executive Committee.
The committee recommended the following rules of procedure:

1. No member will be recognized by the president unless he
shall announce distinctly his name and address.

2. Speeches will be limited to 10 minutes, unless the time shall
be extended by the convention.

?.. Members who desire to offer resolutions or other matters to
be considered by the convention, are requested to submit them in
writing over their signatures, to the secretary.

Regarding banquet tickets the committee endorsed the action of
former years, to-wit: "There shall be two tickets issued to each
member company of the association when there are two or more
oflicial representatives: when there is only one representative, only
one ticket, and when a company is not officially represented, no
ticket shall be issued on account of said company."

It was recommended that, because of the satisfactorj- condition
of the finances of the association, the admission fee be waived in
the case of any company joining the association at this meeting.

644

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

The president had appointed Messrs. John A. Rigg and C. W.
Wason as a committee on Memorials of Deceased Members.

Mr. C. K. Durbin, having left the street railway business, re-
signed from the executive committee of the association, and was
succeeded by Mr. W. H. Holmes.

On motion of Mr. Dyer, of Augusta, the report of the executive
committee was adopted.

REPORT OF THE SECRETARY AND TREASURER.

The report of the secretary and treasurer, T. C. Penington,
showed a balance Oct. 10, 1899, of |5,658.87, receipts of |6,o64.55,
expenses of |5,222.G7, and a balance Oct. 10, 1900, of $7,000.75.

Oct. 11, 1899, the number of member companies was 165; since
then 32 new comjjanies have joined the association, 2 have been
suspended and 31 have withdrawn.

The new members are:

Atchison, Kan.— Atchison Railway, Light & Power Co.

Aurora, 111. — Aurora Street Railway Co.

Asbury Park, N. Y.^ — Atlantic Coast Railroad Co.

Bridgeton, N. J.— Bridgeton & Millville Traction Co.

Chicago, 111.— Chicago Electric Traction Co.

Columbia, Pa. — Conestoga Traction Co.

Detroit, Mich.— Detroit & Pontiac Railway Co.

Dayton, O. — Dayton & Western Traction Co.

Elgin, 111. — Elgin City, Carpenterville & Aurora Railway Co.

Fond du Lac, Wis.— Fond du Lac Street Railway & Light Co.

Ft. W'ayne, Ind. — Ft. Wayne Traction Co.

Galesburg, 111. — Galesburg Electric Motor & Power Co.

Hamilton, 0. — Cincinnati & Hamilton Electric Street Railway Co.

Highwood, 111. — Chicago & Milwaukee Electric Railway Co.

Joliet, 111.— Joliet Railway Co.

Kansas City, Mo. — East Side Electric Railway Co.

Knoxville, Tenn. — Knoxville Traction Co.

Montreal, Canada. — Montreal Street Railway Co.

Oakland, Cal. — Oakland Transit Company.

Pasadena, Cal. — Los Angeles & Pasadena Electric Railway Co.

Pittsburg, Pa. — Consolidated Traction Co.

Peoria, 111. — Peoria & Pekin Terminal Railway Co.

Pueblo, Col. — Pueblo Traction & Electric Co.

Schenectady, N Y. — Schenectady Railway Co.

Sioux City, la. — Sioux City Traction Co ^

St. Louis, Mo.— St. Louis Transit Co.

Seattle, Wash.— Seattle Electric Co.

South Bend, Ind. — Indiana Railway Co.

Vicksburg, Miss.— Vicksburg Railroad, Power & Light Co.

Venice, 111. — Venice, Madison & Granite City Railway Co.

Willoughby, 0. — Cleveland, Painesville & Eastern Railroad Co.

Westwcod, Mass. — Norfolk Western Street Railway Co.

After the report of the secretary and treasurer had been accepted
and ordered filed tho secretary announced that the Kansas City
Club and the Elks Club had extended cordial invitations tor all
the delegates to visit their club rooms, the badges admitting mem-
bers of the association.

The president then announced the first paper:

THE CONSOLIDATION OF STREET RAILWAYS AND ITS
EFFECT UPON THE PUBLIC.

By Daniel B. Holmes, Counsel Metropolitan Street Railway Co.,
Kansas City, Mo.

It is no part of the purpose of this paper to enter into an ex-
tended discussion of street railway consolidations from a legal
point of view. It is assumed that no considerable number of
those present would be particularly interested in that branch
of the subject. Suffice it to say that the laws of nearly if not
quite all of the states of the Union are in such condition that
practical street railway consolidation may be brought about and
made effective by union of companies as a technical consolida-
tion, or by purchase and sale of the corporate property or capi-
tal stock or by common ownership of the corporate shares of
several companies, or in other ways which might be mentioned.
Whenever consolidation is desired by the parties in interest it
may be safely assumed that counsel learned in the law will find
little or no difficulty in pointing out the way in which that end
may be legally accomplished.

Street railway companies may be properly classified as public
service corporations, and whenever a union takes place of sev-
eral such companies, it at once becomes obvious that the interests
of the capital invested and of the traveling public may and prob-
ably will be positively affected thereby. Therefore these two
interests will form the chief basis of what I have thought proper
to lay before this convention of practical street railway men,
whose calling is such that they never feel at liberty to disregard
cither the best interests of their stockholders or the welfare of
the public, whose constant servants they are. And I may be per-
mitted to add, in the light of an experience and intimate associa-
tion with street railway managers extending over a period of up-
wardsof twenty years, that no class of men with whom I have come
in contact in the active practice of a profession which brings
about the most intimate relations with all sorts of men, are so
constantly mindful of the best interests of the public they serve
by night and by day, as are the street railway men. I am the
more pleased to make this acknowledgment because the street
railway man has so many impatient masters among the trav-

D. B. HOLMES.

eling public that he is much more often the subject of unjust
criticism than of the well-deserved encomiums he would surely
receive if the difficulties of his situation and his conscientious
efforts to faithfully discharge his company's duty to the public
were even half-way understood. Above all men it is his lot to
bear the "whips and scorns of time," and if he will but pin his
faith to the teachings of the Good Book, he may expect to receive
hereafter that reward which in but few cases, I am sorry to say,
comes in this life in the shape of an adequate salary for so hard
and thankless a job.

That the consolidation of street railway interests affords oppor-
tunities for the introduction of many various economies is a
truth which is almost axiomatic, and this may be fairly said to
have been the controlling consideration which has inspired and
accomplished the many consolidations which have taken place in
various parts of the country. By this process the managerial
force is greatly reduced and the salary list largely diminished.
Where three or four presidents, managers or superintendents
were required for the successful management of the separate
properties, but one officer of each kind is needed in their united
state, and while he receives more salary than any one of his prede-
cessors, as of right he ought, because of enlarged duties and
more weighty responsibilities, still there is substantial saving
over what was previously paid.

But there Is in this connection a still more important consider-
ation. As is the case with any other calling in life, the supply
of really first-class street railway managers is more or less limited,
and the larger salary offered by the consolidated interests naturally
commands, and in all probability secures, a higher order of tal-
ent than the separate, properties could retain even where it had
been fortunately possessed. In this way the consolidated prop-
erties in nearly every instance are managed with greater ability
than was shown by the management of the disconnected parts,
and this is a positive gain, the value and importance of which
can scarcely be estimated. This successful manager, you may
be sure, is truly a remarkable man. The relations existing be-
tween street car companies on the one hand and the municipal-
ity or its citizens on the other, are the fruitful source of jealousies

Nov. IS, lytxj.J

STREET RAILWAY REVIEW.

645

and coiiiiillcalloDB coualautly arising which cau bo auccesafully
diaiiosud ut by nothing Khoil of Uiu ijosbeaalon ol! gcnlua for dip-
lomacy, and lor alTaira and linancc all at tiiu aamc time, in order
to be able to satial'y tlie demands ol' the public without Involv-
ing the company in irretrievable linancial ruin.

In most Instances, the consolidutiou of street railway proper-
ties creates opportunities I'or marked reduction in the cost of
generating motive power. Location Is a most important consid
eratlon as regards the power station. Unless the power station
is so situated that both fuel and water cau be delivered to It at
minimum cost, the highest degree of economy In developing
motive power Is altogether Impossible. This la greatly facilitated
by the union of properties since the car lines are so situated
In most cities that but tew of them, if independent, could oper-
ate from power stations located near steam railroad switches and
water courses. A greater or less number of high-priced employes
are always necessary around every jjower station whether large
or small, and this Is an expense which is greatly curtailed by
generating as much power as It is practicabl(! to handle from
one station. A company possessed of an extensive system with
large mileage has thus presented to it the opportunity of produc-
ing power at the minimum cost, a thing altogether Impossible
on a short line railroad.

But perhaps the most Important result from consolidating
street railway lines is the great stimulus It affords to street
railway traffic. Outside of a few of the very large cities where
the problem Is not how to get business, but how to successfully
handle that business which of necessity must come to the car
lines, the street railway companies are quite generally engaged
In efforts of all kinds to create travel on the lines artificially by
offering to the public attractions of various and sundry kinds.
This Is all well enough, but one of the most effective means to
this end is the consolidation of the street car lines. I believe it is
the uniform experience that the aggregate travel on the united
lines exceeds by a large percentage the business formerly done by
the separate properties. This is partially accounted for by the fact
that short distances are now ridden that were formerly walked,
because two fares were then necessary in order to ride, and this
was considered too great an outlay for the accomodation afforded.
But how stands the case with the public? I am altogether sure
It is no different. Indeed the immediate benefit to those who ride
upon the cars far exceeds the increased returns to the consolidated
company. Where before the union, two and even three fares in
some instances had to bo paid In order to convey the passenger
to his destination, he may now make the same journey for a single
fare by means of transfers and through cars, which were pre-
viously impossible. Taking Kansas City for an example, 50 per
cent of all the passengers who ride on the cars make at least one
transfer in every journey, so that it may be truly said 60,000 pass-
engers save 5 cents each and every day in the year in Kansas City
alone, and this saving is due solely and directly to the consolida-
tion which took place only a few years ago. And who are the
people thus benefitted? It is chiefly the laboring classes who can
least afford to spend their hard earned gains unnecessarily. The
sons of toil who were formerly compelled to shelter their wives
and rear their children in the polluted air and noise and smoke be-
cause unable to pay more than a single fare in going to and from
their vocations, can, and do now, dwell in the neat little cottage
In the suburbs where loved ones breathe the pure air of heaven
and bask in the sunshine of lite all the day long, and when even-
tide comes smiles and mirth and joy are the companions who have
taken the place of sickness, suffering and grief. Who can estimate
the value of blessings like thes-?? If the public welfare is the first
and highest duty of the state' who can gainsay the immense value
to the public of street railway consolidations, and who can say that
the state ought to throw any obstacles in their way?

But it is said that competition is the life of trade, and that
monopolies are odious. Accepting these as general truths, let us
see how it is with the street railroads. Except to a very limited
and unimportant degree, there is no such thing as competition in
street railroads, and their consolidation is entirely devoid of any
objectionable feature of a monopoly. In the very nature of things,
street railroads are seldom competitors in business. They were
never known to compete in rates, and can only be laid on such
highways as the authorities may determine. The necessity for
keeping some streets open for ordinary vehicle traffic keeps the
street railroads sufficiently apart as a rule to eliminate any matter

of choice on the part of the Intending passenger. Each lint; sup-
pllea and accomodates Its own peculiar territory, and their Is no
real choice, and he-nce no real competition. As to rales, these are
unlvi-raaliy llxed by the franchise ordlnancca. They are the aamo
on all roads ao that the iDtcuding paaaenger la moved solely by
conalderations of convenience to himself. In abort, he simply
takca the line which takes him to hia deatlnalion with the least
inconvenience. Mouopollea are only odioua when of a character
that they do or have the power to fix their own price for what
they alone can sell. Not so with the consolidated street railway.
So far from having the power to Increase the coat of travel, con-
solidation alwaya results In a practical reduction of coat by giving
to the passengers the right to ride for the same single fare the In-
creased distance brought about by consolidation. No thoughtful
man would condemn a street railway consolidation, because It
neither sliflles competition nor increases cost of travel, nor
creates a monopoly as that term is generally understood.

There can be no doubt that consolidations of this character are
greatly beneficial both to Invested capital and the public at large.
And happily this is so, because the public Is never so likely to have
its wants provided for as when it la to the Intereat of capital to
do so. There Is no tie so strong as common and mutual Interest.
This Is a principle which would render many conflicts and contro-
versies impossible, if kept always in mind and strictly adhered to
in all dealings between public service corporations and the munic-
ipality in which they dwell. I commend it to the thoughtful con-
sideration of all who are assembled in this convention, as the firm
foundation on which aggregations of capital may safely rest, the
(libralter of justice and right, garrisoned by an always sound and
healthy public sentiment, against which the assaults of prejudice,
passion and demagogy would be hurled In vain.

The meeting then adjourned, the president announcing that the
executive committee would then hold a meeting.

WEDNESDAY, OCTOBER 17TH.

The meeting was called to order at 10:50 o'clock by President
Roach.

The President: For reasons unnecessary to explain at this time,
we have changed the order of business somewhat. The names of
the nominating committee have been selected, and the secretary
will now read them. This committee will also recommend to the
association a place for our next meeting.

The secretary read the names of the Committee on Nominations,
as follows: Chairman, John A. Rigg, Reading, Penn.; E. C. Fos-
ter, Lynn., Mass.; E. G. Connette, Syracuse, N. T.; D. B. Dyer,
Augusta, Ga., and Robert McCulloch, Chicago, III.

The President: I would say to the gentlemen who have any idea
of asking the association to hold its next meeting In their city,
that they can see Mr. Rigg, the chairman of the Committee on
Nominations, any time at their convenience. Mr. Rigg will ap-
point a time and place for the meeting of the committee.

Secretary Penington: Mr. President, I will state that I have
received invitations from the mayor of Cincinnati, the president
of the Cincinnati League, and from president Kilgour, of the Cin-
cinnati Street Railway Co.. asking us to hold the next convention
in that city. I will turn these invitations over to Mr. Rigg.

The President: In the absence of Mr. Bancroft, the secretary
will read the next paper.

COMPARISONS OF THE VARIOUS SYSTEMS OF ELEC-
TRICAL DISTRIBUTION FOR STREET RAILWAYS.

By C. F. Bancroft. Electrical Engineer, Massachusetts Electric
Companies, Boston.

In preparing a paper on "Comparisons of the Various Systems
of Electrical Distribution for Street Railways." the subject selected
by the executive committee, I find that the conditions to be met
in the numerous localities where the various systems are in use are
so widely different, and each system so generally satisfactory,
under certain conditions, and so completely unsatisfactory for
meeting other conditions, that comparisons are altogether impossi-
ble, except in a very general way.

There are six systems of electrical distribution for street rail-
ways at present in more or less general use.

646

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

Second, what may be called the alternating direct current sys-
tem, where the power is generated as alternating current, usually
at high voltages or from S.ooo to 15.000 volts, and transmitted to
sub-stations, where the voltage is usually reduced by means of
static transformers, transformed into direct current by rotary
converters, and delivered to the lines at about 500 volts continuous
current.

Fourth, the so-called three-wire system, where the current is
generated at about 1,000 volts, usually by means of two soo-volt
generators connected in series, and is delivered to two motors or
two groups of motors in series.

C. F. BANCROFT.

Sixth, the storage battery system, where the batteries are carried
on the car and charged at the power house or at special points on
the line. Storage batteries can also be used to advantage in con-
nection with any of the other systems under certain conditions,
and in fact combinations can be made of any or all of these systems.

For any given conditions as to speed, traffic and length of line,
some one of the systems named is likely to be much better fitted
and more efficient than any of the others; therefore, it seems to
me that a comparison of the various systems can best be made
by considering the particular conditions most favorable to each.
In the distribution of power for street railways the result to be
aimed at is usually the maintenance, at variable loads, of an approx-
imately constant pressure of 500 volts on the trolley wire at a
minimum total cost of power.

The cost of generating electric power under the same conditions,
as regards fuel, depends to a great extent on the amount of
power generated and the capacity of the generating apparatus with
reference to the average output required. Under ordinary opera-
tive conditions, with the same power factor, that is, the same ratio
of output to capacity, the cost of power per kilowatt-hour from
stations of less than 500 kw. capacity increases very rapidly as the
station decreases in size. With from 500 to 1.500 kw. capacity, the
cost of power per kilowatt-hour decreases slowly as the size of
the station increases. From 1,500 to 2,500 kw. capacity the cost
per kilowatt-hour decreases very little as the output increases,
and above 2,500 kw. station capacity the cost of power per kilowatt-
hour becomes nearly uniform. This is due to the fact that in
small plants the labor item is disproportionately large, and the
general efficiency less than in larger ones, while in plants of
1,500 kw. output and larger the cost of labor remains proportion-
ately nearly the same as the plant increases in size. It follows
from this that there is often very little or nothing to be gained

from an economical standpoint by substituting one station of 5,000
kw. capacity for two of 2,500 kw. capacity each, provided the local
conditions, as regards cost of coal, water, etc., are the same.

The system of distribution most suitable to a particular road
depends to a grtat extent on the location of the power station or
stations and the nature of the load. It is always expensive to
transmit power, the expense being either in interest on copper
investment or in fuel or both; and, therefore, other things being
equal, the location of the power station or stations should be as
near the load or center of distribution as possible. The location of
the station is. however, usually governed to a considerable extent
by local conditions as regards cost of fuel, water and real estate.

On a large system, requiring an average output of 12,000 kw.,
even though the load be distributed within a five-mile radius of a
practical station location, it will usually be found economical to
generate this power at several smaller stations, rather than at one
large station, provided the conditions as regard cost of fuel, water
and real estate are about the same, as the cost of power station
buildings and machinery per kilowatt oi capacity and the cost of
generating power per kilowatt-hour, with a station of 5.000 kw.
capacity, is about the same as at a station of 10,000 kw. capacity.
The interest on the saving in cost of feed-wire by having several
stations, each located near its load, would more than ofTset the
slight saving in cost per kilowatt-hour, due to the generation of
power at one large station, and it also has the advantage that in
case of fire or accident to one station the other can usually be so
interconnected as to temporarily carry the entire load, and thereby
avoid much of the stoppage of traffic which would occur if the road
was supplied entirely from one station.

For an example of what was called the first or standard soo-
volt continuous current system of distribution, a city may be cited
in which the street railway lines radiate west from the center of the
city like the spokes of a half-wheel, with a radius of about five
miles. Instead of having one large station at the hub of the wheel,
the road is supplied with power from seven stations, distributed
throughout the system, having an aggregate capacity of over
26,000 kw.

It frequently happens that several miles distant from a street
railway system much cheaper power is obtainable than at or near
the center of the system. This may be due to an available water
power, or to a diflference in the cost of fuel, etc., at the two
points. In cases of this kind the second, or what may be called
the alternating direct current system, is usually the most applicable.
To transmit power at 500 volts in any quantity from a distance of
10 miles, or even less, is very expensive, owing to the large amount
of copper required and the great loss. For instance, to deliver
500 amperes at 10 miles distance will require about 150 tons of
copper, allowing a loss of about 30 per cent in the line. This
same amount of power could be transmitted at 5,000 volts by an
alternating direct current system with about 5 tons of copper
and with a loss of less than 10 per cent in the line.

Nov. J5, 1900.]

STREET RAILWAY REVIEW.

647

liansforniers and rotary converters can be reduced to 500 volts
direct current for the trolley wire at points where the power is
required. For an example o( tliis system ot distribution, a street
railway sysiini may be cited which derives its power from a water-
fall. Here the power is generated at a pressure of 2,200 volts and
is stepped up to 11,000 volts for the line. About 6,000 h. p. is
transmitted at this voltage for a distance of about 21 miles. The
voltage is then reduced to 500 volts, direct current, by means of
static transformers and rotary converters at five sub-stations, lo-
cated at or near points where the power is required.

The third system mentioned, the "booster" system, is chiefly
applicable on lines where there is a light average load, but where
for short periods an e.xtra heavy load has to be taken care of.
It would seldom be economical to supply an entire road with
power by means of booster system, as the greater part of the power
generated by the booster represents wasted energy, which is
usually generated in an extravagant way, as the power required
to drive the booster varies as the square of the current in the
feeder, that is to say, if it requires 50 h. p. to drive the booster
with a load of 100 amperes, it will require 200 h. p. to drive it
if the load is increased 200 amperes. Line losses which necessi-
tate the continuous waste of more energy than could be com-
pensated for by an ordinary compound wound railway generator
are seldom economical, even on a portion of a system, but there
are many cases where there is sufficient copper installed to take
care of the average load economically, but where for a short time
each day, or for a few weeks in the year, owing to local conditions,
the traffic is very unusually heavy.

In cases such as these, where the heavy trafiic is of short dura-
tion, a well designed booster system may save a large investment
in copper at a total cost of much less than would be required to
pay the interest on the copper investment. For an example of
this method of distribution I might cite a street railway company
which supplies power to its own lines by means of a standard 500-
volt direct current system, and which also supplies power to a
smaller road about 13 miles distant by means of a three-phase
alternating current system, using 5,500 volts on the line. Here
the booster system is used in connection with the high tension
system. When it became necessary to repair the high tension
line, it was found expensive and inconvenient to do the work be-
tween the hours of 12 midnight and 4 a. m., the only time when
the power was off, and as it was not considered safe to work on
the line when it was in operation, a booster system was arranged
to supply power to the distant road for short periods at times of
light load. A 200-kw. booster was installed at the generating sta-
tion' and was designed to raise the voltage one volt per ampere
of current. Switches were installed at the sub-stations so that
the high tension line could be connected directly with the 500
volt feeders, some eight miles from generating station, and the
booster was arranged so that it could be readily connected to the
high tension feeders.

When it was necessary to replace broken insulators or make
other repairs on the line the attendants were notified at the gen-
erating station and at the sub-stations, and at a pre-arranged sig-
nal, made by varying the voltage on the line, the alternators were
thrown out and the booster thrown on in such a way that the
power was only off from the trolley wire for the fraction of a
minute. It was thus found quite practicable to make repairs on
the line while the booster was in- operation, and the system proved
very satisfactory for supplying power at times of light load, while
repairs were being made; the load on the booster frequently run-
ning as high as 500 amperes, at which time the voltage generated
by the booster was about 500, which in addition to the 575 volts
of the direct current system gave 1,075 volts at the generating end
of the line; the voltage at the sub-station averaging about 450.
While it would have been very expensive to run this booster for
any great length of time, for the short time it was used the total
cost was much less than the interest on the copper investment
required to build a duplicate line.

series in the station. This connection with the track forms the
third wire and tends to equalize the voltage should there be more
cars on one side of the system than on the other. This method
of distribution is usually capable of saving from 20 to 40 per
cent in copper, according to the character of the track return.
It well balanced, it also greatly reduces the electrolytic action on
buried conductors, such as water pipes, etc., and is most applica-
ble where there are excessive track losses with fair opportunities
for a balanced load.

There arc few roads in this country using the three-wire system
of distribution, although it is used almost universally by lighting
companies. This is probably due' to the complications introduced
in railway systems by the high voltage, usually about 1,000 volts,
between the trolley wire and feeders on dilTerent sides of the system
and the dilTicuIty of balancing the load. The saving in copper,
while not as great as in the three-wire lighting system, is still
enough to warrant the extra complication, and under favorable
conditions may prove very valuable.

1 am only familiar with one example of this system of distri-
bution. In this case there is very heavy traffic over a double
track line to a park, about 16 miles from the "power station. It
was found impossible to handle the increased traffic on the ordi-
nary 500 volt system with the existing feedwire. By reinsulating
the line and operating it on the three-wire system, the efficiency of
the distributing system was very much improved and they were
enabled to easily handle the increased traffic with the existing
feedwire.

The fifth system mentioned, or the alternating current system,
is practically untried in this country. It stems peculiarly adapted
to lines having long runs at uniform speed with few stops, such
as lines connecting cities, rather than for ordinary street rail-
way service. The alternating current motors at present in general
use arc of the polyphase type, and require at least three working
conductors, which is a serious objection in many cases for railway
work, as it necessitates the use of two trolley wires in addition
to the track as conductors. The disadvantages of this system
appear to be the necessity for at least two trolley wires and the
probable difiiculty in building alternating current motors suitable
for railway work which will have a good power factor.

The main advantage of the alternating current system is the
possibility of feeding lines with stationary transformers which
need no supervision, but which can be considered simply as a part
of the feeder, thereby multiplying many times the length of line
which can economically be supplied with power from one station.
The alternating current motor also has the advantage of running
at fairly constant speed independent of the load. It will not race
going down hill if the power is left on, but will return power to
the line, nor will it slow down much in going up hill. There ar«
four or five railway companies using this system, and judging
Irom the reports that appear from time to time in the railway
journals it is giving very satisfactory results.

The sixth system referred to, or storage battery system is
decidedly more expensive than the usual methods of electrical dis-
tribution, owing to the great first cost and the short life of the
batteries. Lead is at present the only meul capable of resisting
the attacks of sulphuric acid, and modern batteries consist largely
of lead, which is very undesirable from a mechanical point of view
and is very heavy, so that unless the present type of storage bat-
tery is substantially improved, this system is only likely to be
used where other systems are not practicable owing to peculiar
local conditions or restrictions. The storage battery, however, has
a large field in connection with the other systems of electrical dis-
tribution for street railways, and under favorable conditions may
considerably increase the station capacity and reduce the fuel
consumption; and when used on the line may greatly improve
the regulation and increase the copper efficiency.

From this brief outline of the various systems it will be seen
that each has its peculiar advantages and that no one is suitable
under all conditions. It will generally be found that where the
traffic is heavy and the distance short, the standard 500-volt system
is most applicable. For suburban work, where the distances are
greater and the traffic less congested, or where it is necessary to
transmit the power for some distance, the polyphase alternating
direct current system will usually be found more economical. In
sppcial cases, where for short periods of time an unusually large
amount of power is required, the "booster" system will often
prove very valuable, while for high-speed, long distance, interurban

648

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

work the three-phase alternating current system may be attractive.
The cars on this system, however, would have the great disad-
vantage of not being able to run over the ordinary direct current
street railway hnes.

The President: Gentlemen, we have gathered here tor the pur-
pose of disseminating information. You have heard the paper
just read. We would be pleased to hear from some of the gentle-
men who are present in reference to the subject matter of this
paper. I will call upon Mr. E. C. Foster, of Lynn, to open the dis-
cussion.

Mr. Foster: Mr. President and gentlemen: I thank you for call-
ing upon me, but as I am not an expert electrician, it seems to me
that I am hardly competent to discuss the merits of the paper
which has ben read. I think thai Mr. Bancroft has treated the sub-
ject in a very broad way. He is a very competent man, and is em-
ployed by the same companies which employ me. We consider him
one of the ablest electrical engineers in the Eastern country. I do
not care to undertake to discuss this subject. There are many
others here far more competent to do it than I. 1 thank you for
calling me, Mr. President.

The President: I will call upon Mr. E. G. Connette, of Syracuse,
N. Y., to give us his views upon the subject.

Mr. Connette: I thank you Mr. President, but I think, like Mr.
Foster, that the paper is of such a technical nature, and the
ground has been so fully covered, that there is nothing that can be
said that would be interesting in addition to what the author has
already stated.

The President: I can fully appreciate what the gentlemen have
said. It certainly seems to cover the ground quite fully. We
would like to hear from Colonel Dyer, of Augusta, Ga.

Mr. Dyer: Gentlemen of the Convention: I am not at all pre-
pared to discuss a technical paper of this character. I think that
the subject has been treated most exhaustively, and it is a valu-
able paper. This association certainly owes a debt of thanks to the
gentleman who wrote it. I am wholly unable^ however, to go into
the details of the paper, and discuss the advantages of the different
systems which have been referred to.

Mr. Wason: Mr. President and gentlemen: It seems to me
that from the standpoint from which the author of the paper has
taken up the subject, there is very little to discuss as to applying
the theories of the paper to any particular road. The fact that the
condition of each road as it is presented, determines in a great
measure the character of the electrical application, there is hardly
anything that we can discuss. It we had a road which we desired
to equip, then the question would come up as to which one of the
several systems presented would, in the minds of the gentlemen
present, bring the best results. Under the circumstances, it does
not seem to me that there is really anything to discuss.

The President: Gentlemen, you have heard the reading of the
paper. What is your pleasure in the matter?

Mr. Connette, Syracuse: I move that the paper be received and
the thanks of the convention tendered to the author. Motion car-
ried.

The secretary then read the following paper:

PAINTING, REPAINTING AND MAINTENANCE OF
STREET CAR BODIES.

By F. T. C. Brydges, Superintendent of Car Shop, Chicago Union
Traction Co.

In giving my views as to the proper manner in which to paint,
repaint and maintain street car bodies, I thoroughly realize that it
is a subject of the greatest interest to street railway men; and as it
is a part of my daily duty to supervise this class of work, the sub-
ject is of the greatest interest to me, and I will endeavor to give
my views on the three topics separately.

PAINTING.

Our object in painting a street car is two-fold: maintenance and
durability of structure, and appearance. It is needless for me to go

into the question of the increased lite and durability of a street car,
when properly painted, repainted or rcvarnished, as often as neces-
sity may require to keep it up and maintain it in good condition, as
it is an admitted fact that painting, repainting or revarnishing, as
necessity may require, adds to the lite and durability of street cars.
Our methods of painting new cars are simple and, we think, very
efficient. We apply our first, or priming coat, on all wood work
to be painted, then putty all nail holes and other imperfections, and
then sandpaper the priming coat. In place of applying four or five
coats of lough stutY to produce a surface, we apply one coat of
glaze, or scrape-in coat, as I am of the opinion that the least num-
ber of coats of paint applied to produce a surface for painting the
better. There is not so much danger then of the finished surface
cracking and checking, as when there are four or five coats of Japan
or quick drying material used to produce a surface with rough-
stufif, which, as a rule, is dry, brittle and non-elastic, and owing to
the thickness of tlie four or five coats, is almost sure to check more
or less within a short time after the work is finished. After the
glaze, or scrape-in coat, is thoroughly dry, it is sandpapered down
close. The iron sill plates, in the case of open cars, are scraped in
with the same quality of material and then sandpapered in the
same manner as the wood work surface, the iron plates and all
other iron work being thoroughly painted with best quality of
Prince's mineral, mixed with raw oil, turpentine and Japan, as the
first coat, to prevent rusting of the iron. After the glaze coat has
been thoroughly sandpapered to a smooth surface, apply the first
coat of body color, consisting of lo lb. of bleached white lead, S
lb. of Japan body color, i pint of raw oil and then apply the second
coat of pure Japan body color and one coat of color varnish, sand-
papering slightly with No. J^ or No. o sandpaper each coat of color
before applying the next coat of color. Dashes and all iron work
are painted with Prince's mineral, as above described, as the first
coat, to prevent rust and then brought up in the same manner as
the wood work, except the glaze or scrape-in coat, which is omit-
ted on all iron work. This exception, however, does not apply to
sill plates or any part that is to be finished in connection with the
body or wood work. After a coat of varnish color has been ap-
plied, which is the last coat of color, the ornamentation and letter-
ing is put on. Our style of ornamentation and lettering, we
believe, is simple and yet very neat in design, consisting of a fine
line, a broad line, and a small corner ornament worked into the fine
line, thus making the ornamentation not expensive, but very neat
in appearance. We are of the opinion that expensive and elaborate
ornamentations on street cars are needless, a waste of money, and
do not appear as well on the cars as a less expensive design. The
great objection to expensive designs for ornamenttion is not only
their original cost, but it is more difficult to touch up when dam-
aged in service by some careless teamster who has punched a hole
in the panel with the pole of his wagon, or scratched the entire
length of the body and thereby damaged the side of the car. This
class of car damage is a very frequent occurrence in the large
crowded cities and much increased by careless teamsters. After
the lettering and ornamentation is complete, we finish the entire
surface with two or three coats of varnish of standard quality, the
first coat being rubbing varnish, if two coat work, also the second
coat being_ rubbing varnish, if three coat work, the last coat being
finishing varnish. We do no rubbing with pumice stone on the
rubbing varnish, as we consider it unnecessary for street car sur-
face to waste time and money in rubbing down finishing varnish.
We object to rubbing with pumice stone as, in our opinion, it re-
duces the life of the varnish.

INTERIOR FINISH ON OPEN OR CLOSED CARS.

Roofs. — All roofs are painted with three coats of standard paint,
or a good brand of white lead, tinted as desired.

Nov. IS, 1900.]

STREET RAILWAY REVIEW.

649

Floors. — All floors are painted with two coats ot standard floor
paint or Prince's mineral paint.

Trucks. — All trucks arc painted with one coat o! Prince's mineral
paint and one coat of standard truck color, striped to some extent
if desired on trail cars.

Time Required for Painting Cars. — Cars, open or closed, can be
painted and finished ready for service on this system in eight days.

REPAINTING.

Our system for repainting cars, so far as the painted surface is
concerned, is about the same as that already described. When
their condition requires the old paint to be removed to the wood,
we do so by burning off all the old paint to the wood, then scrape
the surface smooth to receive the priming coat and then proceed in
the same manner as described with glaze coat, color, ornamenta-
tion, lettering and then finish with the same number of coats of
varnish as in the case of new work. If, however, the old paint is
not cracked too much, and the surface has sufificicnt life to receive
new paint, we clean up the entire car by thoroughly washing it,
then sandpaper the surface smooth and apply two coats of body
color and a coat ot varnish color, on which we put our lettering
and ornamentation. We then finish with one coat of rubbing and
one coat of finishing varnish. The interior we revarnish with one
coat of finishing varnish, except the seats and other hardwood sur-
faces of open cars, which we revarnish with one coat of varnish,
one-half rubbing and one-half finishing. Two coats may be applied
in the same manner if the condition of the car requires it.

MAINTENANCE OF STREET CAR BODIES.

I am of the opinion that the best manner to maintain the life of
street car bodies is:

First. — At the car station from which the cars are run have
them properly and thoroughly washed every day with cold water
and a good quality of pure non-alkali soap prepared ready tor use
in liquid turm at the paint shop ot the company, or some other
shop, provided it is of equal quality, avoiding the use ot warm
water, as there is a great possibility of the car washer using the
water too warm and thereby damaging the life and appearance of
the varnish. After the car has been thoroughly washed, all the
varnished surfaces should be thoroughly rubbed dry to prevent
water remaining on the varnished surfaces and thereby causing
damage thereto and shortening the lite of the varnish.

Second. — All street cars, closed or open, should pass through the
car shops once each year tor general repairs, and be thoroughly
cleaned, touched up and revarnished with one coat of varnish, in-
terior and exterior, two coats ot varnish if their condition requires
it, and the roof painted with two good coats ot white lead or stand-
ard roof paint. Floors, platforms and all canvas and unfinished in-
terior wood work should be painted with two coats of paint, and
the trucks and all iron work repainted with at least one coat of
good standard paint.

Mr. Harrington, Camden: I would inquire if Mr. Brydges is here,
if so, whether he can give us any of the costs of the work he has
referred to?

The President: Mr. Brydges is not here. He is not in very
good health and was not able to come to the meeting.

COST OF CAR PAINTING.

Camden & Suburban Ry., Camden, N. J.

First Class Operation.
l8-ft. Body. Contract, $28.00. Bonus $.10.

1. Outside, burning off old paint.

2. Outside, sandpapering.

3. Outside, two coats of priming.

4. Outside, four coats of surfaccr or rough stuff,

5. Outside, rub to a smooth surface.

6. Outside, first coat of color.

7. Outside, second coat of color.

8. Color and varnish.

9. Outside, striping and lettering.

10. Outside, one coat rubbing varnish.

11. Outside, one coat finishing varnish,
ij. Outside, blacking off iron work.
i.j. Roof, one coat of paint.

14. Inside dashers, one coat paint.

iv I'loors and platforms, one coat paint.

rO. Inside, one coat rubbing varnish.

17. Inside, one coat finishing varnish.

Material.

6 sheets No. I'/i sandpaper $ 03

6 sheets No. 2 sandpaper 03

25 lb. priming color ' 63

'/i gallon coralline or rough stuff I 25

i6!/2 lb. cream color 99

6]/^ lb. special red 2 99

4 books gold leaf > 40

1 'A books aluminum leaf '8

z'A spools Coe's ribbon gold 2 18

14 lb. golden ochre 07

'A lb. sizing 24

J4 lb. white paint 02

'4 lb. drop black 08

}i lb. Venetian red 19

2;/; quarts rubbing varnish 2 20

2 quarts inside finishing varnish I 76

1 quart black iron varnish 19

2 gallons red rubber paint 2 34

2 quarts outside finishing varnish 2 02

Material, $19.79; labor, $27.90; Bonus, $.10. Total, $47.79.

Second Class Operation.
i6-ft. Body. Contract, $22.50. Bonus, $2.41.

1. Burning off.

2. Outside, sandpapering.

3. Outside, one coat of priming.

4. Outside, three coats of surfacer or rough stuff.

5. Outside, rub to a smooth surface.

6. Outside, first coat ot color.

7. Outside, second coat of color.

8. Outside, color and varnish.

9. Outside, striping and lettering.

10. Outside, one coat rubbing varnish.

11. Outside, one coat finishing varnish.

12. Outside, blacking off iron work.

13. Roof, one coat paint.

14. Inside dashers, one coat paint.

15. Floors and platforms, one coat paint.

16. Inside, one coat finishing varnish.

Material.

4 Sheets No. lli sandpaper $0 02

4 sheets No. 2 sandpaper 02

14 lb. priming 91

3 pints coralline or rough stuff 94

i6J4 lb. cream color 99

6;<i lb. special red 2 99

4 books gold leaf I 40

ili books aluminum leaf 18

2' 2 spools Coe's ribbon gold 2 18

'/i lb. golden ochre 07

yi lb. sizing 24

J4 lb. white paint 02

% lb. drop black 08

}i lb. Venetian red 19

lii quarts rubbing varnish I 34

2 quarts inside finishing varnish i 75

1 quart black iron varnish 19

2 gallons red rubber paint 2 34

2 quarts outside finishing varnish 2 02

Material. $18.07; Labor, $17.08; bonus, $2.41; total, $37.56.

650

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

Third Class Operation.
Contract, $14.00. Bonus. |i.6j.
1. Outside, painting vestibule and dashers.
• 2. Outside, cutting in all painted work.

3. Outside, relettering and striping dashers.

4. Outside, blacking off iron work.

5. Outside, one coat rubbing varnish.

6. Outside, one coat finishing varnish.

7. Roof, one coat paint.

8. Inside dashers, one coat paint.

9. Floor and platforms, one coat paint.
10. Inside, one coat finishing varnish.

Material.

4 lb. special red $1 84

8 lb. cream color 48

21/2 books of gold leaf 88

yi spool Coe's ribbon gold 44

}4 lb. golden ochre 07

J4 lb. sizing 12

J4 lb. white paint 02

% lb. drop black 08

J4 lb. Venetian red 19

1 quart black iron varnish ig

1^4 quart rubbing varnish I 54

2 gallons red rubber paint 2 34

2 quarts outside finishing varnish 2 02

Material, $10.21; labor, $12.38; bonus, $1.(12; tot,il, $24.21.

TllURSD.W, OCTOBER i8lh.

Fourth Class Operation.
Contract, $8.50. Bonus, $1.42.

1. Outside, painting vestibules and cutting in dashers.

2. Outside, touching up main body.

3. Outside, blacking off iron work.

4. Outside, one coat finishing varnish.

5. Roof, one coat paint.

6. Inside dashers, one coat paint.

7. Floors and platforms, one coat paint.

8. Inside, one coat finisliing varnish.

Material.

2'/z lb. special red $1 15

2 lb. cream color 12

Yi lb. Venetian red 13

1 quart black iron varnish ig

2 gallons red rubber paint 2 34

2 quarts outside finishing varnish 2 02

2 quarts inside finishing varnish I 76

Material, $7.71; labor, $8.50; bonus, $1.42; total, $17.63.

Fifth Class Operation.
Contract, $4.00. Bonus, $.66.

1. Outside, touching up dashers and main body of car.

2. Outside, blacking off iron work.

3. Outside, one coat finishing varnish.

4. Roof, one coat paint.

5. Inside, dashers one coat paint.

6. Floors and platform, one coat paint.

Material.

V/2 lb. white paint $0 12

1 lb. special red 46

1 quart black iron varnish ig

2 gallons red rubber paint 2 34

2 quarts outside finishing varnish 2 02

Material, $5.13; labor, $4; bonus, $.66; total, $9.7g.

Mr. Foster: I would ask through you, Mr. President, the price
paid by Mr. Harrington for the labor in doing that contract work.

Mr. Harrington: Twenty-five cents an hour for the painter;
the assistant painter gets 15 centst an hour.

Mr. Riggs: I move that the paper be received, and the thanks
of the association be extended to Mr. Brydges. Carried.

The secretary announced that on Friday at the Convention Hall
there would be a vaudeville entertainment provided by the supply
men.

The meeting then adjourned until 11:00 o'clock Thursday morn-
ing.

The clear air and warm morning sun contributed to a general
feeling of good nature, and ever.v-body was in good spirits and
attendance was the largest of the week, every chair being occupied.

President Roach called the convention to order at 11:10 a. m.
Secretary Penington announced that the following IG companies
had joined at this meeting:

Dallas Consolidated Electric Street Ry. Co., Dallas, Texas.

Danville Street Railway & Light Co , Danville, 111.

Detroit, Rochester, Rome & Lake Orion Ry. Co.. Detroit, Mich.

.Tackson Railway, Light & Power Co., Jackson, Mich.

Kansas City-Lea veuworth Railway Co., Kansas City, Kansas.

Lebanon Valley Street Railway Co., Lebanon, Pa.

Meridian Street Railroad & Power Co., Meridian, Miss.

Skuylkill Traction Co., Norristown, Pa.

Hoosac Valley Street Railway Co., North Adamj, Mass.

Ottawa Railway Light & Power Co., Ottawa, 111.

Ottawa Electric Railway Co., Ottawa, Ontario.

Holmesburg, Taconey & Frankfort Electric Railway Co., Phila-
delphia, Pa.

Monongahela Street Railway Co., Pittsburg, Pa.

Roekford Railway, Light & Power Co.. Rockford, 111.

Saratoga Traction Co., Saratoga, N. Y.

Terre Haute Electric Co., Terre Haute, Ind.

The President: Gentlemen, we will now proceed to the regu-
lar order of business this morning. The paper on the program
is entitled:

DOUBLE TRUCK C.-\RS; HOW TO EQUIP THEM TO OB-

T.^iIN M.AXIMUM EFFICIENCY UNDER

VARYING CONDITIONS.

By N. H. Heft, president Meriden Electric Railroad Co., Meriden,

Conn.

In order to prepare a paper which would be of any value to
the members of this association, it was necessary to learn the
conditions governing the operation of double truck cars on dif-
ferent systems. The conditions under which cars are operated,
vary to such an extent that it is impossible to construct and equip
a car that can be operated with equal economy on all systems.
In order to keep within the time allowed by the committee, and
the more readily to convey to the members the writer's opinion
as to the most desirable double truck ear, the subject matter will
be taken up under the following divisions: Trucks. Electric
motors. Double truck car body and equipment.

TRUCKS.

The double truck for use on street railways has not received
the attention it merits. These trucks have been constructed along
the lines of the single truck, and to meet the varied views of rail-
way managements. One has only to observe the different styles
of trucks now in use to find how at variance have been their views.
The 55 years experience of the steam railroads in the devel-
opment of the double truck now used by them, should be a war-
rant to the street railway managements in adopting only trucks
that conform to the lines used by these roads; the diameter of
wheels, with the tread and depth of flange should be changed only
where conditions prevent using the Master Car Builders' standard.

In giving a brief description of this truck, it will not be neces-
sary to mention the wheels further than to say that they are cast
chilled, 33 in. in diameter with a 3-in. tread and 1 in. flange,
formed to fit the modern rail, and weight 380 lb. The axles are
of forged steel, high in carbon, with a 2-in. hole bored through
the entire length. The key seat at the gear wheel-fit is cut above
the line of motor bearings and journals, in order not to weaken
the axle.

The oil boxes are constructed so that the journal brasses may be

Nov, IS, 1900.]

STREET RAILWAY REVIEW.

651

readily removed, and with dust guard placed In position from the
underside of box. An extra guard Is placed from the same side
and where It will retain the oil at the highest point.

The journal brasses and boxes are flnlshed In such a manner
as to obtain the full journal bearing under all condltlon.s.

The side frames are made from two %-ln. steel plates, thus
allowing the main equalizer to be supported between the two
frames on long helical springs. With this arrangement the bar
can be removed for repairs without in any way taking the truck
apart. This form of frame allows the greatest freedom of access
to all parts, and the use of the? extended equalizer bars gives
extended spring movement, with a perfect side movement on
curves and at low places In the track, minimizing the blow to
the car body, rail joints and special work and reducing the cost
of maintenance of track and equipment. The side frame Is .so
strongly constructed at points where the transom joins the frame
that It Is not necessary to continue frame arniinrt the end and

N. H. HKFT.

connect It with the other side of frame to keep the truck In align-
ment. This also allows the placing of the truck near the end
of the car body without coming in contact with the steps.

The brakes are placed inside of the wheels, without using a
brake beam. This position insures the most positive action, with
either hand or power and independent braking on each wheel.
The wheel base, 5 ft. 6 In., allows the motors to be suspended
between axles and transoms.

MOTORS.

The writer, having had experience with heavy and light mo-
tors, mounted with two motors on one truck, the other truck be-
ing an idle or trail truck, as well as with one motor on each truck,
has found that, while greater efBciency is shown with the latter
method, the two motors mounted on one truclv show a saving in
labor, first cost of the trail truck, and cost for maintenance.

After an experience extending from the time that the first rail-
way motor was constructed, the writer knows of no mechanical
apparatus in which the development has been so rapid and the
point of perfection so nearly attained. Yet the future promises
even greater development, both in the direct and alternating
current motors. With the great corps of engineers employed by
our large manufacturing concerns worliing with the men who are
operating these motors and constantly suggesting and demand-
ing improvements, the ideal commercial car equipment will be
developed.

The writer desires to call the attestion of electrical and mechan-
ical engineers to Improving ventilation, increased copper, insula-
tion, bearings, hollow armature shaft, decreased armature speed
and gearless motors.

The controllers have not, as far as space and weight are con-
cerned, kept pace with the motors. This part of the apparatus
should receive the attention of the best talent of our manufact-
uring companies. The four-motor controllers, in their present

form, arc large cumbersome affairs, placed in thai portion of
the car body where It Ib Inconvenient and expensive to support.
A more satisfactory controller can bo produced by using a small
pilot controller placed on the platform, with some devi'loped form
of main controller underneath the car body.

DOUBLE TRUCK CARS AND EQtUPMENT.

From Information furnished by the operating department and
from personal observation, the writer Is led to believe the fol-
lowing dimensions are the most desirable: length over all 40
to .10 feet. Width over all 7 ft. 6 In. to 8 ft. 8 In.

With the Increasing demand from the traveling public for the
extension of present systems to suburban dlatrlcts with a more
frequent service and Increased speed, also the construction of
long Interurban lines, the present managements, to meet this
demand, are turning to the double truck car constructed along
the lines of the steam railroad coach.

The drawings show a double truck car, which the writer be-
lieves win become justly popular. This car combines the larg-
est number of good features and Is so constructed as to admit
of placing the electrical equipment where It Is accessible and
less liable to come Into contact with the truck or brake equipment.

The car body can be carried at the lowest point and the trucks
placed near the end of the body. This car gives the maximum
emdency, durability, speed, safety and seating capacity, attract-
iveness and ease and comfort to passengers, coupled with the
minimum cost of constnictlon and maintenance, and less dead
weight per passenger, based on seating capacity.

The total weight is made up as follows: Tmcks. 3.970 lb. each;
four motors, 2,385 lb. each; car body and equipment. 12.300 lb; a
total weight of 29,780 lb. This amount divided by 63 passengers
gives a dead weight of 473 lb. per passenger. The cars of today
.show a dead weight, based on the seating capacity of 750 lb. to
i.lOO lb. per passenger.

The President: Gentlemen, we invite the members to come
forward and inspect the plans prepared by Colonel Heft at con-
siderable trouble and expense, showing the details of the con-
struction of the car he has spoken of. (A number of the members
then inspected the plans of the car.)

Prfsident Roach: I would state, gentlemen, for your informa-
tion, that all of the cuts as shown here will appear in the minutes
of the meeting to be printed hereafter and distributed among
the street railway men of the T'nited States and Canada. I de-
sire personally to thank Colonel Heft for his able paper that he
has read here, and we will be much pleased to hear it discussed
by the members of the Association. To start this discussion.
I take pleasure in calling upon Mr. E. C. Foster, of Lynn, Mass.

Mr. Foster: I have listened with a great deal of interest to
the paper read by Colonel Heft, and have also given a casual
glEnce at the drawings submitted I think that Colonel Heft is
on the right line in the way of making improvements. We all
know that it is desirable to have cars constructed as light in weight
as possible, and yet to be sufficiently strong to meet all the require-
ments and conditions. 1 am very glad that Colonel Heft has taken
up this subject. We all know that the varying conditions under
which we operate in the various states and municipalities require
a different kind ot equipment. There are places, of course, on the
interburban lines where an equipment designed similar to that sub-
mitted here could, without doubt, be operated very successfully.
The Lynn & Boston Railroad Co. is operating lines running into
Boston. We operate one line over a distance of 16 miles from a
small town on the coast, Marblehead, through Swampseot, Lynn,
Revere and Chelsea to Boston. On that line, we are operating
i;-bench double-truck open cars, equipped with four motors. The
box-car equipment is a 25-lt. box-car, double truck, with four mo-
tors. We have been operating over this line about 15 months,
and we are running at a maximum speed of 30 miles an hour, and
we have found by experience that the operating of four motors is
more economical than the operation of two motors over the same

652

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

line under the same cars and under the same conditions. To be
sure, there is an increased consumption of power. We are all will-
ing, I believe, to concede that, and I thiuli Colonel Heft will agree
with me, although he shakes his head to the contrary. From tests
made, we are sure of it. The operation of four motors, of course,
depends upon the speed you wish to attain, and that it is desirable
to attain. In operating upon a line where your speed is more than
12 to 15 miles per hour, I question whether it would be wise to
adopt the practice of using four motors. We are also operating on
many lines, 16, IS, and 20-foot cars. With those cars, we operate,
as is customary, the usual two motors. We have various types of
motors, but we have learned by our experience that the double
truck car, with two motors, or four motors, is more desirable and
profitable to operate; and we are now rebuilding some of our
smaller cars and converting them into 25-ft. cars. We are doing
that successfully. We are also building a large number of new
25-ft. double truck cars.

Mr. Chamberlain (Brooklyn): You will appreciate that the
average mechanic in this country has his "hobbies" as well as the
average professional man. Without referring to any part of the
electrical equipment which Colonel Heft has designed for his pecu-
liar class of cars, there are two or three innovations from the pres-
ent practice in the construction of the car body, which may well
attract attention. With most of us, innovations of this character
are subject to adverse criticism. I know of nobody who would be
subject to adverse criticism less than the author of this paper,
who has has such a vast amount of experience in this direction,
and it seems that it is right and proper he should make an inno-
vation of this character. I speak more particularly of the con-
struction of a car without longitudinal truss rods. I think that
Colonel Heft has designed a car of something over 42-ft. in length,
and gains his body support by a number of cross transoms built in
the form of the ordinary iron body bolster, welded at the ends,
filled in with wood, and supported through the center with longi-
tudinal I beams running from one end of the car to the other.
The author of the paper has evidently, by this plan, succeeded in
obtaining the minimum of weight with the maximum carrying
capacity, and I think you who are practical men, and you certainly
all appear to be, will agree with me that that is the object to be
sought.

One question I would ask Is with regard to what might be the
result of an end collision. I do not know whether this truss run-
ning longitudinally through the car from one end to the other,
would be adequate, and would perform the functions and give the
proper camber to the car, that the ordinary longitudinal truss rods
do. You will recollect some years ago, that the managers of the
steam roads went wild, in following out the idea of reducing the
weights of their rolling stock, until they reached a point where
they almost passed the limit of safety factor. Colonel Heft ad-
vises me that he used an ample factor of safety. If he has done
that, he has certainly covered all the ground that is necessary to
make the vehicle safe and one that would do good service in actual
practice. I was very careful to inquire of the Colonel whether he
placed all his strength on a line with the sills. When we have a
collision, we do not collide with the clear story of the end of the
bonnet; but we generally get it on the end of the buffer. Of course,
we all know there are some roads which never have any accidents,
and they do not have to experience any difficulties of that kind.
I was particular to ask him whether the strength was on a line
with the longitudinal timbers, and whether the frame above that
included posts and trusses in the framing, and the clear story was
lightened up correspondingly. It would be a difficult matter to
put all of your strength in your clear story, or on a line with the
roof, because when you do that, and your car runs into any ob-
struction, your roof would probably keep going on and the body
remain where it was.

Not to occupy any more of the time of the meeting, I would like
to ask the author of the paper whether he has sufficient strength
with the transverse brace to overcome the difficulties which I have
outlined?

Mr. Heft: I have endeavored to get all of the strength longi-
tudinally, lightening the upper portion of the car, but constructing
it in such a manner that the upper portion Is braced to the lower
portion and tied to it, both longitudinally, vertically and otherwise.
We have five of these cars under contract and expect that the first

one will be turned out in from four to six weeks. We expect to
operate this car from Port Chester, N. Y., to New ftochelle, N. Y.
1 would be very glad to show the car, when in operation, to any
of the members of the association. I may be wrong in my ideas
concerning this car, but we are putting up our own money to
build it. If it is a failure, we will have to foot the bills.

Mr. W. E. Harrington tCamden): The question of four-motor
equipments seems to be one of a mooted character. There are a
large number of roads using four-motor equipments, but there
seems to be relatively very little known as to the number of watt-
hours per car-mile which the different equipments require, and
with the idea of bringing out that point as a feature of discussion,
I would like to place this question before the meeting. What is
the experience of those present, who have made tests, as to the
watt-hours required by the different equipments mentioned? Mr.
Foster says it takes more power with the four-motor equipment,
and Colonel Heft says it takes less. They are both highly repre-
sentative men, and yet they differ on this point. Our road is
about to place some equipment orders. I have been urging four-
motor equipments, and yet I must confess I am somewhat in the
dark as to the relative merits of the different equipments. I know
from tests I have made that the double-truck, 40-ft. car equipment,
with two 38-B Westinghouse motors, on maximum traction trucks,
have taken an average of 2,000 watt-hours per car-mile, whereas
the same weight of car, with the center pivotal truck, with No. 49
Westinghouse motors, 35-h. p., under identically the same condi-
tions, takes an average of only 1,200 watt-hours per car-mile; a
single truck car, under similar conditions, an 18-ft. body car, takes
an average of 900 watt-hours. I would like to know if there are
any data from actual test to show the number of watt-hours con-
sumed by these different equipments. I have made a series of
tests on different classes of cars, showing the watt-hours. I deem
this matter of very great interest, and I will file with the secre-
tary the results secured in these tests. I did not encounter any
difficulty in getting information of this character, and I think the
information obtained by me would be interesting to the other
members, in showing the number of watt-hours per car-mile with
the various forms of equipment.

Mr. Heft: I do not remember the figures, but we have made a
series of tests during the last three years with double truck cars,
equipped with one, two, and four motors, as I have stated in the
paper, and we have kept a very close and accurate record of the
results. The weights of the different trains on which these tests
were made varied from 15 to 250 tons. The speeds varied from 10
to 65 miles an hour.

There is no place where the car is operated with an increase of
current with the four-motor equipment, except while accelerating,
but you gain a quicker and higher acceleration by this increased
consumption of power. The average consumption of the current,
however, and even the total consumption of the current, in the run-
ning of the cars, is less with the four-motor equipment than with
the two-motor equipment. That is beyond dispute. I can fur-
nish data to that effect, and I think the General Electric Co. and
the Westinghouse Co. also can furnish any of our members with
data which will substantiate that statement. It is unquestionably
correct.

Mr. Heft: I am willing to admit that the drilling of the axle is
a debatable question. About five years ago, we commenced to use
hollow axles on our high speed motors, and the results have been
so favorable in the way of reducing the number of hot boxes, hot
journal bearings, and everything of that kind, that we have decided
to adopt that form of axle. It decreases the weight about 25 per
cent, with a loss of strength, varying according to the size of the
axle, of from only 3 to 5 per cent. We have never had any of
them break. We had a great deal of trouble with our axles on our
heavy high speed motors, and we found it necessary to increase
the diameter and weight of the axles. We were loath to do this,
and so we adopted the plan of drilling a hole through the axle to
lighten it. We not only lighten the axle, but we get the benefit of
having a ventilated axle. It overcomes crystallization in the axle.

Mr. J. I. Beggs: In connection with the statement that four-
motors take no more current than two motors, I would ask Colonel

Nov. 15, igoo. ]

STREET RAILWAY REVIEW.

653

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Heft whether he m'.ant four-motora of the same Bize, or two
iTKjtorH having the Bume capacity 88 the four might have had?

Mr. Heft; We have made experiments with motors of different
capacities, but all of the motors were of the game size, and used
on the same class of equipment.

Mr. Ueggs: I do not know whether I made myself clear. We
made some very exhaustive tests, and they were so opposed to the
position which Colonel Heft now takes, that I took occasion to have
Mr. U. E. Sunny, the western manager of the General Electric Co.,
and also Mr. Theodore P. IJalley, the manager of the railway de-
partment of the General Electric Co., Chicago, to come and wit-
ness the tests made on this mooted question of the amount of cur-
rent consumed by these different equipments. Of course, this mat-
ter is a very Important one to all of ua.

We adopted double truck cars as a standard for our entire sys-
tem Ave years ago. We have been using them ever since, and are
continually increasing the number. We have given a great deal
of attention to the development of the most advantageous car, the
most durable car, the car which will best stand the strains to
which Mr. Chamberlain referred, as ours is one of the roads that
has collisiTins and a number of them, unfortunately, and some
pretty severe ones. We operate 350 miles of road, and have one
electric line 61 miles in length. We try to build the equipment so
that it will be interchangeable, in city use or in suburban service,
as we have a consolidated system, and we run the cars Inter-
changeably. I must take issue with Mr. Heft's statement, to the
effect that four motors do not take more current than two motors.
If you equip a car with two G. E. 1000 motors, or four G. E. 1000
motors, I think the four motors will take 20 per cent more current
than in the two motors; but the service with the four motors will
be 50 per cent better. That has been our experience. Our cars
for three years were equipped with two motors. For the past two
years, after careful experimenting and taking Into account the
various costs entering into the matter, of which the smallest Is
power, we have adopted four motors as a standard, be they of
whatever size they may. We can get much better results from
150 h. p. in four motors under a car, than we can with 250 h. p. In
two motors under fhe car. The results may differ in various sec-
tions of the country, but with us, the four motors have certainly
taken from 20 to 25 per cent more current than the two motors,
running exactly similar conditions; not for the purpose of test,
but in regular service on loag distance or city lines, with watt-
meter, voltmeter and ammeter on the car, so as to cover all the
points. The use of these four motors is a very important tbiitg
on our standard car, w-hich is 41 ft. over all, and seats 44 passen-
gers, with cross seats, and weighs somewhat more than the car re-
ferred to by Mr. Heft. I trust that Mr. Heft will succeed in making
his car all that he desires.

I was very much interested in the points raised by Mr. Cham-
berlain as we have found that, in order to put a car on the tracks
in our city so that it will stay there, in spite of a head-on collision,
as we some times have, even with the greatest degree of care. It
requires some weight and strength to withstand the shock so that
the car will not be absolutely shattered. We had a case recently
with a green motorman on a curve, where our car was thrown o9
the tracks across the street, with the result that the car was not
much injured except that a corner post was knocked off. I think
Colonel Heft has seen how our cars are braced. We use the long-
itudinal truss rod and truss plank, with a rod through it. We do
not feel that wc can take chances with the longitudinal brace; we
want the strongest construction possible to put in the car. There-
fore, I should take issue with Mr. Heft on that point.

As stated, the results of the tests made were somewhat con-
trary to what the experts tad led us to believe we might expect
would be the draft upon the power plant, and for that reason, I
had Mr. Sunny and Mr. Bailey come to Milwaukee on two or three
different occasions to make those testf. not simply tests on a spec-
ial car. but on the regular service, equipping different cars on our
regular service, with different types of motors; two G. E. 57; two
G. E. 1000, and four G. E. 1000 under different cars. I do not be-
lieve there is any question that the four motors will take more
current, but as has been said, you get quicker acceleration. You
have no slipping wheels. We are going to put two additional
motors on all the cars we equip in the future. The higher speed
you can make compensates for the increased power consumed. In
the citv service where we use these cars, as we do entirely, with

(>54

STREET RAILWAY REVIEW.

tVoL. X, No. II.

blocks runniug from 200 ft. in length, it is an important matter it
you can save a second or two on each street corner in getting the
car into rapid motion; and when the car gets on a slight grade,
or starts on a slippery rail, it will immediately pick up and get off
without spinning the wheels. That is what the four motors will
do. I believe that four smaller motors are much more effective
than perhaps 50 per cent increased capacity in two heavier mo-
tors. We have some 300 of these double truck cars running. We
control all the city lines in Milwaukee and Racine, 25 miles south,
and run 35 miles south to the city ct Waftkesha. We run a com-
plicated system, but it is run as one entire system. If we have a
call for cars on any of our inteiburban lines, we can take our city
cars for this purpose, because they are interchangeable.

In order to compete with our friends of the steam railroads, we
are now giving our attention to the development of a new car that
shall be 50 ft. over all, upon which we propose to mount tour
75-h. p. motors, such as you will find in the exhibit hall below.
The steam railroads throughout our Western country are begin-
ning to realize that they have a real competitor in electric lines for
distances of 50 or 60 miles, and as a consequence, they are reducing
the rates of fare very materially and putting on additiSnal high
speed trains to run short distances. We propose to build an elec-
tric car for the double purpose of being able to make 60 miles an
hour with four of these motors and with the further purpose that
in case we have a congestion of travel on any of the lines run-
ning to our summer resorts, we can hitch three or four trailers to
the car and make 35 to 40 miles an hour, and to handle a larger
body of people at a much reduced cost. We may have peculiar
conditions in our city, but that is one of the things we have in
mind. With these cars which we are going to build, and under
which we are to put four motors, we should want a more substan-
tial construction than the cars shown in the drawings which have
been submitted to us, although these cars may be all right for the
service for which Mr. Heft designed them.

Mr. Heft: Mr. Beggs' statement is true, judged by his condi-
tions, but I also insist that my statement is true taken from my
conditions. Mr. Beggs' cars, I believe are operated largely through
city streets and are stopped and started; and as •! stated in my re-
ply to Mr. Foster, there would be a greater current consumption
in producing the acceleration of the car when starting and stop-
ping so often.

Mr. Beggs: This test was not mi^de on a city line. It was
made on our Waukesha line, a 20-mile road, with a train every
hour each way. We make the run in 52 minutes, and keep up an
hourly service with two cars. The test was made on that high
speed line, upon which there are very few stops and sometimes no
stops in a distance of ten miles.

Mr. Heft: Then I must insist, under that condition, that my
statement Is correct. (Laughter.) I will say, to satisfy Mr.
Beggs, if he will come down to inspect our system, I will give him
an opportunity to witness a test, and if he does not agree with me
I will pay his expenses to Meriden and back.

Mr. Beggs: It will be a pleasure and worth all the expense to
spend a day with the Colonel, outside of the test; but I shall take
advantage of the opportunity he offers to have this test made. I
shall, however, want to know how his instruments are calibrated.
I shall also want to take some expert along with me to see these
tests. I am not an expert in electric railroad matters, except on
the commercial side; but I feel sure there is some mistake in the
readings of the meters. I was told what the Colonel tells us, but
it did not agree with my own practical experience, and what I con-
sidered would be the result when I was seriously considering three
years ago, this very question of whether or not we could afford to
go to the current consumption required for four motors. The first
report which came to me from a gentlemen M'hom I considered to
be a highly scientific, technical engineer, harmonized with what
Colonel Heft has told us. and the report went further and said that
four motors saved 10 per cent, and he submitted the figures to dem-
onstrate it. Then I concluded I would call in other experts and I
did call in Mr. Sunny and Mr. Bailey, and I went on the cars my-
self with these gentlemen, and spent several days with them, with
the result that I found it took fully from 20 to 25 per cent more
current with the four motors than with the two motors, on the
same character of service, the same ears and load, and running
exactly during the same hours as we made the tests on different
days so as to get exactly the same conditions.

Mr. Foster: The conditions under which Colonel Heft has been
making tests are different from the ordinary conditions under
which street railways operate, as 1 understand it. The conditions
there are these: That the test was made upon a steam railroad
roadbed, with the stops made at infrequent intervals; that is to
say, that the run would be made from one station to another, and
it might be two or three, or five, or even ten miles distance. That
being so, I think it is possible, and without a doubt it is true that
they do operate as he says, without consuming a greater amount of
current than they would with two motors. Our experience has
been in operating four motors on the same type of car, over the
same road, under the same conditions, as near as it is possible to
obtain them, that it requires from 15 to 23 per cent more current
to operate four motors than two motors. We make tests twice a
year, and pay for current on that basis, and we believe that the
tests are carefully made, as they are made by the representatives
of the Boston Elevated Railway Co., over whose tracks we oper-
ate, and which furnishes power to our company, and the tests are
also made by experts representing our company.

The lightening of a car for suburban work seems to me a litttle
(luestionable. I think Colonel Heft will, a year from now, be able
to give us some more definite data on this point. We have been
strengthening our cars from the start, rather than making them
lighter. They sometimes now leave the track for a shorter road
across the fields which is not always advantageous for the rolling
stock. It seems to me we ought not to consider making the cars
lighter, unless we are running a car shop — possibly some of these
gentlemen are interested in the manufacture of cars — and want to
have the repairs of our cars or supply us with new equipment.
The ordinary railroad man buys his equipment and expects it to
last a reasonable length of time, and it seems to me that it must
be strong. Of course, the strength should be put in the best pos-
sible places, and I think that, rather than making the car lighter,
we should make it stronger. In the steam railroad practice the car
is cav >bered up in the center. In the first of our suburban cars,
the makers insisted upon putting the camber in the center, but we
found after using the car a short timr'. we could put the camber
there ourselves. The trouble was to keep it from bulging up in
the center, so that a truss rod in a long car, a 40-ft., was a useless
thing.

Mr. Harrington: I would ask Mr. Beggs what the tests showed
where they ran two No. 57 motors, compared with four G. E. 1000
motors; whether the results from the four G. E. 1000 motors
showed a lesser consumption in power than they had in the use of
the two No. 57 motors.

Mr. Beggs: The current was less on the four G. E. 1000 than on
the two No. 57.

Mr. Harrington: Did you get better results?

Mr. Beggs: We got quicker acceleration. Whether your ser-
vice is for eight miles an hour, about the standard for city service
— our city service is maintained pretty close to nine miles an hour
on the average — whether your service is for eight miles, or fifteen
miles, or for fifty miles an hour, put four motors on a double truck
car. The distance does not make any difference whatever. The
main question with many roads in this mattetr is the increased in-
vestment, but you will save the interest on the increased invest-
ment in reduced cost of maintenance. It costs considerably less to
maintain four motors under a car than it does to maintain two
motors under the same car. The difference in cost of maintenance
will more than offset the interest on the increased cost of the in-
vestment.

Mr. Heft: To remove any doubt from Mr. Wason's mind as to
this car. I will say that at the present time, I have not a dollar's
worth of stock in any car manufacturing plant.

Nov. 15, lyuo.

STREET RAILWAY REVIEW.

655

Mr. Connette: Mr. DcggH has just answered the question I was
going to ask, whether or not the Inerease In the elllelcncy o( the
motors by reason of having tour motors rather than two, would
eomiiensate for the increase In the Investment. 1 presumed that
would be the case with four motors as comijared with two motors.
Mr. 13(:gBs states that the maintenance Is less. I wanted to know
something about that point, and as that question has been an-
swered, I do not think 1 have anything further to say.

Mr. H. H. Vreeland: Our peculiar conditions In New York
are such that we cannot go Into the character of construction
which warrants the use of the standard double-truck car with four
motors. We do it on a number of lines controlled by the syndi-
cate which owns the New York lines, and wherever it Is possible,
and we are not held down to the matter of a sixteenth of an Inch
in step hcighths, as we are In Greater New York, we go to the
square body car, and use the foui motors. In New York longi-
tudinal lines, by reason of Central Park, have to use very narrow
streets. We have to conform to the old type of constrtuction, with
sunk panels, to keep the cars moving. We have a number of cross
streets through which the important lines operate, and the differ-
ence between tlie sunk panel car and the square body car, means
keeping the line in operation all lh« time, as against stoppages
every once In awhile of from ten to twenty minutes, owing to the
numerous teams using the streets during the' day. Take on our
b'Jtht St. line, running across town, if an ordinary truck is stand-
ing at the curb, the hub will go under the sunk panel of our car;
and if we used a square body car, we should not be able to pass.
We also find it necessary to have step raisers.

Wc are not trying to do gilt-edge railroading in New Y'ork. I
mean that these things are not necessary. I had a man recently
say to me that be thought it was an unwise thing to have step
raisers under the control of the mctorman of an open car. It
means to us on the down-town streets of New York that the
motorman can signal the conductor to raise the step and pass a
truck without a stoppage of the car, which, under the ordinary
conditions of a solid step, means a stoppage of the car, and when
you are running the cars five seconds apart as we do in Center St.,
down-town, it Is a great advantage to be able to raise the step
and allow the car to pass.

The question under consideration is so local witht us in that
respect, that to discuss it from the standpoint these gentlemen have
discussed it would not amount to much, except as concerns our
experience with the consolidated system in New Jersey, where we
run high speed, long distance, interburban cars. On that system,
we use the large ear with four motors. We get the largest carry-
ing capacity car we can with the highest speeds, and do not con-
sidering particularly whether there is more or less power con-
sumed, if we can compete successfully with the surrounding steam
railroad conditions. We have long lines and In every instance
they are In competition with the steam railroads.

We made some experiments and found that, with the same sized
motors on single and double truck cars, there was an increase of
about 20 per cent in the consumption of current in the double-
trunk car. I speak of this, becauoe I am uncertain whether it was
due to the Increased weight of the car or the increased length of
the car. As far as the question of general car construction is con-
cerned, which has been discussed here, we have not to consider
so much the question of collisions at high speeds, as we have the
question of a "hogging" of the cars, as we term it; and as our
friend, Mr. 'W'ason, says, it is no trouble at all to get any kind of a
camber in our Broadway cars, as the normal condition of the cars
is such that my friend Colonel Heft says that he usually prefers
to walk down town and leave room for three passengers in the
car.

Mr. Sergeant: I have been extremely Interested in this paper
wliicli Mr. Heft has presented. I want to say that I have seldom
seen so much valuable matter so admirably put in such few words.
I think this paper is a model of brevity and information. On the
question of power for four-motor cars there seems to be a consid-
erable difference of opinion. While we have had no experience in
actual service with four motor cars, for the purpose of determin-
ing what the power consumption was. we made some very careful
tests, under what would be ordinary conditions, with the ordinary
railway motors of differentt types, two to the ear. and under these
conditions we found that we got a little better accleration with the
four motors. "We got, as a matter of tact, ten per cent decrease in

time, better speed, but we bad to use 50 per cent additional current
to get It. I should suppose the question Is one of local conditions.
Certain electricians have been trying to persuade me for years that
two motors consumed less power than one motor. We have rec-
ords covering a good many years that one motor consumer less
power than two motors.

In regard to our elevated equipment, possibly we have been
making a mistake. We are Intending to use motor cars having
one motor tiuek with two 150-h. p. motors on that truck. One
motor truck and one trailer truck, every car a motor, using the
multiple control system. I hope that Intlde of the next year, it
you come to Boston, we can show it to you In successful operation.
It will be the only elevated road which will go underground as
well as elevated, and wc have to overcome long grades of 5 per
cent, and have descending grades of eight per cent, and therefore,
we feel we want the greatest acceleration we can get.

Mr. Heft: There is a gentleman in the room who has had a
great deal of experience making tests with trucks mounted with
one and two motors. I think he will give a reason why any car
equipped with four motors, with all the eight wheels available as
drivers, gives better results than a twn-motor equipment. I would
like to hear from Mr. Ira A. MacCormack, of Cleveland.

Mr. McCormack: While I was with the Brooklyn Rapid Transit
Co., the president of that company thought it was advisable to have
double-truck cars, and the first car that was built bad the wheels
all of one size, and the question came up whether it was advisable
to put four motors on the car or two motors. Tests were made
and it was finally decided to equip the cars with two motors on
account of maintenance. An order was placed for double truck
car bodies. We bad not yet determined whether we had the right
kind of truck and whether it was still advisable to use the four
motors or to use the two motors. We had some maximum traction
trucks on the road, and in making the test in regard to the power
and the efficiency in acceleration, it was found that the maximum
traction truck was giving much better service. In consequence,
we adopted the maximum traction truck, and I believe it was thf
only truck we could work with two motors and continue the
service in Brooklyn. The 15 cars referred to were equipped witt
wheels which were all of one size, and we had to pull those cars oC
the road. I complained to the president but he thought I was
wedded to the maximum traction trucks and insisted on running
them. One day, he happened to be at Richmond Hill going to
Brooklyn. It was a 24-minute run from Richmond Hill to Ridge-
wood. The president got on one of the cars with wheels all the
same size, and he was 52 minutes getting there. He thought the
wheels traveled a thousand miles. These cars were equipped with
two motors. The next day, we discontinued the use of the 15 cars,
equipped with these trucks because we had so many delays. They
dragged the road and it was found impossible to operate them.

In Cleveland, when I went with that company, I found that all
the cars were double truck cars with wheels the same size. Some
time ago I had a cyclometer put on the driving wheel, the wheel
equipped with the motor, and a cyclometer on the idle wheel, and
the record showed that the driving wheel made many more revolu-
tions than the idle wheel. Mr. Heffs paper gives us more food
for thought and study than any other paper presented to this as-
sociation. There is one important thing he speaks of, and that is
doing away with the brake beams, baring the brakes hung and
operated direct without brake beams. I think that is something
that can be appreciated, particularly in view of the trouble we have
had in regard to chattering brake beams and brake beams catching
up rubbish on the road, and sometimes when we have accidents,
we will find that brake beams are a large factor In them.

Mr. McCullogh (Chicago). Colonel Heffs paper has been dis-
cussed almost entirely on the question of economy in power, and
from the standpoint of the strength of the car in ifi construction
to resist damage from collisions. Mort of us who have been in the
street railroad business a good many years remember when our
cars were only 10 ft. in length, and today we have them 46 ft.
in length; then they weighed 4.000 lbs: now they weight 40.000 lbs.
Then we'had only one horse or two horses; now we have 268 h. p.
We did not consider the question of oower at all, nor the question
of the strength of the car to withstand shocks. We were consid-
ering how we should be able to carry more passengers, and how
we could better please the man who has the nickel. I do not
think it is a question at all of whether we shall use a little more

656

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

power or not if we can carry In greater safety the passengers who
are in our cars, and we can carry a larger number of passengers,
we can very well afford to burn an additional bushel of coal, if we
can carry a few more passengers tc pay for it.

As to the collisions which have been referred to, and the con-
struction of the cars to withstand the shocks, I suppose the only
•way to prevent collisions is to run a road with only one car.
When we have a collision, we do not consider what has become of
the car, whether its transverse section is weak, or how much it
will cost to repair it. What we do is to institute inquiries to find
out whether there was some woman in the car whose transverse
section was weak, and we shall have to pay for It. (Laughter.)
I move that the paper be received and placed on file, with the
thanks of the association to Colonel Heft for having written It.

The secretary announced that the members of the Association
were cordially invited to visit the plant and park of the East Side
Electric Railway Company. An invitation was also read from the
Country Club of Kansas City, Mo., extending the privileges of the
club to the members of the Association. A further invitation from
the American Stoker Co. was read, inviting the members to visit
the power plant of that company.

President Roach; The next order before the convention is the
report of the Committee on Nominations. This committee will
also include in its report a recommendation as to the next place of
meeting.

Mr. McCulloch: With the consent of Mr. Rigg, the chairman of
the Committee on Nominations, 1 would like to make a statement.
In suggesting those who shall be our offices for the coming year,
some member of our Nominating Committee has guaranteed strict
attention to the duties of the office by each one of those we rec-
ommend, and we will ask any of the gentlemen who are nominated
if he does not mean to attend to the duties of his office, if he is
elected thereto, and give his earnest support in helping to carry
the association along in a successful way, and give his personal
attention to the meetings of the committee, we would like to have
him decline the election, and let some one else be put in his place
who will attend to the duties of the office.

Mr. Rigg, chairman of the Committee on Nominations, presented
the following report:

Your committee respectfully recommends New York City as the
next place of meeting, and the following gentlemen for officers of
the association for the ensuing year.

President, Walton H. Holmes, president Metropolitan Street
Railway Co., Kansas City, Mo.

First Vice-President, Herbert H. Vreeland, president Metropoli-
tan Street Railway Co., New York, N. Y.

Second Vice-President, N. H. Heft, president Meriden Electric
Railroad Co., Meriden, Conn.

Third Vice-President, J. B. McClary, general manager Birming-
ham Street Railway Co., Birmingham, Ala.

Secretary and Treasurer, T. C. Penington, treasurer Chicago
City Railway Co.. Chicago, 111.

Executive Committee: The president, the vice-presidents, and
John M. Roach, Chicago; F. L. Fuller, Wilkesbarre, Pa.; George
W. Baumhoff, St. Louis, Mo.; John R. Graham, Quincy, Mass,
and John Harris, Cincinnati, O.

The following resolution was unanimously passed by the Com-
mittee:

"Resolved, That the next meeting of the American Street Rail-
way Association be limited to three days instead of four, and that
the day set apart for the personal examination, by members, of
the supply men's exhibit, be the midd:e day of the interval."

Mr. Bean, (St. Joseph); I move that the secretary be author-
ized to cast the unanimous ballot of the meeting for the gentle-
men nominated. Carried.

The secretary duly cast the ballot and the president declared
the gentlemen nominated to be duly elected as officers of the asso-
ciation for the ensuing year.

President Roach: There will be no further meeting of the asso-
ciation, but we will adjourn until tomorrow night at 7 o'clock to
meet at the Coates House for the annual dinner.

I will state in reference to the paper which was to have been
presented by Mr. Nicholas S. Hill, Jr., general manager of the
Charleston Railway, Gas & Electric Co., of Charleston, S. C, on
"The Storeroom and Storeroom Accounts," that Mr. Hill has been
ill for a long time, and has been unable toprepare the paper.

Adjourned to meet at the banquet Friday evening.

THE ENTERTAINMENTS.

The entertainments as provided by the local committees and out-
lined in the official program iiicUuled a reception at the head-
quarters hotel, the Midland, on Tuesday evening, a trip to Ar-
mour's packing houses Wednesday afternoon, a theater party
Wednesday night, an excursion to Ft. Leavenworth on Thursday
and a shopping trip for the ladies Friday morning. The guests
were glad to avail themselves of these entertainments and voted
Kansas Cityans the best of hosts.

In addition to these there were other things not on the program.
The Messrs. Holmes entertained the executive committee at the
County Club on Tuesday. A tallyho ride was given for the visit-
ing ladies on Wednesday. Friday morning the Messrs. Heim re-
ceived visitors at their brewery and street railway plant. Friday
afternoon the Accountants' Association with the ladies in attend-
ance were the guests of Mr. J. A. Harder, auditor of the Metro-
politan company, who gave a tallyho party. The Kansas City
Club, the Country Club and the Elks' Club extended the courtesies
of their houses to the wearers of buttons.

The supply men owned Convention Hall Friday afternoon and
their vaudeville entertainment was a great success.

Friday evening the annual banquet was held at the Coates
House, Vice-President John A. Rigg presiding in the absence of
President Roach, and this function was a happy climax. Mr. D.
B. Holmes acted as toastmaster and the speakers of the evening
were: W. S. Gilbert, Judge McAnany, J. H. Stedman, Frank B.
Walsh, and Chester Snider. The new officers were then installed
and the Convention of igoo passed into history.

PENNSYLVANIA STATE MEETING.

The ninth annual meeting of the Pennsylvania Street Railway
Association was held at Reading, Pa., October loth. Mayor
Leader delivered the address of welcome and Pres. W. B. Given
responded. "Railway Joints and Track" was discussed in a paper
by George L. Hall, of the Weber Rail Joint Manufacturing Co.,
and "The Successful Station Manager and His Responsibilities,"
by S. D. Missimer. chief engineer of the United Power & Trans-
portation Co., Reading.

Officers were elected as follows: President, John A. Rigg, Read-
ing; first vice-president, E. H. Davis, Williamsport; second vice-
president, A. L. Johnson, Allentown; secretary, S. P. Light, Leba-
non; treasurer, W. H. Lanius, York; executive committee, John A.
Rigg, Reading; William B. Given, Lancaster; W. H. Lanius,
York; B. F. Meyers, Harrisburg.

In the evening the association was given a banquet by the United
Traction Co.

TRAMWAY AND RAILWAY WORLD.

Our London contemporary, tht^ Tramway and Railway World
was the only foreign paper represented at the American Street
Railway Convention in Kansas City. The World had headquarters
at space No. 42 where Mr. Charles H. Perrine. its Chicago repre-
sentative, did the honors. All those who had the pleasure of meet-
ing Mr. A. M. Willcox, the editor of the Tramway World, at the
Chicago convention last year regret that he could not have been
present also. It must be remembered, however, that Mr. Willcox
has had two conventions nearer home to look after. The Inter-
national Tramway and Light Railway Exposition in London in
June and July last was arranged by the Tramway and Railway
World, and the International Tramway Congress at Paris also de-
manded attention.

Nov. 15, igoo.]

STREET RAILWAY REVIEW.

657

STREET RAILWAY ACCOUNTANTS'

ASSOCIATION.

Fourth Annual Convention Held in Kansas City,
October 16-19, 1900 Large Attendance at the
Meeting - Association in a Prosperous
Condition — No Change in By-Laws
W. F. Ham Elected Presi-
dent— Secretary Brock-
way Re-elected.

TUESDAY, OCTOBF-R i6th.

Tlu' 4lli annual meeting of the Accountants' Association was
called to order at 10:45 by President Duffy, wlio introduced Mr.
llaniel V. Kent, auditor of Kansas City. Mr. Kent warmly wel-
comed the association in a few well-chosen w^ords and after a
brief response the president delivered his annual address.

PRESIDENT'S ADDRESS.

Gentlemen of the Association: In welcoming you to the fourth
annual convention of tlie Street Railway Accountants' Association
of America in this progressive, hospitable western city, permit
me to refer brietly, and with great pride, to the present standing
of the association, what it has accomphshed and what it should
accomplish.

The association is now on a solid foundation. The membership
embraces the representative companies of the United States, Can-
ada and Mexico, in addition to companies representing England
and Scotland. Whatever may be the political faith or opinions of
the Accountants, there can be no doubt that they are thorough
"Expansionists" on the question of membership in this association.
Notwithstanding the fact that the annual dues have this year been
increased from $10 to $20, and that numerous consolidations have
been effected in the year 1900, 1 am glad to say that our member-
ship has not been materially affected. The deficit in the treasury,
reported at the last convention, has been more than wiped out by
the voluntary subscriptions of the members; we have a substantial
cash balance on hand and no unpaid bills or other obligations
outstanding.

For the fourth time, we are holding our annual convention in
the same city, in the same building, at the same time as the Ameri-
can Street Railway Association. We are under many obligations
to that association for the hearty support and earnest co-opera-
tion they have extended to us, for the privilege of attending their
meetings, and for other courtesies that we have enjoyed at their
hands. Unquestionably, the attitude of the older association to-
wards this association has brought the operating and accounting
departments of street railways in closer touch with each other, to
the mutual advantage and benefit of both departments, as well as
the good of the companies represented. To the American Street
Railway Association we owe much, and I take advantage of this
opportunity to express our appreciation of what it has done lor us.

The Standard System of Street Railway Accounting of this as-
sociation, strongly endorsed and unanimously adopted by the Con-
vention of Railroad'Commissioners of the United States, is now
the standard of that body. All reports to State Boards of Railroad
Commissioners (who are members of the National Association)
of the fiscal year beginning July i, 1900, will be made in accordance
with the Standard System, thus placing it in the same position
with reference to street railways that the Inter-State Commerce
classification of accounts occupies with reference to steam railroads.

The Department of Blanks and Forms is now firmly and per-
manently established and in successful operation. This valuable
tollection of thousands of blanks and forms, securely bound in
iooks, perfectly arranged and classified, thanks to the genius of
our worthy secretary, Mr. Brockway, forms a library of rare and
valued books, of which each member is privileged to make use.

This feature is of special value and assistance to all members of
the association. The exhibit of the blanks and forms at the annual
conventions is one of the most interesting and instructive features
of our meetings. A valuable addition to our library is the "Rail-
way Official's Private Report and Reference Book," published by
an enterprising supply firm and distributed by it gratuitously. The
first copy of this book issued, with the name of the association
stamped on the cover, was presented to the association by the pub-
lishers. In publishing this book, which is pocket size, admirably
arranged and a marvel of the printer's skill, the publishers have
recognized the growing importance and value of accounting work
in street railways and paid our association a graceful tribute by
dedicating the book to it.

In connection with the use of the Standard System of Account-
ing of this association, we have a strong committee at work, charged
with the responsibility of determining a Standard Unit of Com-
parison. The members who attended the Chicago convention one
year ago, will remember the valuable paper on this subject pre-
sented by Mr. H. C. Mackay, the able and energetic chairman of

W. F. HAM,

President, 1900-1901.

the committee, and will recall the animated and interesting discus-
sion that followed the reading of the paper. The committee will
present another report to this convention; it is hoped you will
give the subject the earnest, thoughtful consideration its import-
ance demands, that there will be a thorough discussion in which
every member present will participate, and that we will agree on a
Standard Unit of Comparison which will be acceptable from every
standpoint and go hand in hand with the Standard System of -Ac-
counting.

The advantages of membership in the Accountants' Association,
to those engaged in the street railway business, are many and
varied. No man could ever hope to accomplish, single-handed,
what the association can accomplish, as a body. The annual con-
ventions give the members an opportunity of meeting each other,
interchanging ideas, learning from each other and acquiring knowl-
edge and experience which could not be obtained in any other way.
The Classification of Accounts of the association is a self-instruct-
ing text book; the Department of Blanks and Forms is a valuable
library of reference. Where, outside of the association, could
the street railway worker find such advantages? To those of us'
who struggled through the disadvantages of an unsystematic ac-
counting system, incident to street railways prior to the advent of
modern transportation methods, going through the evolution of
horse, cable and electric railways, construction and operation, these
advantages appeal strongly. What would we not have given to
have had then what we have now? The work of the association,
chiefly educational in its character, has only begun.

658

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

Having thus referred briefly to the present standing of the asso-
ciation and what it has accomplished, I will now draw your attention
to the more important question of what it should accomplish.

Our first and most important duty is to increase the membership.
There arc some large companies and many small ones not repre-
sented on our membership roll, which should be with us. An
earnest, determined effort should be made, in a systematic way, to
see that every company is solicited to join the association, and
that they are made acquainted with the advantages and benefits
to be derived from being members. This effort should not only
be made by the association as a body, but each member individually
should take up the work,_ as a personal canvass is often success-
ful where other measures fail. The life and success of this asso-
ciation depend upon its membership.

I earnestly recommend that this association consider the ques-
tion of formulating a standard system of accounting and a standard
unit of comparison applicable to the lighting and power business.
The growing importance of this industry, owing to the introduc-
tion of modern electrical machinery, making it possible to generate
current at one central power plant, economically transmit and dis-
tribute it at long distances, the increased consumption of current
for commercial and domestic purposes and the tendency of the
present day to combine the railway, lighting and power business,
demand that we give this subject immediate attention. There are
a number of our membership companies now engaged in the rail-
way, power, electric lighting and gas business. 1 would suggest
that a committee be appointed, charged with the responsibility of
this work and that they be instructed to make their first report
to this association at its annual convention in igoi. I would advise
that this committee confer and co-operate with a similar committee
of the National Electric Light Association, to whom has been
delegated the same work for that association. I am pleased to
announce that our William F. Ham has been appointed a member
of the National Electric Light Association committee. This is a
compliment to Mr. Ham, a recognition of the valuable work he has
performed for this organization, and an honor to our association
of which we may well feel proud.

It would not be amiss to state that the committee on a Standard
System of Accounting, at the suggestion of Mr. Brockway, gave
this question of a classification of accounts for lighting and power
companies some consideration prior to the annual convention of
1899, but decided not to present it to the i8gg convention, as there
were other matters of more direct importance to this association to
be considered at that convention. This accounts for our association
not taking the initiative.

Accounting is one of the vital elements of business. This is being
recognized more and more every day. In reading the proceedings
of the conventions of different organizations held during the cur-
rent year, I was so impressed with this fact, that with your per-
mission, I will present for your consideration some of the more
important points which were brought out with reference to account-
ing, as I feel we should take advantage of every opportunity to
study this broad subject in all its phases. At the convention of the
New York Street Railway Association, held in Buffalo, Sept. 18-ig,
igoo, Mr. G. Tracy Rogers, the president of the association, in his
annual address, said: "Much has been accomplished in the stand-
ardization of our accounts which will work out untold benefit to the
roads; besides strengthening our securities, it will give confidence
to the public, and afford us material for comparison."

In discussing a paper before the Southwestern Gas, Electric and
Street Railway Association, the president of a railway and lighting
company said in part: "The point of a comprehensive set of ac-
counts to be kept so that the condition of business can at all times
be understood is a great deal more important than we imagine
until we go into it, and the mare you get into it the more informa-
tion you will get. We are trying to be able to tell the details of the
cost of producing a kilowatt-hour from the time the coal leaves
the car until the consumer pays for it. This looks at first as if it
was uncalled for, and I have had the question raised that it took
too much time. After you have once got into it, it does not take
any more time than it did a year ago, to make out your monthly
report, with a detailed, statement, and you can see any little differ-
ence as to where your expenses are increasing or decreasing."

In appointing a committee to formulate a uniform system of
accounting, the National Electric Light Association recognized the
advantages of a uniform system that would be a standard for all

to conform to. At the convention of this association, held in
Chicago, May, 1900, Mr. J. B. Cahoon presented a paper on "Uni-
form Accounting." He pointed out the necessity of a system of
accounting that would show "true costs," not by single companies,
but by a great body, all of whom would follow the same method
and use the same system of account in determining the cost of pro-
duction.

In discussing this paper, Mr. Samuel Insull, president of the
Chicago Edison Co., said in substance: The first step in this
matter is to have our own members, if we can educate them to a
uniform system of accounting, state in their accounts what their
cost is, and stop them as far as moral suasion will stop them, from
working their construction accounts. If moral suasion will not
stop them, if we can get copies of their reports, kept on a uniform
system of accounting, we should bring them up here in the con-
vention and ask them to explain their accounts, when some com-
pany shows an abnormal profit as the resnlt of immoral accounting,
fooling itself.

As to a Standard Form of Report, I will say that the matter
has received attention and will be submitted for your consideration
later.

With reference to a Standard System of Blanks and Forms and a
Standard System of Accounting Methods, I would recommend that
a committee be appointed, charged with the work of preparing
model blanks and forms, general in their adaptability and use,
with such explanations and instructions as may be necessary or de-
sirable. These blanks and forms should cover the accounting work
of every department. I would suggest that the best form for each
specific purpose could be selected from the library of the associa-
tion, and in that way a book of mode! forms could be prepared.
The necessary explanations and instructions concerning the use of
forms should include in a general way, suggestions as to the meth-
ods to be pursued in gathering the figures and data that are to be
compiled in each specfic form. These suggestions must of neces-
sity be general in their application. Special local conditions will
require special study and treatment.

In connection with what this association should do as a body,
"to improve the work of the accounting department," each member
individually, for himself, for the association, and especially for the
company he represents, should take up this work and devote to it
all the energy, ability and application that he may have. We should
be thoroughly posted on the affairs of the company we are con-
nected with and have a general knowledge of the operation of the
road in all departments, or our sphere of usefulness and the value
of our work will necessarily be limited.

We should closely study the special local conditions which are
a part of the operation of every road, so that the accounting

Nov. IS, 1900.]

STREET RAILWAY REVIEW.

659

problem involved may be correctly solved and tlie conditions of
operation clearly and comprehensively set forth.

We should aim to make our system of accounting practical, com-
plete, thorough and economical. The advantages of modern meth-
ods in commercial business, and the introduction of labor-saving
devices should be thoroughly investigated and made use of it they
can be used to advantage. We cannot be producers of "gross earn-
ings," but we should be increasers of "net earnings." We should
be careful not to duplicate work or expend labor that is unnecessary
or yields no return. We should not be carried away with a mass
of figures and statistics that have no practical value or serve no
good purpose, neither should we go to the other extreme of dis-
missing as useless and valueless, much that may be of vital import-
ance, simply because it increases the work of the accounting de-
partment or necessitates the expense of additional clerk hire, when
results may be produced which would more than repay the work
and expense involved. I believe in an accounting system of such
scope and extent that the grasp of the affairs of the company, as well
as the operation of the property, is at all times within the hands of
the accounting ofliccr in charge; a system that will furnish any in-
formation that may be re<iuired or desired, promptly; a system that
will make it possible to answer any question which may be asked.

There arc two propositions that enter into the work of the
accounting department; though different, they are intimately con-
nected with each other. One is "accounting," the other is "rail-
roading." Mr. H. H. Vreeland, president of the Metropolitan
Street Railway Co., of New York, at our last annual convention,
said this -about the calling here represented: "I, from my expe-
rience, have always looked upon the auditor, or accounting officer,
of a railroad as the most important lieutenant and aid of the presi-
dent or managing officer of the road. I look upon the man at
the head of the accounting department as the confidential account-
ing adviser of the head of the property."

Special mention is due our able and energetic secretary, Mr.
W. B. Brockway, for the valuable work he has performed for this
organization. To Mr. Brockway's efforts the association owes much
of its success.

To the "Street Railway Review" and the Street Railway Jour-
nal, and our good friends and honorary members,' Messrs. Windsor
and Iliggins, we are under many obligations for courtesies extended.
The columns of the 'U^cview" and Journal have always been open
for the publication of anything that would further the interests of
this association.

Formal notice has been given, as required by the By-Laws, that
a change is proposed in Article VII of the By-Laws. This means
that the question of changing the time and place of holding our
annual conventions is to be voted on at this convention. I earnestly
hope that the question will be fully and thoroughly discussed from
every standpoint, and that every member present will express his
opinion as to what he thinks is best for this association to do, be-
fore the matter is put to a vote.

With reference to the next convention, I am reminded of a ques-
tion of the utmost importance to the association, and one that
has given your present officers much concern. I refer to the assign-
ment of papers. The success of our meetings depends in a large
measure on the selection of proper subjects for papers and having
the papers prepared and presented to the convention. Any member
of this association, when asked to prepare a paper, or perform any
other duty assigned to him, should appreciate the honor sufficiently
and have the interest of the association at heart in such a degree
that he would gladly respond when called on and give the associa-
tion the benefit of his best efforts. This is a duty that every mem-
ber owes to his fellow members and the calling he represents, a
duty that should not under any circumstances be disregarded or
shirked.

In conclusion, permit me to express my appreciation of the honor
you have conferred on me, that makes it at once my duty and privi-
lege to preside over the deliberations of the fourth annual con-

vention of this body. To be president of the Accountants' Asso-
ciation is an honor I esteem more than words can express. I thank
you for the honor bestowed and for the many acts of kindness
and courtesy that 1 have received from your hands, as well as your
valued assistance in many ways. Let me bespeak from you faithful
attendance and close attention to the proceedings of the meeting,
and especially, full discussion on all subjects. I earnestly hope
that this convention will be a fruitful source of information and
education, as well as a pleasant reunion for us all. Gentlemen,
I commit the business of the convention into your hands.

The secrt'tar.v and treasurer then submitted bis annual n'port
us follows:

KEI'OKT OF THE SECRETARY AND TREASURER.

The report of tiie work done In this office for a year has become
a rather large 'mdertaklng. eaused by the three divisions Into
whiuh the ofBee has resolved Itself — viz., secretary, treasurer, and
the Utpartmeot of Blanks. In each there has been so much ae-
complished that U seems better to divide the report so as to cover
each section of Ibe work separately. This Is without any desire
on my part to imitate the well known Poo-Bah, but if any sucb
charge should be made, I would promptly lay It upon the happy fac-
ulty the association has of being suecessful and busy, and keeping
the secretary busy, too.

In reporting the membership as it is today, the prophecy made
in last year's report as to the effect of consolidation has been, to a
large extent, verified; but the applications for membership that
have been presented have neutralized the loss, so that, from a nu-
mtrical standpoint, we are but very little worse off than a year ago.

Applications have been received from the following twenty-one
companies:

Indianapolis Street Railway Co., Indianapolis, Ind.

Charleston Consolidated Railway, Gas & Electric Co., Charles-
ton, South Carolina.

Louisville Railway Co., Louisville, Ky.

St. Joseph & Benton Harbor Electric Railway & Light Co., St.
Joseph, Michigan.

Union Traction Co. of Indiana, Anderson, Ind.

Chicago Consolidated Traction Co., Chicago, III.

Manchester Corporation Tramways, Manchester, England.

St. Louis Transit Co., St. Louis, Mo.

Portsmouth, Kittery & York Street Railway Co., Portsmouth,
New Hampshire.

San Antonio Street Railway Co., San .\ntonio. Tex.

Conestoga Traction Co., Columbia, Pa.

Chicago Union Traction Co., Chicago, 111.

Washington Traction & Electric Co., Washington, D. C.

WiDchester Avenue Railroad Co., West Haven, Conn.

Cleveland & Eastern Railroad Co., Cleveland, O.

Connecticut Lighting &. Power Co., New Y'ork, N. Y.

Consolidated Traction Co., Pittsburg, Pa.

Bridgeport Traction Co., Bridgeport, Conn.

Seattle Electric Co., Seattle, Wash.

Buffalo Railway Co., Buffalo, N. Y.

Erie Transit Co., Erie, Pa.

Resignations have been received from the foUcring twenty-five
companies:

Southern Electric Co., St. Louis, Mo.

Nassau Electric Railway Co., BrookljTi, N. Y.

City & Suburban Railway Co., Washington, D. C.

Brooklyn, Queens County & Suburban Railway Co., Brooklyn,
New York.

Citizens' Railway Co., St. Louis, Mo.

People's Railway Co., St. Louis, Mo.

Lindell Railway Co., St. Louis, Mo.

Missouri Railroad Co.. St. Louis, Mo.

Kokomo City Street Railway Co., Kokomo, Ind.

Columbia Railway Co., Washington, D. C.

Hamilton Street Railway Co., Hamilton, Ont.

Columbus Central Railway, Columbus. O.

Metropolitan Railroad, Washington, D. C.

Union Depot Co.. St. Louis, Mc.

W*est Chicago Street Railway Co., Chicago. 111.

Cicero & Proviso Street Railway Co.. Chicago, 111.

Hawaiian Tramways Co., Honolulu, H. L

660

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

Oakland Transit Co., Oakland, Cal.

Fair Haven & Weslville Railway Co., New Haven, Conn.

Milwaukee, Racine &. Kenosha Railway Co., Racine, Wis.

Syracuse Rapid Transit Co., Syracuse, N. Y.

North Chicago Street Railroad Co., Chicago, 111.

Brightwood Railroad Co., Washington, D. 0.

Central London Railroad Co., London, England.

Lowell, Lawrence & Haverhill Street Railway Co., Lowell, Mass.

The statement of growth in membership is:

Charter members, Cleveland, March, 1897 2ti

Additions reported at Niagara Falls, October, 1897.. 12

Additions reported at Boston, September, 1S9S 32

Additions reported at Chicago October, 1899 34

Additions reported at Kansas City, October, 1900... 21

Total applied 124

Withdrawn 28

Membership October 16, 1900 96

This shows a net loss of but 4 members. But the average num-
ber of applications received per year has been 34, while 1900 shows
but 21, a drop of 13 in the average. These figures show plainly the
need of a definite action on the part of the present members to-
ward the gathering in of every company within reach. It is not
so much that a larger showing may be made that this effort seems
necessary, as it is to make the association so representative that
its deliberations may carry tbe positiveness which comes from such
a larger point of view.

During the year furniture has been added to the equipment of
this office, including a second-hand typewriter, a book-case, a
copy-press, etc., costing less than $60.00. All of this was very
much needed.

The financial statement is interesting, showing as it does that
the increase in dues has been well received by the membership,
and that the necessity of a larger income is appreciated.
The receipts have been as follows:

In Bank, Oct. 14, 1899 $ 19.28

Donated account 1899 deficit 160.00

Dues for 1900 1,570.00

Dues for 1899 10.00

Applications 310.00

Interest on deposits 7.65

Total $2,076.93

The expenses have been as follows:

Salary, secretary $200.00

Secretary, ofiice expenses 75.90

Postage 62.00

Office furniture 59.25

Printing 1899 Report 260.65

Stenographer, Chicago Report 110.00

Printing 58.05

Department of Blanks 12.75

Printing 1899 Standard Report 129.50

Note paid 125.00

Miscellaneous 88.59

Total $1,181.69

Balance in bank, October, 1900 895.24

Had the dues remained at $10, and expenses for this year as they
are — and it is difficult to see how they can be reduced — the result
would have been an income of $1,120, and a deficit of $61.69. This
income includes $160 contributed at the last convention; withoui
it, the deficit would have been $221.69. To take into account that
the expenses are $210.05 lets than last year, will make the wisdom
of the increase in dues more clear.

At this point I wish to explain, that with his customary liberal-
ity. President Duffy has refused to receive his expenses to New Or-
leans to confer with the secretary in March of this year, or to
Milwaukee, to attend the meeting of the National Convention of
Railroad Commissionears. In the latter trip, Mr. F. E. Smith,
auditor of the Chicago Union Traction Co., took the same action;
and it is through the kindness of these gentlemen that the treasurer
is enabled to report a decrease in opeiating expenses and so large
a balance in bank.

For the Department of Blanks and Forms, there Is to report a

■ considerable increase in the blanks filed by the addition of the
issue of 12 companies and the re-filing of a number of re-issued
forms. All of these add to the interest and value of the collection,
which has reached such large proportions through your co-opera-
tion.

Among the new olanks received is a large set from the Glasgow
Corporation Tramways, which, on account of the differences in
practice, were rather difllcult to fit to our classification of blanks,
and have been filed in a separate book numbered 15. An examina-
tion of this set will be found very interesting.

Owing to economy of space, instances will be noticed where
blanks have been filed on top of others, in all cases showing the
full size and composition of each; but at times by a similarity of
papers, the dividing line could not ahvays be easily distinguished.
To remedy this, a light black line has been ruled around every
blank, giving a result very noticeable to those who examined the
collection at Chicago; and, at a glance, rather than by close scru-
tiny, the blanks are separated and compared.

The new collection of rubber stamp impressions, while not rep-
resentative, is an interesting addition and assists to the result
aimed at by the department.

On motion of H. L. Wilson, Boston, the report was accepted and
ordered filed.

President Duffy: The next order of business, gentlemen, ac-
cording to the printed programme, is the appointment of commit-
tees. On the Committee on Nominations, I will appoint Mr. H. L.
Wilson, of Boston, Chairman; Mr. S. E. Moore, of Pittsburg, and
Mr. Simpson, of Augusta. On the Committee on Resolutions, I
will appoint Mr. Wm. F. Ham, of Washington; Mr. Chas. M. Hem-
ingway, of New Y'ork, and Mr. Suda, of St. Louis.

The next order of business is the paper, or, rather, the address,
of Mr. John I. Beggs, general manager of the Milwaukee Electric
Railway & Light Co., on "What Does the General Manager Want
to Know from the Accounting Department?" and in this connection
I desire to say that Mr. Beggs has very kindly filled the place ot
another gentleman on the programme, at very short notice. Mr.
Wyman had this paper assigned to him, but has recently gone out
of the street railway business, at least out of the direct charge of
a road, and he has been called to Boston, and it was impossible for
him either to attend the convention or to prepare a paper, and Mr.
Beggs, very kindly consented to address this body on the same sub-
ject.

ADDRESS OF MR. BEGGS.

Nov. 15, :yoo.]

STREET RAILWAY REVIEW.

()(A

that arc suggcstid lu lue as Uju uiauater of one of IheHC! public
iiUliUes.

What the gcucral iiianagei- wiBlict; Lu know from the Accounting
Department, I should narrow and say, "What Doch the General
Manager Wish to Know from the Head of the Accounting Depart-
ment?" I would not be presumptlous enough lo think that 1, In
the few minutes that I shall occupy, could stand here and tell to
you what the general manager wants lo know from the accounting
department, when so much time has been so well expended by
your association for several years past developing and demon-
strating just what he should know. The system of blank forms
and accounts that you have developed is liighly creditable' to your
associaliou. It will do much to save the industry in which we all
are so vitally interested. The first thing tlie general manager
wants to know from the accounting department, in my judgment,
is that the accounting department believes in the general manager's
policy. He wants to know that he has loyal, enthusiastic,
energetic supporters in carrying out what may be the general
manager's policy, and that they will aid it conscientiously and
fearlessly; and when the head of the accounting department can-
not subscribe to the general manager's policy he had better tender
his resignation. As a rule the general manager stands for the
board of directors, and they are supposed to stand for the stock-
holders, which is the capital. Unfortunately they have not always
done it, but they should do it, and I think that the executive man-

JOHN 1. BEGGS.

agements of these public utilities are year by year giving a stricter
account to the great body of stockholders. In order to do this we
must have conscientious, earnest work both on the part of the
general manager and of the accounting department. Unfortunately,
the general manager is not always a trained accountant; he is too
often not competent to analyze and determine whether or not the
accounts and the various statements that come to him are made
up intelligently, or to analyze and determine whether or not they
have been properly kept. And that, in days gone by. has been
responsible for the failure of some of these public utilities, and
caused them to be re-financed. They have run aground without
knowing it; like the mariner whose compass has become disar-
ranged or does not know how to read it, they are cast ashore;
they run against the breakers, and it is the easiest thing in the
world, because too often it is to the interest of the general mana-
ger and the board of directors to make too glowing a statement of
what they were doing, and this is particularly the case during the
years of construction or development when they have a capital ac-
count to be drawn upon.

Capital account has covered multitudes of managerial blunders
and extravangances. Therefore. I always take the position that it
is best to close up the construction account as quickly as possible.
U there is going to be any error made in your accounting depart-
ments, gentlemen, let it be on the other side. Have a little more
property than you think you have. When a man puts his hand in
his pocket and expects to find seventy-five cents, but finds, instead,
a dollar, he feels very good. It is not a very large amount, but
nevertheless it is on the right side. He has just a little more than
he expected. But if he puts his hand in his pocket and finds he
has only fifty cents, he is disappointed; he says. "I certainly
thought I had that," and such is the case with many of these prop-
erties that they go on deluding themselves: because there is a con-

Ktructlon account, they charge Into that many thiagH that should
liave gone to operation. It la one of the rcaaona why many new
interprlscs Bccm to Hhow such phenomenal results. I have seen a
statement very recently of a certain line running Into the city of
Chicago, or nearly so, showing the expenseH to be down to some-
where about 30 per cent. (Laughter.) Now, we all know how
that 1h produced. Of course, that la not done In order to show
what the actual results are. It Is produced in order to unload a
promoter's property upon an unsuspecting Investing public. I
only refer to that because that statement has been brought to my
attention within a few weeks, being on the market. But very
often our properties get Into the same condition, because of a lack
of intelligence. Therefore, the general manager wishes to know
from the head of his accounting department— and I shall deal with
the head— that there Is an Intelligent understanding, and an honest
practice in the making up of either the dally, the monthly, or the
annual statements.

Ah I said at the outset, the general manager wishes to know that
the head of the accounting department is in sympathy with and
believes in his policy, because a general manager should lay down
the policy for his corporation. He is put there for that purpose.
Now, he must know that his associate who Is In charge of Ihe
figures believes in that general policy, will help him carry It out.
will in every ni.mner co-r,pcratc with him. will walch and see that
there is consistency throughout every department of the company's
business.

Some of our properties are In a little more complex condition than
others. Take the property with which I am associated: we con-
duct a very large electric lighting business In three or four differ-
ent cities, some part of it under our main company, some under a
traction company which we operate. Consequently. It Is very diffi-
cult at times to feel that the same general practice is observed In
each one of the co-ordinate companies, possibly under the name of
one. and that the head of each particular department observes the
same methods as are observed in every other.

In the street railwa.v business it is highly important that the
general manager shall have confidence in the Integrity, In the vlg-
llence and discrimination and keen perception of the head of the
accounting department and know that he will watch that there Is
no injustice permitted even to the humblest employe of the com-
pany, and that the trainmen are held to strict account. The idea
should not get abroad among your force of conductors that there
are not too many shortages being reported, or that there Is too
much carelessness in the accounting department. We make it a
rule to have the accounting of the trip sheeu and the returns of
the various conductors directly under the head of our accounting
department. We have but one head of "figure wrestlers" as I call
them. We do not havf> it divided into transportation department,
and so on. but all is under one head. I am a great believer in cen-
tralizing responsibility, and in having one head responsible and
giving him the highest degree of confidence. One of the most im-
portant things in dealing with the conductors on street railways.
is that they have absolute confidence in those who pass upon their
daily returns. They should not. every day or two. be brought face
to fare with the charge. "You have a shortage to-day of a dollar."
or fifty cents, whatever it may be: that creates distrust and it
scon permeates the whole mass of men. They begin to distrust
the accounting departments, and to believe that their methods are
not accurate. That comes back, it works almost incalculable harm
among our men. and we who are managing these properties to-day
are carefully studying that there shall be no cause of unrest, of
dissatisfaction among our trainmen. Tou have seen a number of
serious labor troubles among that class of men during the past
year. We went through it, four and one-half years ago. one of the
first large railway strikes. We have watched It carefully ever
since. It very often comes from the accumulation of a multitude
of these trivial matters, that give good cause at times for unrest.
These are some of the things we want from the head of the
accounting department I am ignoring your system of blanks
entirely. I did not conceive that was what you wanted to hear
about, or that it would be a thing of particular value to you, be-
cause you are giving labor and conscientious thought to that sub-
ject. The blanks are being perfected from year to year, and de-
veloping in greater detail. I thoroughly understand that in differ-
ent corporations there are varying conditions that do not apply to
all. Consequently there must be, with your system of accotmts.

662

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

provisions for some flexibility ttiat may suit the peculiar condi-
tions of various corporations, many of which are interested in a
variety of things, and have more than one interest to provide for.
They must likewise be sufficiently flexible to permit, sometimes, of
what may be the peculiar or unreasonable notions of the general
manager. He may have an idea that he wants injected into them
certain additional features, or, possibly a very good reason from
his standpoint, which is not always recognized, perhaps, by the
head of the accounting department. The general manager should
have the confidence and command the respect of the head of the
accounting department to such an extent that, notwithstanding It
may cause some additional labor to provide these auxiliary ac-
counts, as we might call them, for his information the work will
bo cheerfully done. The manager may have better reason for ask-
ing for them than appears on the surface, and it may entail, as the
head of our own accounting department has sometimes found, a
considerable amount of additional labor; but it i? not urpIoss: it i.=;
for some good cause. I am well aware that all managers have
ideas that are different possibly from those of the heads of their
accounting departments because of some previous experience they
themselves had in the science of accounting. I use the word "sci-
ence" advisedly, because accounting is a science, and if the broad,
fundamental, underlying .science of accounting is thoroughly un-
derstood by the head of the accounting department it will be much
easier for those charged with the operating of the properties.

I bad something to say when this association was being organ-
ized as to what should be included, having given considerable at-
tention to the various forms of accounting of this and its kindred
industry, electric lighting, for a great many years. In fact. I was
one of a committee some fifteen years ago to standardize a system
of accounting for electric lighting plants in that early day. They
had done more I think in the line of standardizing their accounts,
or at least one branch, electric lighting. I speak more particularly
of the old Edison Association of Illumination Companies, which
was a close corporation and still is I believe, but I was the presi-
dent of it for seven or eight years and we had a very carefully de-
vised system of accounting whereby we could, with a great de-
gree of accuracy, compare the results of various companies through-
out the United States. Though more limited than this association,
we demonstrated, at that early day In the electric lighting indus-
try the great advantage of being able to compare accounts.
That is highly advantageous, absolutely essential, even in the
street railway business. The general manager wants to be as-
sured that the head of his accounting department is watching his
expenditures from day to day, watching that the estimates made
of construction, or of some piece of reconstruction, do not seriously
exceed the requirements, or if they do. that the fact will be
brought to the attention of the general manager in order that a
proper remedy may be applied: that the practice throughout the
various departments of the corporation is uniform, so he may not
have, as is sometimes the case, an employe In one department
asking to be transferred to some other department in the business
of the same corporation for the reason that the practice is different.
Such a condition should not exist, and yet it may exist if the comp-
troller, or the auditor, or the head of the accounting department,
by whatever name he may be known officially, does not bring to
the attention of the executive head the facts that exist. Take it
in our own corporations, where at times our employes number any-
where from two to three thousand men: it is impossible for the
general manager to attempt to know what evpr> specific rate of
pay is throughout all departments, and that there is uniformity in
the pay rolls and uniformity In the hours put in in the various de-
partments. All of these things come directly under the eye of the
head of the accounting department, and where irregularities exist
It is highly important that he should report them in order that a
remedy may be applied.

line a car is earning only one dollar per car-hour, and that going
along month after month, there is some reason tor it. It may be
a good one, but nevertheless, it is the duty of the accounting de-
partment to bring the matter to the attention of the general man-
ager. The accountant may be conversant with the reasons why
certain things are so, but as these matters are coming under his
eye day after day, if discrepancies exist he should promptly bring
them to the attention of the general manager.

The general manager desires, furthermore, to know that the head
of the accounting department is taking occasion to correspond
with other roads of similar size operated under practically the same
conditions, is obtaining copies of their reports, comparing tfiem
and bringing to the attention of the general manager features in
them which would seem to show that as regards certain features
the other lines were being operated more economically than his
own. The points wherein we are operating better than the others,
I do not care to know about. I arrange to have the heads of de-
partments go away two or three times a year to some other city
where perhaps there Is a very good system of operation and manage-
ment and a good system of accoimting; I am very glad indeed to
have the head of my accounting department take two or three
short trips during the year: to go to different cities, and observe
their methods, and I always say: "I don't want you to come back
and tell me a single thing that we are doing better than they are.
I don't want to know that. That will take care of itself. But go
and find something that they are doing better than we are, and we
will try to copy that, and if possible, improve on it just a little."
The managers want to know, and they do not always have the time
to investigate for themselves, that this comparison of accounts is
made: otherwise, what is the use of this uniformity if you are going
to close it up and lock it up in a safe? I want any company, the
head of any accounting department, allied to this association, or
to the street railway association, to feel that it can send to the
Milwaukee Electric Railway & Light Co., or any other company
in which I am in an influential position, and obtain any data that
we have. (Applause.) We do not consider it a burden to give in-
formation to you, if we have to put on a clerk to copy the reports,
w? will do it. I want, likewise, to feel that if we wish to have
some information from any member of this association, or of the
street railway association, that they will not feel that we are bur-
dening them when we ask for it. In our practical operation, I
many times take time that I could not command for myself, but I
do take it, to go over our system and show its various phases to
gentlemen who come from a distance to see what we are doing,
and I take pleasure in doing it. The exchange of ideas is valua-
ble, and unless these various statements, these various reports and
results that are being realized by the various companies, are going
to be interchangable, of what use is this uniformity of acco\ints?
It Is for some purpose. It Is for the purpose of being able to
make fair, intelligent comparisons, that we may know what we are
doing. Above all. have the head of your accounting department
keep his accounts in such a way that you do not need to fear if
at any time your state railroad commissioner, or if perchance there
should be a national railroad commission, should order your books
closed. Let your accounts be upon the same basis as is adopted
by the national banking department at Washington: when an or-
der is given for a statement of accounts, it is not of some day in
the future, but always some time in the past, so that there is no
opportunity to fix up the books. So our accounts should be. We
want particularly to know, or at least I want to know, that if the
head of my accounting department and all of his assistants are
called hence, that a new set of accountants can go to their desics
in the morning and find nothing to clean up for yesterday — that
the work is kept up day by day. That is highly essential, and it
that were always done, it would not take so lon.g for many mana-
gers to get a statpment of what their actual condition Is. It is
highly important to know that there is promptitude with all these
accounts, that the work is always right up to date. It will save
many errors and many blunders. It is one of the besetting short-
comings of many accounting departments that they are alwa.vs
going to do something, going to prepare some statement sometime
in the fiiture. The future is not theirs. Consequently it is highly
important that accounts shall always be up: that if the general
manager wants to know something he can send with assurance to
the head of the accounting department for such and such a state-
ment and it will be forthcoming as soon as it can be transcribed

Nov. 15, i(j<)o. I

STREET RAILWAY REVIEW.

66.^

from the booUn, or fiom somo other Ktatmifiit, or that he can .send
the original. Two of the most Important things that a general
manager want.s from the accounting department are accuracy and
promptitude.

As I said at the outset, I have to apologize, for not having pre-
pared an address such as would no doubt have been prepared by
my friend, Mr. C. D. Wyman. I am .substituting for him this
morning. I have been substituting for him for four years. (Laugh-
ter.) I desire, on behalf of the managers of street railways, to ex-
lend to this association, my earnest, heartfelt appreciation of the
good work your a.ssoclation lia.s done, still Is doing, and which I
hope It will continue to do. I think no higher compliment could
bo paid to your association than the co-operation asked for by the
steam roads and by other organizations of this kind In their ef-
fort;i to perfect a standard system of accounts and of forms, This
matter of standardizing fornis is as important as the standardiza-
tion of accounts, the forms on which the aixiounts pa.ss from the
various heads of departments Into the a<'Counting department. Much
of the accuracy of the accounting department will depend upon the
comprehensiveness of the forms that go out from the storerooms,
from the heads of the various departments, from the man In the
shop as showing the cost of a certain piece of work, and so on
down the line. There is quite as much necessity for making these
various blanks uniform throughout, as there is for the accounts
themselves, because if these various blanks are not fairly uniform
it will be much more dilflcult to make uniform the accounts based
upon them. I do not know Just what forms the association has
adopted. I think in oui own practice we subdivide to a somewhat
greater extent than is provided for in the standard forms of your
association. However, we keep the various heads so thoroughly
in accord with the standard system of accounts of this association
that they are practically the same, with the exception that I sub-
divide to a greater extent some of the expenses of maintaining
equipment. I have the cost of all labor and all material sub-
divided.

I can keep the cost of material in my mind. When I see a state-
ment that material costs so much. I can check whether or not that
is about right, without asking any additional figures; but they can
cover up a multitude of sins in th3 item of labor, omissions and
mistakes, because that is much more difllcult to cover. In all
work, my suggestion would be that you subdivide and ditterentlato
between the cost of labor entering inio any piece of work and the
cost of the material entering into It. because the general manager,
'f he is familiar with his business, knows about the amount of
material. If it is putting a set of wheels under a car. I know -what
those wheels cost. I do not know if the thing comes to me bulked,
called wheels and labor; I cannct tell whether the labor has cost
$1.50, which would be about the cost of putting on a pair of wheels,
or whether it is $2.50 or $3, if it is all covered up in one item.
Therefore, I urge upon the Accountants' Association the advisa-
bility of subdividing the cost of materials as against the cost of
labor that is necessary to put that materia! into use. We sub-
divide in our own practice. For car bodies, for instance, we keep
carefully the cost of painting, etc.. as an item by itself. Likewise
the cost of heating, the cost of lighting cars. Many of these things
that, are coming to him in that way the general mana.ger wants to
know in order that he may be able the better to analyze and de-
termine whether these various items are being kept down to the
lowest point consistent with the highest degree of perfection in the
maintenance of his construction.

League and other aHHoclatlonB went before the IcglHlature some
eighteen months ago, at the biennial HesHion, laHt winter a year
ago, to present a bill requiring us to file our accounts, and annual
statement, with the ofncers of the Htate. They expected that wc
would antagonize and oppose them, and possibly by underhand
means defeat It; Instead of thiB I urged the pansage of that act.
Our accounts should be kept, as I said before, in such a manner
that you do not need fear the clOBest possible scrutiny, either as to
(he underlying policy of the corporation or as to the methods em-
ployed In working them out. Once be honest and you will quiet
much of the criticism In the various loealltlRn In whlih you arc
operating. Under the law of Wlsconhln today, every street rail-
way and electric lighting company must (lie a statement giving In
very great detail the results of Its operation every year, and we
have no hesitation in doing so. We believe that It will do much
to liring about a better stale of feeling between the general public
and the corporation that Is serving it. I believe In the broad,
general, underlying principle that a street railway company Is, of
all corporations, one In which the general public Is most vitally
Interested, and It has a right to be Informed as to your methods of
operation and of management. We are public servants, and we
are the one class of public servants with whom everyone In the
community must come In contact. He may escape everything else,
he may escape the tax gatherer, except once a year, the undertaker,
except once In a lifetime, but the street railway company he Is
coming intimately into contact with several times a day. In our
own city we are carrying at the present time an average of one-
half of the entire population every 24 hours. They are vitally In-
terested, gentlemen. Do not attempt to deny It, but proceed upon
the broad, general principle that they have a right to know that
the property is being conscientiously operated so as to afford them
the greatest possible degree of convenience, of comfort, of safety
and of reliability, and to this end, the heads of our accounting
departments can do mueh to assist the general manager and re-
lieve him of many of the details of the complex position in which
he is placed.

I thank you. gentlemen, for your patience; I thank you for the
courtesy of calling upon me to fill the gap left in your programme.
I only regret that time has not permitted me to have given to the
subject more analytical thought, that I might have presented these
views In possibly briefer form, and possibly In form that would
have produced what I wish to produce, make your organization
more valuable If that is possible to the great Interests that we
represent. (Applause.)

President Duffy: I wish to especially thank Mr. Beggs in behalf
of this association for the able, interesting and instructive address
he has given us this morning. Everyone here should go out of
this hall with new lessons to learn. If we had more general man-
agers like Mr. John I. Beggs, we would have more accountant<;
like the accountant of his company (applause) ; we would have more
accountants such as accounting officers should be; not machines,
not book-keepers, not. as he termed it. but In a different sen.se.
"figure wrestlers." but accountants. The lessons that Mr. Beggs
has pointed out to us. each and every one. should take home to him-
self, and I earnestly hope that we will have more of the gentlemen
across the way in attendance; and I again thank Mr. Beggs lor
coming here and giving us the benefit of the thought that he has
so ably expressed here. (Applause.)

Mr. Beggs: Mr. Chairman. Just one other word, because I must
ask to be excused and return to the other side. I consider the
head of my accounting department mv most important associate In
the management of the property. I always have done so; I do
now. T consider him not so much, as Is often the case, in the light
of at employe, but really an associate in the management of the
property; and so, every head of an accounting department should
fit himself to be in reality an adviser upon many of these points
that are coming to him daily, hourly, <Jay in and day out through-
out the entire year. He is to a certain extent, the right hand of
the general manager.

President Duffy: (3«itlemen. if I may be permitted to digress a
little from the regular order of business — It is with great pleasure
that I observe that one of the Old Guard is present this morning.
He has honored this association by his presence, and further hon-
ored it by the presence of his wife. Gentlemen, we have with us
Mr. and Mrs. Henry J. Davies, of Cleveland. Mr. Davies. as you

664

STREET RAILWAY REVIEW.

I Vol. X, No. ii.

all know, was formerly an active member, an extremely active
member. He is now an honorary member, but nevertheless we
would be very glad indeed, if upon this occasion he would be an
active member. Mr. Davies, will you kindly come forward?

Mr. Davies: Mr. President and Gentlemen; I am glad to be with
you again. I hope that in some capacity, either as an accountant
or as a supply man, 1 shall continue to meet you yearly as long as
your association meets. I am sorry that I did not hear all of Mr.
Beggs' address. That which I did hear was good. It must be, it
seems to me, a delight, to work as an accountant for a general
manager like Mr. Beggs, a general manager who knows what he
wants to know, and who knows how to get at it, and appreciates
the work involved in getting at it. But when you are an account-
ing officer of a company whose management, perhaps, does not
know what it wants nor how to get at what it thinks it wants,
your responsibility Is greater and your services are more valuable
to that company. Mr. Beggs, in his address, covered the ground
of the topic assigned him, it seems to me, and I can add nothing to
it, unless it be to emphasize two or three things that he said.
First, the accountant should study the condition of his company,
its receipts, its expenses. He should present to his management
comparative figures, figures showing what one line does as compared
with another line; what the company did this year as compared
with last year, this month as compared with last month; what his
company did as compared with another company whose lines are
similarly situated. Your general manager will not care for all
the details, all the process by which ynu get at results; he proba-
b'y will not care for all the results at which you arrive,, nor would
it be wise perhaps to present them all to him. If your lines are
all running along about as they should, it there is no remarkable
difference between the operation of one line and another, between
the operation of your company and another, he won't care to know
the process, the figures by which you arrived at that result. A
mere statement of the fact is sufficient. But. if in studying your
aecoiints. you find a remarkable difference between the cost of
operating one line and the cost of operating another, between the
car-mile expenses of one road and the car-mile, or car-hour, ex-
penses of another, present that fact to him as clearly, as emphat-
ically and as startingly as possible. Let him ascertain why, help
him ascertain why. if you can. Gentlemen. I did not mean ta
make a speech or discuss any subiect. (Applause.)

President Duffy: Our friend, Mr. Davies. said something about
being a supply man. He is now the secretary of the National
Carbon Co. In speaking of the car-hour I presume that he was
thinkine: of the carbon hour. (Laughter.) I have an announce-
ment to make here. The Kansas City Club, at Twelfth and Wvan-
dotte Pts.. extends open house to the persons wearing badges.
Th's extends over two weeks.

Mr. DiifTy. as chairman of the committee on "A Standard System
of Street Railway Accounting." then submitted the following report:

REPORT OF COMMITTEE ON STANDARD SYSTEM OF
ACCOUNTING.

No changes in tlie present classification of accounts or in
the forms of monthly and annual reports suegrcst themselves
to the committee; none have been suggested, therefore we rec-
ommend that the classification stand as it was adopted at the
Chicago convention in iSgg. unless this convention directs other-
wise.

Your committee received very few queries from members regard-
ing the classification of accounts. These queries were promptly
answered. It is assumed that the classification as it stands, in the
absence of any information to the contrary, is satisfactory to all.
Your committee would be pleased to hear from the members re-
garding this question.

With reference to the Classification of Material and Supplies,
submitted by this committee to the 1899 convention, in a supple-
mentary report, no official action was taken by the association.
Your committee, in referring to this matter now, desires to explain
that the classification submitted was not intended for anything
more than a suggestion to the convention that would possibly aid
in dealing with the important subject of material and supply ac-
counts.

The Standard System of .A.ccounting is now in general use, rec-
ognized and accepted as the standard for street railways. One

of the most valuable features of the system is, that it admits of
comparisons between companies. This feature is especially appre-
ciated.

At the convention of the National Electric Light Association,
held in Chicago, May, 1900, a paper on "Uniform Accounting" was
presented. This paper criticised the Accountants' Association for
treating Taxes as a deduction from income, stating Taxes should
be considered a part of operating expenses. This position was en-
dorsed in the discussion of the paper, following its reading. Mr,
Stuyvcsant Fish, president of the Illinois Central Railroad Co., in
an article published in the "Street Railway Review," was quoted
as saying that the Inter-State Commerce Classification of Accounts
did the railroads an injustice and caused them to make misleading
reports, because Taxes were not treated as a part of operating
expenses. All of this is very interesting in view of the action taken
by this association on the question of the classification of taxes.
Your committee does not care to provoke any further discussion
regarding this mallT. but begs leave to refer to its position as it
explained and sustained it. and was sustained by this association
at the conventions in 1897. 1898 and iSgg. The paper presented
to the National Electric Light Association, not only classified
"Taxes" as an operating expense, but "Interest on Investment."
"Interest on Current Liabilities." "Investment Insurance." (depre-
ciation), and "Reserve for Sinking Fund." These five accounts
are all classified as operating expenses, grouped under the heading
of "Capital Accounts." The reason for doing this was. it was
held these accounts should all be included as a part of operating
expenses and not as deductions from income, in order that the
"true cost" of production could be determined. Your committee
does not wish to do anything more than present this matter for
your information and consideration, without comment, further
than to refer to the grouping of these five accounts under a heading
entitled "Capital Accounts." The gentleman who presented the
paper frankly stated that his stand was open to criticism; for that
reason, and because your committee believes that this association
should not criticise the position taken by other associations on
questions of accounting, it is desired that the matter should not
be discussed by this convention.

This association was invited to attend the Convention of Rail-
road Commissioners of the United States, held in Milwaukee. May,
1900. Messrs. H. C. Mackay. F. E. Smith and the chairman of this
committee, attended the convention, responding to the rollcall when
our association was called. We were officially recorded in the
minutes of the meeting as having been present and representing
this association. Nothine transpired at the convention of any direct
importance or interest to this orsranization. except that Mr. Ashley
W. Cole, chairman of the Board of Railroad Commissioners of
the State of New York, a member of the committee on Classifica-
tion of Construction and Operating Expenses of Electric Rail-
ways, reported for the committee that the 1899 convention adopted
the committee's report Cthis report was the classification of accounts
adopted by the Accountants' Associationl. Mr. Cole stated that
some of the states recommended that report to the corporations
within their jurisdiction, and the state of New York has had that
report printed in pamphlet form and is now sending it to all the
electric railroad corporations in the state.

Your committee has made a strong eflfort to induce the Federal
Census Bureau to use the Standard System of Accounting of this
association, in the work of compiling statistics concerning street
railways, in connection with the Census Report of 1900. We hope
to succeed in this undertaking and feel encouraged from the fol-
lowing statement of the director of the census, made in a letter
dated July 24. 1900: "The subject of street railways is a special
one. which will not be taken up for about a year. I will have the
letters placed so that they will have full consideration when the
proper time comes. I am glad to receive suggestions at any time."

F. E. Smith, Chicago: Mr. President, I move that the report
be accepted and be placed on file.

The president put the question on the motion and it was carried.

President Duffy: Gentlemen, that about completes the order of
business for the morning, but we have a gentleman here with us,
whom we all feel very kindly towards, and who has done a great
deal for the street railway accountants. I refer to Mr. J. H. Mc-
Graw. of the Street Railway Journal. Mr. Higgins is an honorary
member and is unable to be present at the Convention, and Mr.

Nov. IS, 1900.]

STREET RAILWAY REVIEW.

McGraw has honored the association with his presence this morn-
ing. Mr. McGrnw, I would bo very mnrh ploaspd If you would Bay
a few words to us.

Mr. McGraw: Mr. President and gentlemen; I am not going to
l;il<e your time willi ;iny spcccli wlialcvi r. liut I assiiri' you 1 aji-
prtclato the honor of being tailed upon to addre.KS this body of
gentlemen, forming the Street Railway Aeeountants' Assoflallon
of Amerlea. I will not attempt, Kir, to take up or go Into a dlseus-
sion of your work, which Is well known throughout the country,
not only to the aeeountants themselves and the street railway
presidents and managers, hut to a large body of oiitslders who are
Interested directly or Indirectly and are closely watching your
work. I want to commend most highly the work of this associa-
tion. I am sure, and I know, that It has been thorough and ef-
fective, and the respect in which this association la held by the
street railways throughout the country, not only the street rail-
ways but the bankers, the capitalists represented In street railways
with which I come in contact, take occasion frequently, to speak
In the highest terms of the work this association is doing. I thank
you again for the honor of being called upon and for this oppor-
tunity of saying a good word, which I do most heartily. In favor of
the work of this association.

President nuffy: Gentlemen, we have a little time yet. with
nothing special for this afternoon, and I would be very glad to
hear from any gentlemon present who would be good enough to
give us the benefit of his thought, or suggestion, or criticism, a
sort of a brief and informal dlscussi'>n on any subject pertaining to
accounting. We have one here with us that Is comparatively new
In our association, at least his company is. I will ask him to say
a few words. Mr. Moore, of Pittsburg.

Mr. S. E. Moore: Mr. President and gentlemen: I think the-
president should state what he would like the few words particu-
larly about before he calls on a delegate so uncermoniously as
that. I can only say that I am glad to meet with all of the gentle-
men of the convention and that I hope to be able to do something
befori- it is over, that may be of use. not only to the accounting end
of it, but to the street railway work generally.

Mr. Diiffv: W'^11, i^ciitlnmiMi. we li.nvc another now member in
our association, Mr. Hemingway, of New York, representing the
Connecticut Light & Power Co. Mr. Hemingway, we would be
very much pleased to hear from you.

Chas. M. Hemingway: Mr. President, this is my first appear-
ance in the association and I am very much interested Indeed in
the papers and reports. On? suh.1ect in your opening address I am
very much interested in. That was the uniformity of accounting
■where the same company operates railways, electric light and gas
plants. That comes partieularlv under my department and T am
very much interested to see something put forward in that depart-
ment. I have nothing else to say lust at this time, but I have
learned a great deal from the meetings.

President Duffy: Is there any other gentlemen good enoush to
favor us with a few remarks, or has a suggestion to make, or shall
we adiourn. We have established a record for punctuality which
we maintain this morning by a very narrow margin. It is ten
o'clock until it is eleven. We would like to ooen to-morrow
promptly at ten. and I would ask all of you to make it a noint to
be on band early, so as to take your car out on time. If those gen-
tlemen who are on the executive committee will be good enough
to go to the Midland Hotel directly, we will have our executive
committee meeting so that the report can he presented to-morrow
morning.

On motion, adjourned until 10 a. m.

WEDNESDAY. OCTOBER 17TH.

The meeting was called to order at 10:30 a. m. Wednesday by
President Duffy, who at once announced the first paper:

THE ROUTINE OF A STREET RATT.WVY. ELECTRIC
AND GAS LIGHTING COMPANY.

under my observation in the past ten years, or while in the street
railway line. I do not, however, confine myself to the street rail-
way business alone, as llicre arc a great many companies like the
one with which I am associated, lliat have the electric light as well
as the gas business of the cities in which they arc located.

First the railway, starting with the report from the conductor to
the accoimting department. The office furnishes the train dis-
patcher the night before with the "Portable" registers, and a list
showing the number of same, the register and the register read-
ings. The dispatcher gives out registers only to the daylight and
six hour men, as they start out in the morning. All other registers
are given out at the office. This list (Form l) is returned to the
office by the dispatcher, not later than 9 a. m. with the name of
conductor filled in and certified to by him. This goes to the
young m.in in charge of the car earnings record (Form 2), also the
trip sheets CForm 3) and envelopes (Form 4) containing the con-
ductors remittances after they pass through the cashier's hands.
The cash is handled by only one person and goes direct from the
conductor to him and from there to bank which furnishes a dupli-
cate deposit slip which is turned over to the chief clerk for entry
on general cash book, after a comparison with earnings record.

All money when ready for bank is put up in such shape that it
will be accepted by the teller without counting bills, or wrapped
silver at time of deposit. Currency is put up in $50. $100, and $250
packages; on the wrapper are marked the company's name, the

By C. O. Simpson, Auditor .■Xueusta Railway & Electric Co.. Au-
gusta. Ga.

In this paper upon the routine of a railway, electric and gas light
company, no attempt has been made to go outside of our own
office, but I will touch briefly on some points which have come

C. O. SIMPSON".

date and the amount. Silver is also wrapped and marked accord-
ingly, small change to make up balance of deposit is put in en-
velope.

Cash tickets are checked up with the earning book by the auditor
every month and burned. Transfers are counted, and after com-
paring with the trip sheet are destroyed.

Conductors reports are filed daily, that is. each day is fastened
together and kept in a convenient place in the office until the end
of month when they arc filed in store-room.

A small ledger with index is kept of over and short account.
An account is opened with each conductor: the Dr. side is short,
and the Cr. side is over. This book is kept where conductors can
see it every day. and if they find a shortage, they make their re-
mittance that much more, or vice versa, to balance the account as
shown by this ledger.

The cashier also handles all collections of the electric light and
gas departments, keeping a separate petty cash book for each, giv-
ing as much detail as possible to the bookkeepers in charge of the
different department ledgers, and general cash book (Form 5) into
which it is condensed, as the latter is ruled so that only the
amoimts are necessary, except in the sundry column.

The electric light register (Form 6) is used entirely as a load
book, that is. it shows the number of each c. p. light, motor power,
fans and if on meter, meter readings in kilowatt hours. The read-
ing of electric meters are recorded on cards (Form 7). These
cards are turned over to bookkeeper on the completion of each
route, for entry on register.

666

STREET RAILWAY REVIEW.

[Vol. X, No. ii

leaf, they can be made to run twelve months, but owing to the
accumulation of dead accounts, and new business, this is hardly
satisfactory.

The names of customers are kept in both register and ledger,
alphabetically and in the order of the vowels. When transfer is
made to new books at the end of six months, we do not give a
numbered place in the ledger to accounts that show balance only,
but on one of the back pages of the ledger we keep these delin-
quent accounts under the heading of "Balances." The total being
carried under the same heading, and given a number in the front
of ledger, until finally paid or written off. Advance customers are
treated in a similar manner, except that they are given a number
preceded by the letter "A." I also wish to add that all churches
and Chinamen are put together under letter "C," but are given a
regular number.

The gas books are similar to the electric light books, except the
register or load book (Form 12), which only shows the meter
reading, past, present, and consumption for tc'.h lighting and fuel
at the different prices per thousand fee'

The gas bill (Form 13) is almost a copy of the register book, but
in addition is ruled to show discount for prompt payment before
loth of month, following consumption.

The reading of gas meters are recorded in a book (Form 14)
printed and ruled for that purpose. The routes are divided into
what we call the up-tovvn and down-town routes, and are read by
two men, who alternate every other month. The bookkeeper takes
these readings direct to the register or load book.

The recapitulation of the register or load book compared with
the register of output at plant will show the leakage.

We use the addressograph in connection with both electric light
and gas bills, this machine prints the number, name, address and
dale of bill, in one tenth the time it formerly took our bookkeepers
to do the same work.

We use a bill register (Form 15) in which are recorded all bills
due the company for material sold or labor performed. One line
is used for each bill and the book is ruled as follows: date of bill,
number of bill, against whom item, date rendered, amount, date
paid, account credited, and remarks. Each bill (Form 16) is num-
bered.

All bills and accounts against the company are paid by voucher
(Form 17) which gives all the details. There is provision made
for inserting a description of each bill and in addition to the de-
scription on each voucher, the original approved bill is attached,
but the latter never leaves the office. If the voucher is paid through
the mail, all bills are attached to a slip, the same size as that of a
folded voucher, called a "tracer" (Form 18) and remains there
until the voucher is returned, receipted, all papers are then at-
tached to voucher and filed away.

Vouchers are numbered consecutively, commencing with No. i
each month. The voucher record (Form 19) is ruled to show first
voucher number, month, in whose favor, amount of pay roll, or
voucher, account charged, store stock, operating expenses, sun-
dries account, etc. The recording of a voucher will occupy as
many lines as there are accounts to be charged in the distribution
and are charged on the record direct to the operating, construction
or other accounts affected. No bill for sundries or material, etc.,
is vouchered until approved by the purchasing agent and superin-
tendent. It is then made up by the chief clerk and goes to the
auditor and president for their approval before recording or pay-
ment. The pay roll voucher (Form 20) is made up from reports of
time (Form 21) from the heads of departments. The distribution
is made and it is entered in the record and filed as a regular voucher.

Unclaimed wages, that is wages uncalled for, after six months

are credited back to the account as charged on pay roll, and record
made on pay roll accordingly.

General journal entries are made from a manuscript statement,
which is a recapitulation of the several books, such as cash, bills
and vouchers, and these statements become a part of the perma-
nent file. Therefore the items are not entered in detail in the jour-
nal. The traffic statement (Form 22) is made from the car earn-
ings book,, and gives all data necessary to make up statistics as to
the traffic on the road for the month, but only that portion per-
taining to the revenue and how earned is journalized. A recapitu-
lation is also made of the bill book and the entry made charging
bills for collection with the total amount of bills and crediting the
different accounts, as shown. The recapitulation of the voucher
record is made in a little more detail. The operating accounts of
the railway and electric light departments are separated as well as
the construction and sundry accounts, and the voucher number and
amount of each voucher charged to that particular account are
given. The entry is then made charging each operating, construc-
tion and sundry account with the total for the month and crediting
vouchers and pay rolls their respective amounts. The recapitula-
tions of the cash book and light ledger are similar to the others,
but more attention is given to the cash book, as it embraces the par-
ticulars of receipts and disbursements and clearness in entering
transactions is of great importance even in the general cash book.

There are a number of what we call "regular journal entries" such
as the transportation of letter carriers. An entry is made charging
the United States Post Office Department (which is an open ac-
count on the ledger) and crediting the earnings account with one
twelfth of our yearly contract and when the quarterly payment is
made by the Post Office department it is credited direct to this ac-
count on the cash book. Similar entries are made for the rent of
power for the operation of a short line running from Augusta over
the Savannah River into South Carolina which we do not control.
Chartered cars are usually paid for in advance, or on the day fol-
lowing their use and are credited direct to the account through the
cash book, if not they are billed and so pass through the bill reg-
ister. Interest on the bonded indebtedness is charged to "Interest
on Bonds" and crediting "Accrued Interest on Bonds." Semi-an-
nually an entry is made charging the latter account, with the semi-
annual interest and crediting "Interest-Coupon Account." When
remittances are made for this interest to our eastern representatives,
it is charged to their open account, and it so stands on the ledger
until the coupons are returned to the company, as they are very sel-
dom all paid and returned at one time, or within 30 or 60 days after
due. The journal entries then made, or made from time to time as
they are returned, afe necessarily in detail, giving the series and
numbers of each, charging to Interest-Coupon Account, and credit-
ing our eastern representatives.

We have also an account called "Advanced Expenses" into which
we charge direct from voucher when payment is made for such
items as taxes, coal, water for power, etc., which are paid quarterly
and annually, or extraordinarily heavy purchases of material. An
entry is made each month to the respective operating accounts,
charging out approximately what would be, or has been used in
that month.

The balance of many accounts is shown by the balance sheet the
first of each month, for instance the amount in the debit column to
gross electric light and power account, will be the same as the total
of the balance sheet of the light ledger which comprises something
like 1,500 individual accounts. The balance of bills for collection
consist of the unpaid bills as shown by the bill register, the balance
to vouchers shows those unpaid at that time, also the pay roll ac-
count.

We use the ordinary check book, as everything is paid by vouch-
ers, the stubs of which show the name and number of vouchers cov-
ered by the corresponding check, which is all that is necessary for
entry in the cash book. Separate check books are used, one for the
Railway & Electric company, and the other for the Gas Light com-
pany, as they are at present separate corporations, but are handled
as one as much as possible to reduce expenses.

The most valuable of all papers I consider the real estate deeds

No\'. JS, ii/io. J

STREET RAILWAY REVIEW.

667

and plats rcprcscntinK nil tlic really of llic cnmp:iny, wlulluT used in
the operation of the road or not. A separate hook is used (lo x 14
in. in size) called the Real Estate Hoolc, on the left hand page of
which is a plat of ground, and on the right hand, or as many pages
following, as is necessary, is a description of the property. The
index to this hook is complete, indexing perhaps under six or seven
headings as the property is referred to a great many times, as the
tract of some of its former owners or hy the company as tlie
"power house property," "sand pit," "east station," or "west sta-
tion." The deeds arc kept in a hankers' file, and given the same
number as per folio in book.

Contracts arc also filed in an ordinary bankers file.

Ordinances arc usually published in the daily papers, and a copy
is pasted in a scrap book; if not printed, a written copy takes its
place.

Letters arc filed in the ordinary files, but in addition to copying,
the stenographer makes a carbon copy of the answer which is at-
tached to the letter be^ire filing.

The stock ledger (Form 23) and the transferring of stock is very
simple. The ledger is ruled first giving at the top of the page space
for the name, address and any other information as to the payment
of dividends, etc. The rest of the ruling shows first date, trans-
ferred from, or to; certificate number; Dr. shares; Cr. shares; Cr.
balance. All stock certificates when cancelled have written across
the face, to whom issued, and number of new certificate. This cer-
tificate is then attached to the stub bearing the corresponding num-
ber.

As is well understood in this association a frank discussion is in-
vited of the iTicthods and forms I have explained. Any system
adopted by a company is more or less a growth evolved from
emergencies ana circumstances, and side lights thrown by opinions
from different points of view are always valuable.

President Duffy: We are very much obliged to Mr. Simpson for
his able and instructive paper, and I think it would be well to fol-
low his suggestion concerning the discussion, 1 will ask Mr.
Smith, ot Toronto, to open the discussion'.

J. M. Smith: This is, I am sorry to say, my first appearance
since the organization ot the association. I feel somewhat on the
outside, with you American gentlemen, tor the reason that we do
not operate our system altogether as you do here. I think you are
all familiar with what they call the coffee-pot system we have over
there. We do not use the registers, and in those particulars we
are not similarly situated, but wo run our accounting departments
right in line with yours. We found that we were not in such very
bad shape at the time you organized, but we have benefited by the
suggestions of your various committees that have reportetd from
time to time. I enjoyed Mr. Beggs' remarks yesterday and those
of Mr. Simpson this morning, and I think We have reason to be
very much encouraged from what has been said and done, and the
way the efforts ot the association have been appreciated by outside
concerns.

Mr. Mackay: Mr. President. I would like to ask Mr. Simpson
how he handles the meter readings; whether he tries tto equalize
the lighting bills by reading shorter months in winter time and the
longer months in summer time. There is a great difference in the
method of reading electric lighting meters. I would like to be in-
formed on that point.

Mr. Simpson: We have alw-ays made it a point to start on a
certain day of the month. On the 26th we read all our meters,
except in the month of February. We make that two days longer.
As far as comparing the amount of bills for each month is con-
cerned, we have never had any complaint as to that. The car reg-
isters are kept in the accounting department, and go out from
there.

Mr. P. E. Smith: And no matter where the car may start, the
conductors have to come and get their registers where they first
start, early in the morning.

Mr. Simpson: They are sent out from the power house. They
are started from there early in the morning. The rest of the day
they start from our office. They leave the registers there and also
get the registers from that point.

Mr. Smith: How about the fellows that get through at one or
two o'clock in the morning? Do they leave them in there, too?

Mr. Simpson: No, they are returned to the power house and
taken care of theie, and returned to us later.

Mr. Smith; Then the register that oomes In at one or two o'clock
In the morning you are not able to put out again until later In the
day?

Mr. Simpson: Yes; we have a double set of registers, using one
one day and using another set the other day following.

Secretary Brockway: Mr. Simpson, what style of registers do
you have?

Mr. Simpson: We are using the Meakor portable register at
present. The first of the year we are going to use the stationary
register.

President Duffy: May 1 ask you what Induced you to change
your style of register?

Mr. Simpson: I am not In a position to answer because the mat-
ter has been heretofore left with the superintendent of the road,
and I have paid very little attention to It. As we are situated a
man has to come to the office anywhere from a half hour to an
hour before hand to get his register and go down and take out his
run. Sometimes he Is delayed, and that leaves the register In bis
possession too long In oiii opinion. That Is one reason, I think,
why we have made the change.

Mr. Tripp (Seattle): Do you have any difflculty In keeping the
expense in the railway department and the light department and
your power stations separate?

Mr. Simpson: No, we depend upon our engineers to a great ex-
tent. We use very little coal. We use water power, and have two
stations, one principally for the electric light and the other for
the railway, although we do use the railway station through the
day for the alternating current and the day lighting, using what
we call the lighting station at night only. We make an arbitrary
oliarge for the station that we run bdtli kinds, making the charge
from the electric station to the electric lighting department. We
do not subdivide on the kilowatt-hour basis.

Mr. Mackay: I would like to know how you subdivide your gen-
eral expenses between your gas, electric and street railway divi-
sions.

Mr. Simpson: Well, It is not charged. I have two sets of books.
luting a separate corporation, I make my vouchers on the Gas
company. In other words, the railways company pays the expense
ot the office, the general expense, to a great extent, and I will make
my voucher of the gas company in favor of the railway company
for its portion, which is arbitrary, and the balance Is charged to
general expenses, you may say, divided between the two depart-
ments equally, railway and electric.

Mr. Mackay: How you arrive at your arbitrary figure? Is it
mi the basis of earnings?

Mr. Simpson: On the basis of earnings; yes, sir.

Mr. Moore: It might te interesting and supplementary to Mr.
Simpson's answer to Mr. Mackay as to meter readings in the mat-
ter ot light, heat and power, to say that in Pittsburg we read the
meters daily, subdividing the city into districts; for instance, taking
20 to 25 meter readers, and each provided with a meter reading
book which covers a day's work. Each of the 23 meter readers
finishes up his own simple district each day. He follows again the
next day, and every 25 days, when the collectable accounts come in
they are all in for the current month, and then we put them onto
the prepaid meters and simply collect all through the city for the
whole amount of prepaid— that is, the slot, meters. When the
meter reading bocks come in in thi morning they are passed over
to the bill clerks and each one has his day's work allotted; then
they pass on to the registry clerks and are entered, and passed
out in the mail that night. Thus we are right up to date as to the
amount of gas, natural or artificial, or electricity, that has been
consumed by the customers in that district every day. Those dis-
tricts are then allowed 15 days in which to pay. in 10 of which
they would get a discount. Five days after that they get a delin-
quent card. Each clerk having charge of one registry follows up
every day, and when he finds, 15 days after he has made his bill,
that there is a delinquent customer, the latter then gets his little
blue card. They all know what that means. In that way the read-
ings are kept up continuously, the collections are kept up contin-
uously, and I think we have a pretty good system as regards meter
reading and billing.

President Duffy: Mr. Moore, may I ask you what particular
point you want to cover by having a daily record of the meter read-
ings, or daily reading of them, rather?

Mr. Moore: It is only a daily record every month with each cus-

668

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

tomer. Each house is called on regularly on, say, the fourth of
the month, and out of those districts each one comes in, and our
revenue comes to us regularly, day after day by the amount of the
meters read.

President Duffy: You have meter readers who work daily, but
the particular meter in any particular residence is only read once
in 30 days?

Mr. Moore: Once every month.

Mr. Heminway: The bills go out every day In every district?

Mr. Moore: Yes; bills continually going out, continual collec-
tions.

Mr. Mackay: That has the same effect as though it was a read-
ing of the separate days of the month, only on account of the num-
ber of customers you are obliged to record it in that way.

Mr. Moore: Exactly. We pro-rate our work right along, sub-
divide it daily and close it up.

Mr. Mackay: At the end of the 15 days do you cut a customer
oft?

Mr. Moore: Provided he has a record, we do.

Mr. Tripp: 1 would like to hear some more discussion on the
question of dividing expenses between the railway and the light
department, such as do not divide themselves, as in the case of one
power station furnishing current for both the railway and the
light department. I would like to hear some one suggest a way
to divide the coal or water, general expenses and those things.

Mr. Tripp: Suppose a station doesn't have wattmeters?

Mr. B. L. S. Tinglay (American Railway Co., Philadelphia, Pa.):
We have one station which is occupied Jointly by electric lighting
and power plant. We apportion the current by meter, charging
the railway company and crediting the light so much per kilowatt-
hour for its current. We regularly bill it to them, because in the
state where we are operating we are not allowed to consolidate.
We charge them a fixed monthly rent for the use of the office, and
we apportion the salaries of everything but the station force.
That is, the office salaries are apportioned prorata as to the gross
receipts of the two companies.

President Duffy: Is there any other gentleman interested in the
railway and lighting business that can further enlighten us about
apportioning the expenses?

W. F. Ham (Washington, D. C): \Ve are in the railway and
lighting business. We apportion our general expenses of the rail-
way and lighting companies approximately on the basis of gross
earnings. It is a fixed scale for the year, however. We do not at-
tempt to change that ratio from month to month. Where there
are expenses of a single power station which furnishes power to
both railway and lighting companies, the expenses are pro-rated
on the basis of the output, except that certain railway companies
have fixed contracts with the lighting companies which existed
prior to the practical consolidation. In those cases the I'ate con-
tinues as heretofore, and with any increase in the price of coal the
railroads get the very much end of the bargain. What is the gen-
eral custom of the members of this Association, or what is the best
way, of filing cancelled coupons? I think that the plan of keep-
ing a record in the general books of the outstanding coupons is an
excellent one. I think it is preferable always to keep the general
books in such a way as to refiect the exact condition of the com-
panies, and to do away with as many auxiliary books as possible.
Therefore, the scheme which Mr. Simpson has outlined shows at
all times the coupons which have not been returned cancelled. I
would like to know what is the best way to file or to keep the can-
celled coupons. The way I have been accustomed to doing it is an
expensive way, pasting them in coupon books, and when you have
a heavy capitalization, as some of us have, with a great many
coupons, it takes much time and considerable expense.

Secretary Brockway: What form of books do you have, Mr.
Ham, providing a place for the bond?

issues, we have one book alone for each maturity, 20,000 coupons
in a single book; but to sort those and to paste them in the book is
a heavy expense. Now, in some cases they file these in boxes or
packages, and whether the trustee of the mortgage is satisfied with
that record when he is asked to satisfy the mortgage is a question
in my mind.

Secretary Brockway: A steam road with which I was once con-
nected filed the two ways, as you are doing, with the maturities,
and then when a new issue was made, a very large Issue, they
adopted the box plan. The Central Trust Co., of New York, ac-
cepted it as being conclusive evidence of payment.

Mr. F. E. Smith: The Erie road has been doing that for years.
It has a big bond issue.

Secretary Brockway: I use the maturity books, but the books
which were in New Orlean." when I went there had a page per bond
providing a place at the top for the cancelled bond as it came in,
or when it does come in. But that required very large books and
many of them, heavy and cumbersome, and with our new issue I
adopted the maturity plan with one year's maturity; that is, two
payments in each book. We do not have 20.000 coupons.

Mr. Ham: Not very long ago I had the coupons audited by a
company which I was then with very carefully. They wanted to
know that every cancelled coupon which we showed cancelled had
been cancelled. Now, if we had attempted to do it with boxes or
anything of that kind I think we would have been several months
ia getting thtrough with it, because that would have meant the
recounting of all those coupons. As it was, we had a hundred
coupons on a page, and if there was any missing coupon, the blank
space would stare you right in the face. So, just as fast as you
could turn the pages over you could verify the account. Certainly
it is a very nice way, but it is a question whether there is any other
way which is equally as good.

Mr. Smith: Suppose you had a box with a number sticking up,
say No. 99. You have your number up there instead of your
coupon. Wouldn't that satisfy most anybody, if after counting
the coupons you found that the original numbers that were in the
box agreed with your book account? I should think an auditor
would take that.

Secretary Brockway: Yes, if you could satisfy them that all
you said were there, were there.

Mr. Smith: I have not attempted to use the box system yet, but
I hope to if we get out any more bonds. As I understand it, the
Erie road has been doing it for years, is to use a box, say, to hold
1,000 coupons, say, January, 1901, coupons, from such an issue of
bonds; blank numbers are stuck in there which are Just a little
higher than the coupons will be, with the numbers from 1 to 1,000.
As fast as the coupons come in these numbers are taken out and
put into the July box and the coupons put in their places. Thus,
at all times, they can see the numbers of the coupons which are
out, from these little pads that are sticking up. That is the way
I am going to do.

President Duffy: Do I understand that you file those coupons in
tin boxes like you would throw cash in a tin box?

Mr. Smith: No, in a paper box. Then, when those coupons are
all in, have them counted by two or three people and sealed. Then,
if anybody comes along, the trustees of the mortgage, you can turn
over that sealed box to them. If they are not satisfied with the
certificate, let them count them.

President Duffy: Mr. Ham, may 1 suggest that, in answer to
that question as to the verification of the canceled coupons, do you
not have a special coupon account deposit with your bank?

Mr. Ham: You might have and you might not.

President Duffy: The point I was getting at was this: If you
make a deposit on coupon day, and if your bank book is balanced,
and you exhibit that to your expert who examines your books,
that in itself is a certificate that a certain number of these cou-
pons have been paid. I think that would cover the point which
was raised.

Mr. Ham: In the particular instance to which I referred it
would not have answered, but, generally speaking, I should think
it would.

Mr. J. M. Smith: I have found a difficulty with my coupons
where I have opened a special bank account. There are always a
number of these coupons outstanding. I have some outstanding,
running over a period of three or four years, and I do not know
that that would be proof to the trustees that the whole thing was

Nov. 15, IIXKJ.J

STREET RAILWAY REVIEW.

669

paid. It Is quite an Important item. I use a certain file for a cer-
tain coupon and paste all the coupons In. As Mr. Ham says,
It takes a lot of labor and expense, but I think the trustees would
rather see that done than to take for granted that all the coupons
are In a box. As the box is a simple method, it is a very good sug-
gestion; but I do not know wlietlier the trustees would accept it.

Mr. Tripp: Is it not a fact that the trustee is usually the man
who pays the couijons?

Mr. Smith; Not in all cases.

Mr. Tripp: It gonrraily is with us. In that case it Is up to him
to show whether it is or not.

Mr. Smith; No; with us there is a trust company that is trustee
tor the bondholders. We pay tlirough the bank. We have bank-
ers and trustees, so that the trustees have nothing to do with it.

Mr. E. D. Hibbs (Jersey City): We follow the method outlined
by Mr. Ham, filing and using a numbered book for the maturity
bonds. That is very simple, because the trustees of our mortgage
really pay the coupon. We deposit with them the full amount due
and open an account with them for each coupon, and on the term
of the coupon we credit it. Wliile it does not show the actual
number of coupons out, it shows the information which the Man-
hattan Trust Co., which is our trustee, wants. 1 do not know of
any other methods that would be so satisfactory as the coupon
book, the scrap book, and filing.

Mr. W. G. McDcle (Cleveland): We had at the time of consoli-
dation three sets, which, of course, are taken care of with the new
bonds, but we had them all scattered around and put them in
boxes. Each company had different boxes and had them outlined
for several years to come. Mr. Davies and myself started the box
system. We had a large tin box made of very heavy tin, with lit-
tle compartments to take care of the coupons still due, and when
they came in they were put in that box, putting the date on the
outside of the box.

Mr. Mackay then road the following report:

REPORT OF COMMITTEE ON A STANDARD UNIT OF
COMPARISON.

H. C. Macl<,iy, Chairman, F. E. Smith and A. H. Ford, Commitee.

At the last annual convention of this association, the Unit of
Comparison, as treated in the paper presented by Mr. H. C.
Mackay, was referred to this committee to report at this conven-
tion, action having been deferred for the lack of sufficient time to
discuss the matter properly and to admit of further unbiased inves-
tigation.

It is a matter that, since the adoption of electricity as a motive
power, had received very little serious thought; and the discarding
of a unit that had for years been recognized as the standard, nat-
'uraiiy brought up questions requiring more study and investigation
than could then be given them. It is but fair to say that this
committee's opinion was divided as to the merits of the ditTerent
units advocated, but, after studying the matter in all its bearings,
we arc convinced that the motor car-hour is the best unit yet ad-
vocated; and, being the same on all systems, large or small, it can-
not be otherwise than practicable. Since that time, it has been
put to practical tests, having been adopted by some of the largest
systems; viz., Minneapolis and St. Paul, Minn., and Milwaukee,
Wis. This test has demonstrated that the motor car-hour is a
stable and correct unit, and it has further conclusively shown that
the car-mile is an unreliable unit, even between lines of the same
system. To illustrate, we submit the following figures taken from
actual service and applied here to comparison of earnings.

Speed Earnings

Line. per hour. Per car-mile. Motor car-hour.

No. 1 8.3 33.25 cents $2.76

No. 2 16.2 28.57 cents 463

No. 3 10.7 26.79 cents 2.86

The supposition was (up to the time oi comparison on the
basis of motor car-hours) tliat line No. I was proportionately the
best earning line of the three, but the trutli is. it is the poorest.
This erroneous result was made to appear true on the basis of
car-miles, simply because this line was operated at a lower rate of
speed, the smaller divisor naturally leaving a greater quotient.

As applied to operating expenses, we submit other figures.

Car mileage 3.6S3a>

Motor car-hours 3S0O0

Earnings per day $1.36750

Operating expenses per day (50 per cent) 683.75

Earnings per car-mile -3743

Earnings per motor car-hour 3-9'

Opcratijig expenses per car-mile .1871

Operating expenses per motor car-hour 1.95S

Reducing the speed of this line 25 per cent, retaining the same
equipment and running the same length of day, what is the result?
We have, without changing the cost of operation, reduced the mile-
age made from 3,653 to 2.740.

The expense per car-mile was $.1871, and is now $.2495, an ap-
parent increase of $.0624.

The expense per motor car-hour was $1,955, and is now $1,955,
sliowing no change, as none exists.

Speed, then, is shown to be the factor that prevents the car-mile
from being used as a correct basis. Speed docs not enter into
the motor car-hour, The absence of this variable quantity of speed,
together with the fact that labor, the principal item of expense, is
computed on the basis of the hour, or multiple of the hour, sustains
our position.

It is interesting to note the conclusions of the steam railways
regarding the use of the car-mile as a unit. The following figures
were taken from the report of the 33d annual convention of the
American Railway Master Mechanics' Association. The committee
cmpliasized the unreliability of the car-mile by the following com-
parisons, showing the cost of operating a simple or ordinary engine
to be $.2449 per car-mile and the cost of a compound engine to
be $.2883 per car-mile, an apparent difTerence of 17 per cent in
favor of the simple or ordinary type of engine. Yet. by reason of
the greater capacity of the compound engine, the cost per 10,000
ton-miles was $3.23, as compared with $4.03 for the ordinary engine,
thus showing an actual gain of 24 per cent in the work performed,
in favor of the compound.

As to the question whether a standard unit is practicable or not,
it would seem that, given a unit of comparison, which is admitted
to be identical in every case, the question is not debatable. If the
unit is correct, the result or comparison must be correct, as the
component parts of all accounts have already been standardized
by this association. It has been claimed that the variation in cost
of operating, between a high and low speed line, affects the value
of the motor car-hour as a unit. The high speed line certainly
requires more current, and its repairs to electrical equipment are
greater, but we are at a loss to understand how this can aflect
the unit. We could as consistently question the value of the yard
as a unit of measurement because one kind of cloth cost 10 cents
and another kind 12 cents per yard.

If a manager was shown that the cost of maintenance 01 electrical
equipment of cars was 25 per cent more on his system than on
another, it would certainly be to his interest to investigate, to
determine whether more improved motors were being used, or if
greater care was not being taken in the use of them. Very true,
the investigation might develop that the difference in cost was due
wholly to greater grades or to excess of travel on his lines, but it
would show him the facts, and wherever a difference did exist,
would advise him of it. This would be a practical use of a standard
unit.

It was contended that the cost of ascertaining the number of mo-
tor car-hours would be such as to preclude its use on a large system.
As a matter of fact, it is so much more easily determined than is
car-mileage, that the cost is naturally less, and the readiness with
which it is ascertained is one of the strong arguments in favor of
its adoption. Especially is this the case in cities where large num-
bers of cars are run without reference to schedule time, but
wherever and whenever deemed necessary. Experience has shown
that reports of mileage made by trainmen are only approximately
correct, but the record of the time of the starting and pulling in
of a car at the station can be accurately kept and verified by the
time of the motormen. The unit of comparison as applied to elec-
tric street railways has not kept pace with the rapid changes

670

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

which have been made in every feature of this industry during
the past decade. The unit adopted by the steam railways, the
passcnger-raile, was adopted by the street railways, but, owing
to the impossibility of determining the distance each passenger
was carried, that clement was discarded, and, though its usefulness
as a unit was impaired, it has continued to do duty as a standard
unit to the present time. It applied very well to the old horse
car, where the variation in speed was an unimportant factor, but
time has wrought its changes, and a new unit to fit up-to-date con-
ditions is deemed necessary.

With the past few years, a new problem has arisen owing to the
construction and operation of high speed electrical suburban and
interurban lines. These are but the forerunners of what will shortly
be in active and aggressive competition with the steam railways.
These lines will, doubtless, be controlled and operated by the street
railway systems of the large cities, or at least in conjunction there-
with; hence, creating a necessity for a unit of comparison appli-
cable to both high and low speed lines.

We herewith oflfer the following resolution for your considera-
tion; "Resolved, That this association recommends the adop-
tion of the motor car-hour as the Standard Unit of Comparison."

Mr. Maekay then said; In this connectiou, gentlemen, I wish to
say that it is not the intention of our committee to preclude the use
of any other unit. We simply wish the car-hour established as a
unit o£ comparison and adopted by all the roads, so that we can
malie comparisons upon that basis. There is no objection to the
use of any other unit, as I say, and we would be glad to hear from
you on that subject.

President Duffy: Gentlemen, this is one of the most interesting
and valuable reports that we shall have at this convention.

Mr. Dimmock; Mr. President and gentlemen: From the man-
agers' standpoint 1 consider the adoption of a unit which we can
all agree upon is the most important thing in the keeping of the
books of an electric railway. When we go to our directors and
they wish to know the condition of the road, they will immediately
compare the condition of their own road with the condition of other
roads, and what brings the conditions about. In our own case we
have found that in every instance there has been a difference of
opinion and an unsettled feeling as to this unit; but I do feel that
we can reach a point wheie we can all agree upon one unit this
association will have done more good for the general managers of
the different roads than anything that I can imagine. From my
standpoint, in both departments. I feel if we could get the unit
question thoroughly settled we would Immediately commence to
correspond with one another, especially the managers, as to what
their percentages were during the different periods of the year. I
was not present when that question was brought up last year, and
I would like to hear a brief discussion as to what the motor-hour
is based on, or consists of. in order that I may be posted as to what
Is going on now relative to this question.

Mr. Maekay: The motor car-hour is merely the car-hour tor the
time that the car is in service. If the car started out at seven
o'clock in the morning and ran until ten o'clock, it would be out
three car-hours. The only reason why we called it the motor car-
hour was that we eliminated the trailer as a factor altogether. It
was based upon motor car-hours.

Mr. Wilson: As the car pulls out from the car-house at a cer-
tain hour and is returned at a certain hour, supposing it runs 10
trips during that time, and has a lay-over of 10 minutes each trip,
do you have some method by which you eliminate the lost time?

Mr. Maekay: Not at all; your expenses are going on just the
same.

Mr. Wilson: A great many of your expenses are not.

Mr. Maekay: Your expenses are practically going on, with the
e.xception of your power, and, of course, some maintenance that is
eliminated; but that is a feature of operation which is largely con-
trollable, and I do not see that that would alter the case anyway,
any more than your mile. If you were using the car-mile your
car is remaining stationary, and your expenses are going on in
some cases, and not in others.

Mr. Dimmock: The running delays and everything of that kind
would be the same for each method, you consider?

Mr. Maekay: It would be about the same on each road.

Mr. Dimmock: Do you divide your total operating expenses
pertaining to the service into the number of car-hours, or vice
versa?

Mr. Maekay: Using it as a divisor, j'es, sir.

Mr. Dimmock: That gives you the cost of one ear-hour?

Mr. Maekay: That gives you the cost of one car hour, and as
you can readily see, speed cuts no figure in the matter at all.

Mr. Dimmock: If you run three or four cars in one train, do
you only consider the hours of the motor, provided there were two
or three conductors?

Mr. Maekay: That is a problem, I presume, that the individual
road would have to take up. We do not operate, and I think as a
general thing two or three cars are not run in a train. Trailers, as
a rule, are simply put on to bring the capacity of the motor car up
to a certain standard. There are certain cases, and Mr. Duffy's is
oue of them, I think, in Chicago, where they operate two or three
cars together, and in that case it might be necessary to consider
each car as a car hour; but that is a matter, for the few roads in-
terested to take'up and decide by the^iselves.

President Duffy; Mr. Smith, of Chicago, is a member of this
committee, and he sometimes runs more than one car at a time in
a train. Perhaps he can enlighten Mr. Dimmock on this question
of whether it should be car-hour or motor car-hour.

Mr. Smith: I do not see why it would not be a car-hour with us.
Would it not be with you?

President Duffy: I should think so.

Mr. Smith; I cannot figure on the motor car-hour exactly. I
should think it would have to be the car hour.

Mr. Dimmock; You have a conductor on each car in Chicago,
probably?

Mr. Smith: But we do not have a motorman. On our cable
trains, for instance; four men run four cars. I do not see why we
would not have to have it on the car-hour.

Mr. Maekay: It would seen to me that each road would have to
decide that for itself. It the car is running its full capacity, and it
is simply a question of operation, whether you can pull one car
through a street or pull four cars through at the same time; your
streets being so crowded, it is a difficult matter to decide how you
are to get your cars through and in getting the motor car through,
you may just as well pull four or five. It seems to me that is a
different proposition altogether from the ordinary railway, which
is operating its cars upon regular schedules.

President Duffy: In Chicago some times the third or fourth
trail car in a train is a motor car.

Mr. Maekay; Do you mean that there would be three motors
followed by a trailer?

President Duffy: No, sir; there is one motor behind three cable
cars. It seems to me we would have to use the term car-hour.

Mr. Maekay: You might use the term car-hour, but I think with
nearly all roads, with these tew exceptions, that the motor car-
hour would bring them nearer to a standard basis.

Mr. Tripp: Mr. President, I was not here at the last meeting,
and did not hear this discussion. I would like to have an ex-
planation made why speed does not have some effect on the car-
hour as a unit.

Mr. Maekay: Because your hour has not the same length.

Mr. Tripp: It costs more to run a car 20 miles an hour than to
run it 10 miles?

Mr. Maekay: Certainly, it costs more to run at a higher rate of
speed, but your expenses would show in just that same propor-
tion. Now, on the basis of car-miles, the reverse is the case. If
you use a car-mile as a basis, and you increase your speed, your
divisor is just so much greater, is it not? And instead of showing
the actual results, you show that as a decrease. Now, with the
car-hour your expenses are increased and your showing is just that
much more.

Mr. Tripp: I think that is right.

Mr. Moore: We run trailers in Pittsburg and it seems to me
that we would have used the car hour itself, because we would have
to man each car. We are like you, we would have to put a man on
each car and to get the proper figures we would have to count the
car-hours and not motor car-hours.

Nov. 15, lycMj.J

STREET RAILWAY REVIEW.

671

Prehldent Uufly: Muy 1 ask yuii to giv.' u.s the IjciielU ut your
opinion as to the oar-hour propoBltlon?

Mr. Moore: It seems to me to be all riglit, Init before following
out the car-hour unit I would like a year to try them both together
side by side, put them In parallel columns as It were.

Secretary lirockway: Mr. Macliay ilm-s nn[ ciiUciiiiilalc llii:
displacing of one by the other.

Mr. Moore: No, I understand. The resolution might be open to
that construction as It Is. I would like to try the car-hour right
along and I propose to do It when I go home.

Mr. Mackay: In my last paper I think I treated that trailer
question pretty thoroughly, and while there are certain excPi)tions
to this rule, as there are to almost any other, I still think that If
the equipment were up to the standard, trailers would be a thing
of the past, and in that case the motor car-hour does apply to
almost all cases. The running of trailers as a general proposition
is done simply because of old cars which are really too good for the
scrap pile and yet they are out of date.

Mr. F. E. Smith: Are you going lo count Hu' motor car and the
trailer as one car or as two cars?

Mr. Mackay: As one car.

Mr. Smith: Suppose you put on two trailers?

Mr. Mackay: I would still call it one car, except as I say in the
case of your roads.

Mr. Smith: Suppose it was an electric line, say, going to the
race track, something of that sort, and they put on a couple of
trailers. Now, we have four men, three cars. Are you going to
call that one car?

Mr. Mackay: I wouldn't operate It that way.

Mr. Ham: I don't know but that this question of a car-hour is
just the same in the car-hour as In the car-mile. What do you
call it now? Do you call It motor car-mile or car-mile? It is just
the same question, whether you call it motor car-hour or car-hour.
If you count your train now as two car-miles for a train-mile where
there was a trailer, you would count it just the same with the car-
hour. I think that is one point that we might pass upon, and I
would suggest as an outcome of that, that where there is an extra
crew or an extra conductor, that in that case, we should call it an
e\tra car. It, however, it is operated vvlth one crew, then we could
call it a single car. Of course this question is going to become
of great importance, especially In an Interurban service, where
very frequently as time goes on they will undoubtedly operate
trains. They do it now on the third rail system where one motor
car has a train of three or four cars. Now, In such a case as that
I think that each car ought to be treated as a car. As we are sit-
uated in Washington, where we have only one crew for the same
three cars, and we still continue to operate them, I think that those
should be counted as single cars.

But coming back to the main point at issue, a unit should be
something which is not variable, it possible. That is what a unit
means, something which is not variable. In this matter we cannot
get a unit which is not variable under different conditions. There-
fore the unit to establish is that unit which is least variable. On
the question of expense, for the last year, we have kept our ac-
counts on the basis of the car-hours, or the car-day, which Is the
same thing, and also upon the basis of the car-mile; and I think
that expenses can be determined mu(;li more reliably, as to the re-
lation of those expenses to the earnings, on the basis of the car-
hour. The platform expense in the operation of a street railroad is
the largest single expense that we have. I think it Is probably 40
or 50 per cent of the total expense of operating a street railroad.
Now, that expense goes on whether the car makes 20 miles an
hour or 5 miles an hour, because we pay on the basis of a day or of
an hour. Then, the largest item in the expense of a railroad prop-
erty being the platform expense, putting that in line on the car-
hour basis Is to put upon the right basis the thing which is the
largest item. Now, the other thing to arrive at is maintenance
and cost of production of power. I believe those two things are on
fully as good basis on the car-hour as on the car-mile. It costs just
about as much to run a car in a crowded street in a city, with fre-
quent stops, six miles, as it does to take that same car out In the
suburbs and run it twelve miles, where you would make the same
time and you have to use about the same power, although in the
one case you have only made half the milage that you have In the
other case; and I am told by people who know more about main-
tenance than I do that the chances are that the car which has

1)1 in running in the crowued district with frequent stops is liable
to require more maintenance than the ear that has beon running
out In the suburbs at higher speed with fewer slops; therefore,
that the actual maintenance of that car In the city has been greater
than the actual maintenance of the car out in the country, and the
"peed has been only half as much. I find that the expense of oper-
ating a car an hour is a much more permanent quantity than the
expense of operating a car mile. The variation Is much less be-
tween different lines, and I often think that the general manager
or the other offlcials of the company are mislead when they see
that some particular line Is earning only 10 or 11 cents a car-ralle,
and they say, "Why pull off those cars. They are not gettlnR
enough out there to pay expenses, or anything of that kind." Yet,
when you can come around and show that you are operating that
road for 5 or 6 cents a car-mile on account of the condlllons exist-
ing there, you are showing that It Is a good line to operate. Now,
if that same thing were on the car-hour basis you would find that
I he car was earning up around what the other lines are earning,
because, the speed being so much greater. It earns enough In each
hour. I only wish we had more of the lines like Mr. Mackay's
that earn, say, 30 cents a car-mile, and $2.9C to $3.00 a car hour,
but ours are not that kind.

President Duffy: Gentlemen, we hpve Mr. Vreeland with us this
morning. Mr. Vreeland, may I ask you to favor us with your Im-
pression of the car hour and car mile, or anything else In that
c'lnnrction that you will be good enough to speak on? Mr. Vree-
li'.nd has a line that earn? some times more than 20 or .'50 cents a
( ar-niile.

Mr. H. H. Vreeland (New York): Mr. President, I did not come
in with the idea of saying anything. I come to gather some wis-
dom from the deliberations of meu who are actually engaged in
accounting. It seems to me that they are the men to decide what
is the best unit for us to work on. It works out with us with the
various kinds of service we have, on exactly the same basis, so far
as our purposes of comparison are concerned, whether you put it
on a car-mile or a car-hour, because the variation In conditions Is
equalized by the fact that it does not all go into one pot. Our
whole system is operate by divisions or lines. Every particular
line we have in New York City is reported, its car milage, its earn-
ings per car-mile and Its cost of operation per car-mile, by the in-
dividual lines, so far as the purposes of comparison by the manage-
ment are concerned. The operating expenses are compiled by
lines. The aggregate operations are shown of course lumped, as
you may have noticed in our comparisons for the last three or four
years of operation. As far as our city is concerned the conditions
there are such that men who are deliberating on this modem ques-
tion do not give me any show. I have four or five thousand
horses yet. If you can tell me how to eliminate that proposition
I shall be glad to hear it. I am not modernized enough to enter
into any discussion on the high plane of motor car-hours, etc.. ex-
cept to a limited extent. I should certainly very much rather hear
from some of the gentlemen that are regularly connected with ac-
counting work in the discussion of this question, because I am one
of a number of fellows in this world that do not believe that the
combined wisdom and knowledge is all in one man's head.

Mr. Wilson: Mr. President, I regret exceedingly that you have
called upon me because because I have not gone into the subject
thoroughly enough to express an opinion that would be of interest,
and I have not seen the way in which it would be possible for the
West End Street Railway Co. to keep the car-hours without an
expense which w ould preclude our adopting it. I should be pleased
to be enlightened on any method that could be adopted on our road
to give the car-hours with an expense that would warrant its adop-
tion. We run something over 300 different routes each day. One
man gives the car-miles for the entire road; the labor of one man?
We have a large book in which is entered each day under the dif-
ferent route headings simply the number of trips and the amount
that that line has earned. Twice a month a footing is made of the
number of trips and of the amount of money. The footing of the
trips is multiplied by the length of the route and the money
divided by that gives us the earnings per mile. That is all the ex-
pense that we have in determining our earnings per mile. Of
course the total of that is taken to determine our operating ex-
penses per mile.

President Duffy: Don't you pay your men by the hour?

Mr. Wilson: No, sir; we pay them by the day.

672

STREET RAILWAY REVIEW.

(Vol. X, No. ii.

President Duffy: But the day consists of a certain number of
hours?

Mr. Wilson: The day consists of not over 10 hours In 12 consec-
utive hours.

President Duffy: It would be a very easy matter to get the
number of days, wouldn't it?

Mr. Wilson: Yes, but what are the hours? One man runs 9
hours and 15 minutes, another runs S» hours and 30 minutes, an-
other 9 hours and 50 minutes.

President Duffy: Would it not be possible to strike an average
of the entire working day, the number of hours put in on all
routes?

Mr. Wilson: No, because in Boston, with the congested district
that we have in the centei of the city, we never know the hours
that a man may be out. Mr. Vreeland I think has the same trouble
in New York. The car may start out. He is not always sure when
that car is going to get back. Mr. Rossiter, I guess, has the same
trouble in Brooklyn.

Mr. Mackay: It seems to me, Mr. President, that it is not neces-
sary to know when the car is going to get back. When it does get
back it is recorded, and that is all there is to it. All you have to
do is to take this record of the time that the car goes out and a
record of the time that the car pulls into the station, and you have
your complete record. Mr. Wilson, as I understand it, has a rec-
ord of the number of trips that the car makes, not only a record
on this line, but also a record on some other line, because it is
liable to be transferred a dozen times during the day. Now, in-
stead of going into all this detail to work that out. all he requires
is simply the time that the car starts and the time that the car gets
back.

Mr. Wilson: Mr. Mackay, that would require proving each in-
dividual car. It might pull into the house once, it might be in
three or four times. Y'ou would have to make a record perhaps
several times a day. As it is, with the plan we have, we simply
take the conductor's day card. It is necessary to know the amount
of money coming in in order to find out what the earnings are. It
only rcQuires one extra column in which to put the number of
trips. No return whatever is necessary from any car.

Mr. C. L. Rossiter: Ladies and gentlemen: I am glad to have
the result of your arguments. I think Mr. Ham's arguments in re-
gard to the car-hour have a great deal to commend them, yet at the
s-ame time I am very firmly convinced that simplicity in the keep-
ing of accounts means a great deal, and I do not think that the
car-hour would run into a great deal of additional labor. I cannot
quite agree with the chairman that an average will answer the
purpose. I think if you are going to have a car-hour, in order to
locate your expenses so that your manager can place his services
where he requires it. that an average would hardly answer the
purpose unless that average was very correct; and I agree with
the speaker in regard to the congested condition of traflic where
the cars are making sometimes not one-half, as Mr. Ham stated,
but I think really not one-fourth the number of miles in a given
time. That certainly would indicate that the car-hour there was a
very desirable thing to have. We have, unfortunately, some lines,
not like brother Vreeland's, because I think he has no lines that
earn less than 30 or 40 cents a car mile, but we do have some lines
out in the country that I am sorry to see in the 10 and 12 cent
class. While those lines are building up and developing very rap-
idly, it is quite a problem to so adjust the service to get all the
earnings that can be reasonably expected.

I do want to say one thing, that I think this Accountants' Asso-
ciation has done a great deal in the last few years to assist mana-
gers in getting information. I appreciate it. I am very glad in-
deed to have the opportunity of sayting so to you gentlemen. I
think it means a great deal in the successful operation of a road,
having the figures at hand, and I think that you have made very
marked progress in enabling us to obtain them.

Mr. W. E. Harrington (Camden): We have some surburban
lines and a few city lines where the differences in the car milage
rate were such that it appeared that the suburban lines were run-
ning at a considerable loss on the milage basis, and I was confident
that they were. Some time ago, so that we got it in this last fiscal
statement, we adopted the car-hour unit in connection with the
car-mile unit. It has not increased our ofiice force at all to do it.
One of the girls works it up and it comes in each morning with the
regular statement of the receipts of the different divisions and

lines, each line being considered separate and distinct. 1 don't
see how a road can run without the car-hour unit. The car-mile
unit is all right and 1 use it generally to compare with other roads,
because the data are up that way, but I am using entirely for my
own comparison, for my own use on our line, the car hour unit.

Secretary Brockway: Mr. President, in New Orleans we have no
grades, we do not have to heat our cars, and we have a number of
other advantages, but we find that a comparison of units gives us
this result:

Line A on a percentage of earnings, is first; on the car mile, it
is second; on the car-hour it is second.

Line B on percentage of earnings is third, on car-miles is first
and on car-hours is third again.

Line C on percentage is second, car-milage third and car-hours
first.

Line D is fourth in all instances.

Our management wished me to show those three comparisons,
and I give them every day, furnishing them all of these details
every day, and the line that we thought was our gilt edged iine on
the car milage basis turns out to be third on car hours. Our speed
is very last in some instances. We run on the neutral ground,
and taking all those things into consideration; they feel as though
they want all three forms of comparison. We cannot very well tie
up to any particular one, which is what Mr. Ford had in mind.

Mr. F. E. Smith: Y'ou figure it from three ways. Which is the
best paying line?

Secre ary Brockway: Line A.

President Duffy: How does that stand on the three units?

Secretary Brockway: It stands first on percentage, second on
car-miles and car-hours. Line B is third on two and first on one.
Line C is first, second and third. Line D is fourth in all in-
stances.

President Duffy: In answer to what Mr. Rossiter said, that he
did not believe in an average, I thoroughly agree with him on that.
I believe in the accurate figures if it is possible to get them. I
only brought up the question of the average because Mr. Wilson
said that it was impossible to get the hours on his road.

Mr. Wilson: I did not say it was impossible. I said I thought
the expense would preclude that. ,

President Duffy: I stand corrected. In Chicago we pay our
cablemen by the trip. We pay our electric men by the hour. We
know exactly how many hours should be run every day from the
time schedules, as well as from the report from the depot that the
cars start from. We verify and check and make our payroll accord-
ing to these records. Consequently, we know actually, not only
the hours, but the minutes, run by every man on every car, as a
total; so that we can get the hours run absolutely correct. Now,
if there is anybody who has such conditions as has Mr. Wilson,
whose company pays its men by the day and for a half or a third
of that day, they might be tied up and not work at all — that is a
little different proposition. But I think on the ordinary road you
can get absolutely and accurately the exact number of minutes
that the cars run each day.

Secretary Brockway: My time-keeper furnishes that every day,
the actual hours of the motormen and conductors of each line.
We have a congestion annually in our Mardi Gras festival, during
which practically the whole line* all the lines of the entire city,
are tied up near Canal St. In that case the car milage is not worth
anything. Then our car-hour has its advantages. The percentage,
of course, still remains the same, because the desire to travel
seems to permeate every line in about the same proportion. Every-
body goes down to Canal St. at Mardi Gras, but the car milage is
not worth anything as a comparison tor that week.

Mr. Ham: Well, Mr. President, the objections which have been
raised to this seem to be on the ground of the expense of deter-
mining how many car-hours are operated. In the cases of both
Brooklyn and Boston I believe that could be obtained very readily
with almost no work in the office. Every table is operated on a
certain standard. That standard calls for a certain number of trips,
a certain number of car-hours. It calls for a certain amount of
pay. Now, for all over time above the standard a certain number
of hours are made, and that is shown by an increase in the payroll.
Mr. Rossiter is very familiar with that. Now, whatever that in-
crease is, it is the item which, added to the standard, gives the
total number of hours, and the depot master on the largest divi-
sion in Brooklyn or Boston could give that Informatin to the audi-

NUV. 15, II;KK), I

STREET RAILWAY REVIEW.

673

loi' oil the iiioriiiiit; I'ollowliit; llio day In cjiicHliDii. He coiilil liave
II on hlH (leek at nine o'clnek In the morning. Mr. Wllfion':; scheme
of furnishing the total number of ear-miles only twlee a month,
would not answer for the average manager. The manager gen-
erally wants to know the following day, If possible what h'.* cars
have earned per mile, or per hour If you should adopt tha' as the
standard. Mr. Uroekway was asked, and this Is something which I
think Is of Importanee, which was his best line; and he answered
that (he best line Is the one that has the lowest percentage of oper-
ating cost. Now, right there Is where we are apt to make a great
mistake, and where the management might make a mistake. I
think Mr. Vroeland's scheme of finding out the net retuins from a
line Is really the only way. It is possible that with (he best line of
Mr.Urockway. by rodiicing the number of cars operated he will de-
crease the operating expenses, we will say, from 00 per cent to 50
per cent. But what has been the result? Have ymi as much net
earnings? That Is what we want to know. What Is the final re-
sult on net earnings? On the other hand, we may take the line of
Mr. Brockway's, which has been operated at GO per cent, put on
extra cars, and bring that up to 70 per cent, and still It may be a
better line than It was before, because we are getting more net
earnings out of It. That is why we have to be careful. In any of
these bases of comparison, to remember that what we are finally
looking after Is net earnings and not percentages. You have heard
the story of the old man who did not know anything about percent-
ages, but he did know, if he sold something for a dollar for which
he only paid fifty cents, he was not losing anything.

President Duffy: Mr. Ham. T think you are under a wrong im-
pression as to what Mr. Brockway said.
Secretary Brockway: You misunderstood me.
President Duffy: Mr. Smith asked which was the best line. Mr.
Brockway replied line A. Then I asked him if he would state how
that best line stood on the three units, and In answer to my ques-
tion he made that statement.

Secretary Brockway: I am taking income only into considera-
tion. I am not considering the expense at all.

Mr. Ham: Was not your reply based upon the fact that the
percentage of cost of operating that line was the lowest of the
three lines or four lines?

Secretary Brockway: No; I am taking income only, just treat-
ing income in this consideration.

Mr. Ham: Well, how would you determine that, from the gross
income?
Secretary Brockway. Gross income, certainly, of the four lines.
President Duffy: He means that the percentage earned by this
particular line, of the total amount, was not greater on this partic-
ular line than any other. Just the percentage earned; not the
percentage of expenses to receipts. Is that correct?
Mr. Brockway: Yes, sir.

Mr. Ham: That may be a longer I'ne. That does not answer it
at all. You might have a line that was a mile long, which would
naturally be better than another two miles long. That isn't any-
thing at all.

President Duffy: What I wanted to correct was the impression
tliat he was taking that as the better line because of the low per-
centage. You were mistaken about that.

Mr. Ham: I thought he was. but I do not see that the amount
that a line takes in determines the matter.

Secretary Brockway: That bears out what I said, that we can-
not tie down to a comparison, we are using the three and showing
that only one of the four lines agrees in each of the three compari-
sons.

Mr. Dimmock: I would like to ask some of the accountants who
have been using the car-mile in the past, if, when they had a
cotor and a trailer in one train and that train should run one mile,
if they would consider that two car-miles, if a trailer ran a mile
and the motor ran a mile, say, two 16 -ft. cars. Now. if it costs you.
for illustration, a dollar to run that train one mile, and it actually
covered that much ground, would you say that the cost per car-
mile was 50 cents? I would like to have that answered.

President Duffy: I will answer that question as far as our com-
pany is concerned. We are very much interested in the prorate
preposition. To begin with we have three kinds of power, electric,
cable and horse. This is further complicated by the fact that some
cable trains are operated two cars in a train, some three cars in a
train, some four, towing an electric motor car behind a third car

on that train. The State St. line la BUppoued to be a cable line;
wc run horBC night or owl carH on It, we run electric owl earn on It,
and cable carB all day, and tow electric carH in day lime form 18lh
St. up. When I first took hold of the accounts there one year ago,
I found all these complex elements. I keep a dally record, first, of
the number of ears operated, and secondly, the kind of cars. There
are grip cars, motor cars, the first cable trailers, second cable trail-
ers, or the first electric trailer, or what I call the tow car. I keep
those miles separate, and I show the thing every way. It Is the
only way that I can get at It understandingly.

Mr. Dimmock: Supposing that you had a road and, to make
the question plain, that you just had one train on It, and your road
was a mile long, and you made one trip a day one way — that would
be making one mile— and there were three cars In the train. Would
you have made three car-miles that day. or one car-mile?

President Duffy: You would have made three car-miles and
one train mile of three cars.

Mr. Dimmock: We have a suburban ear, which Is Just twice as
long, we will say, as a IC-ft. or 18-ft. car. as it might be, holding
just double the number of passengers. If you count mileage of
trailers and of motors, of the short cars, as against the mileage
made by the one car, would that not go to prove that car mileage
is imperfect and not of much use to the manager?

President Duffy: That Is the argument advanced by Mr. Mackay
last year; the special argument was on the trailer.

Mr. Dimmock: The length of the car enters Into the car mileage
from the fact that if you had two 16-ft. cars, one a motor and one a
trailer, and each one would hold 50 passengers and they would run
that train one mile; If they should run two car miles and it cost a
dollar for expenses the cost per car-mile would be 50 cents, would
it not? Now, on the other hand, if a road operated with one car
carrying 100 passengers, and the cost was one dollar, that would
make the erst per car-mile show so different that It would see that
it was almost valnless to make any mention of or for a manager
to compare by it.

President Duffy: I think a safe rule to follow would be that
every car that is manned, as was discussed here a little while ago.
•should be called a car. If you have two cars and one raotorman
and two conductors, that would be two cars.

Mr. Dimmock: I know of many cases as in Omaha, where they
run a motor and a trailer and have only one conductor and one
motorman.

Mr. Vrceland: We have been a good many years in this work,
and I have seen its evolution from the old days when in steam rail-
roading we were like the fellow that kept the store. They asked
him why he didn't have a book-keeper. He said he didn't want
one. They said. "You might be bankrupt and you wouldn't know
it." And he said, "If I was bankrupt I wouldn't want to know it.."
We are not in that shape. We want to know what our condition Is
all the time, and any standard that you gentlemen can arrive at or
a thorough discussion of it. is of value. The thing that in my
opinion you want to be careful about, and which is very prevalent
in street railroad practice — things that 10 or 15 years consideration
have been given to by standing committees in steam railroad work.
is the attempt of the practical operating men and often of ac-
countants and others to settle, in street railroading, in two hours.
I had occasion to speak of this in Buffalo where a subject was up
that was up 15 years ago. when I was a member of the .American
Society of Railroad Superintendents; I was on a committee, and
thfy have a meeting tomorrow in New York, and I was asked to
come before that society and speak tomorrow on the same subject
that was up at that time. I do not mean to say nothing has been
done. It has been carried along. But it was so important a sub-
ject that it has been carried from year to year, as a subject of dis-
cussion. Our move from a percentage to a car-mile basis was a
good move, even it we now go to the hours. A gentleman asked
me a few years ago. "What is the cheapest line you have in per-
cent of operation?" I replied. "I have one that operates at 22%
per cent." The man went off and told another man that I didn't
know a thing about the business: he said there was not a man in
the business who could operate a read for less than 50 per cent
The truth was. it cost me as much per car-mile to operate that as
any other under average conditions for 24 hours, paying 25 or 22
cents per car-mile, and percentage die not mean anything there at
all. based upon 50. 40. 30 or 20. We are operating many lines now
at anywhere from 30 to 35 per cent. Of course the questions is en-

674

STREET RAILWAY REVIEW.

|\'oL. X, No. n.

tirely one of the average cost per electric car-mile of operation. It
stands the same throughout the system. Well, we have made
that step since the last seven years, going in New York State en-
tirely from that question of percentage up to the car-milc for a
basis. Now, if you genttlemen from your conclusions on this sub-
ject show us that the car-hour is a little better, why we assure you
we want the best, and we are with you. (Applause.)

Mr. Wilson: While sitting here I have been thinking over the
subject a little more deeply, perhaps, than I had in the past. On a
big system, a method may possibly be arrived at such that I shall
be obliged to take back what I previously said as to the matter of
expense. I do not say that it would be absolutely exact, but in the
long run it might average so that it would come out in a satisfac-
tory manner. With us there are over 30 car-houses. We are oper-
ating over 1,400 cars a day; I might say the 1,400 cars are running
nn over 30 different routes, the mileage of every one, of course, be-
ing different. If we took each car house and had the foreman in
charge each hour, or each half hour, simply put down the number
of cars that were on the street atthnt time, and take the total for
the day, divided by the hours, or half hours, as the case may be,
we would then have very nearly the car-hours of the cars from that
house. Of course, it would not be exact, but if a car pulled in five
minutes before the half-hour, or the hour, some other car might
pull out five minutes afterward, and it might average up.

Mr. F. E. Smith: Why not have your thirty barn foremen send
in reports?

Mr. Wilson; They have all they can do now, and a little more.

Mr. Smith: Let some one else send in once a month the regu-
lar schedule from each barn.

Mr. Wilson: We haven't any schedule. We have one, but It
does not work.

Mr. Smith: Your first man is supposed to make 10 trips a day
on some particular run. Now, if all the other men make their
regular trips, why can not that first man .send in to you every
morning the regular schedule time for yesterday? Or if you have
to send out an extra tripper, why cannot you say there was an ex-
tra made, and so on.

Mr. Wilson: We could, but that is where the trouble comes;
there are so many of them, it is an expensive thing to attempt to
do anything of that kind. Anything is possible.

Mr. Smith: I didn't think that there would be so many extra
trips but that it could be done Of course, you have regular ex-
tras, understand, but I mean trippers.

Mr. Hogarth (Denver): I suppose you are all familiar with the
fact that we pay our conductors and motormen every night. We
have a system of universal transfers and I would like to talk over
later with some of the members here. I find that in the exhibit
hall there are registers now providing for fares, transfers and
tickets. That is a very important feature with us, and one I would
like to go into and see if it is at all practicable.

President Duffy: Those questions can very well be taken care
of in the informal discussion on the last day. I am very glad you
mentioned that and brought it up, because it will provide mater-
ial for discussion there.

Mr. Hogarth: We operate a few trailers, very few. We are
joining our grips and trailers, making one large car out of them.
The horse cars have been abandoned; the cable has been aband-
oned. We have nothing but electrical equipment. I think that
the hour unit will be the unit for our purposes. The unit ought
to be a standard that is not varible, or one that is the least vari-
able. Managers like to make comparisons of their lines with
others of the same size. If there are any great discrepancies they
wish to know it; they wish to know it quickly; they wish to ad-
just it; wish to put their lines up to dale. I think the hour unit
is the coming one. I regret that I am unable to speak more fully
upon the subject, but I have been with the company only two
months, having been theretofore with the steam roads. They have
a unit established for freight which is on the basis of the ton-mile;
for passengers, the passenger mile. That is the system followed
by the Inter-State Commerce Commission, and adopted generally
throughout the United States.

Mr. Moore: I would ask Mr. Harrington as to his practice in
computing his car-hours, whether he has trailers and whether they
are manned by different men, and whether he counts the ear-hours
tor the motor and trailer as well.

Mr. Harrington; We have no trailers and we keep our time

right from the conductor's tally sheet, the same as we compute
the car-miles. The computation of the car-mileage, of course, is
far more difficult by reason of taking the mileage at the different
points the cars pass over, but it is very easy to get the number of
car-miles from those tally sheets. We pay our men by the hour,
and it makes it very easy for us to do that. We have not noticed
any increase In the office labor. There has been no complaint on
the part of our girls of the additional work thrust upon them, and
we have our car-hour and earnings per car-hour on our tally
sheet, that is made up by the conductor. As I said before, we
have been using it a little over a year and three-quarters and it
has proved a great help. We have had suburban lines where the
car-mile was low compared with lines in the city which I knew
were running at a loss, and it would appear they were running at
a loss on the suljurban lines, but the cars were running about
two and one-half times faster, and by testing it on the car-hour
basis it made the resulting figure almost double that which we
received in the city, and put it on a basis such that we knew just
where we stood.

(Mr. Ham in the chair.)

Mr. Duffy: This closing paragraph on Mr. Mackay's report
reads: "We herewith offer the following resolution for your con-
sideration." (Mr. Duffy reads resolution.) I would like to say
a few words on this subject. To begin with, I believe that the
varying conditions of operation, with the possible exception of
speed — and that is the most important and most disturbing ele-
ment in the proposition — are just as well, if not better, taken care
of by the car-hour unit as by the car-mile unit. Certainly we are
at no greater disadvantage by using the car-hour unit even to the
exclusion of the car-mile unit, than we would be by using the car-
mile even to the exclusion of the car-hour unit, and we have the
advantage of eliminating the disturbing element of speed. Now,
as to the size of the car operated, whether they are operated as
single cars or in trains of one, two, or more, these are some of the
peculiar local conditions that surround the operation of every
road. Every road has its peculiar conditions. They must be
studied specially and they must have special treatment. I believe
that the safest thing to do is to consider that every car that has a
pf sition on a time-table with the run numbered, that is manned
by a crew, and sent out for the purpose of hauling passengers, is a
car. If you put two of them in a train it makes two cars. We
should supply the information as to what that train is made up
of. I go further 'and say that a car is a car whether it makes one
trip or ten, whether it is out one hour or twenty, whether it runs
at night or whether it runs in the day, whether it is put out for a
baseball load or whatever the condition may be. I wish to ex-
plain by that that a car that is not on the time-table at all, but
is manned by a crew for the purpose of hauling passengers, if it
only makes one trip, that is a car; if it only makes one trip or
runs tine hour It is still a car. If you will establish that as your
starting point you will get the number of cars that are operated
daily, the kind of cars they are. I was very glad to hear Mr. Wil-
son say in his last remarks, that he was satisfied that with his
peculiar conditions, which are different from those of any of the
rest of us, he could get around the thing; and I have no doubt that
anything is possible in the accounting line in Boston, if Mr. Wil-
son will undertake it. I know that you can get the number of car-
hours, the total number of car-hours made per day, more accur-
ately— at least, I believe you can — more easily, more economically,
than you can the number of car-miles. Now, why shouldn't we
have the car-hour? Mr. Vreeland's remarks, I think, were very
good, especially his advice not to start to settle in two houi-s a
question which the steam railroad people have been considering
for fifteen years; but it seems to me if you know the number of
cars that you operate each day you can very easily keep track of
the kind of cars they were, whether they were run in trains or
not, how many hours they made, and if you take the schedule
speed that your time-tables call for you have something that will
give you the number of miles that the car traveled from the car-
hour figuring. You may not get it absolutely exact, but you will
get it very close. Take a line that has 10 cars on Its time-table.
Suppose that each one of those cars ran 10 hours. You would
there have 100 ear-hours. Suppose that, including the lay-over,
and including the allowance for stops and other delays, that those
10 cars are scheduled to take 10 hours each out of the 24 on the
time-table. They will have run 100 car-hours. If you divide the

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Nov. i.s, ifxxj.

STREET RAILWAY REVIEW.

675

(liHtanic tiiivclcil iiilo Uic ntimbor of hourB that they are schijd-
uled to require to cover Iho distance, you get, say, 10 mllcB an
hour. Each car has been in service an average of 10 hours. Each
car has traveled an average of 100 car-miles. The other way,
you take the distance of the round trip and multiply It by the
number of trips that are made. I see very little dlffi-renee In the
basis you arc figuring from. I think Mr. Moore's suggestion that
wo all try It this year Is a very good one, and If It meets with
the approval of Mr. Mackay, I would suggest that wo modify that
resolution, that we recommend the adoption of the car-ho>ir, not
motor-hour, as a standard unit of comi)arison in connpctUm with
the car-mile, and It is my opinion that this subject should be taken
up by each member individually, put in practice; and tried for a
year. Then wo can come to the meeting next year and thresh
it out all over again, and recommit this question back to the com-
mittee. I thank you for your attention.

Mr. Mackay: The amendment is satisfactory to me.

Mr. Moore: I would like to say just a word tor Mr. Mackay's
benflt in relation to our own lines. We differ in our equipment
from some of the lines that we have spoken of here this morning,
inasmuch as we have a new and splendid equipment. The trail-
ers are just as fine ears as the motor cars, just as long and just as
good. They are not ready for the scrap pile; they are manned by
a conductor, just the same as the motor car is, and in o\ir figures
I think it is nothing but fair that they should have hours as well
as the motor cars.

President Uuffy: I would suggest, Mr. Mackay, that you make
that motion with reference to the modification that I suggested,
and let the gentlemen act upon it.

Mr. Ham: This resolution as it reads does not say that this
shall be the e.\clusive unit, and therefore I move the adoption of
the resolution, reading as follows:

"Resolved, That this association recomraonds the adoption of the
car-hour as a standard unit of comparison."

Mr. J. M. Smith: I think if Mr. Duffy's suggestion were put in
force, that if we take it for another year, we would come better
prepared, and let each one undertake it, run the year through on
both the mileage and the car-hour basis, and bring a report here,
I feel satisfied if it is as the gentlemen say, that it will go through
without any hesitation whatever.

President Duffy: Mr. Ham, do I understand you that you de-
sire this resolution just that way, without modifying or qualify-
ing it to the extent that it Is to be with the understanding that it
is to be tried for a year and it is recommitted back to the com-
mittee to be reported on again?

Mr. Ham: No, my intention was that we simply adopt it as
read, that we move the adoption of that as a standard unit of com-
parison. That does not eliminate any other standard that we
may wish to use or continue to use. It does not interfere with
our throwing it out at the end of the year if we wish to. But I
think it Is a good thing. If we think, as many of us do, and I be-
lieve as most of us do, that it Is a good thing to know what the
earnings and expenses are per car-hour, then I think we are not
making a bad move to recommend the adoption of that as a stand-
ard. We will continue to have the car-mile standard, and I do not
think we are committing ourselves in favor of It any more than as
an auxiliary standard.

Mr. J. M. Smith: I meant to say that while trying it for a year
we might get into line with our managers and let them under-
stand this discussion, and consider it with them. Then we can
get their views as well as our own. We are not the heads of the
roads. I think it we had a year to work with our managers, if it
is going to be a success, we can, without any hesitation whatever,
adopt it next year.

Mr. DImmock: It I had not been here and heard this discus-
sion I believe, as the resolution re'\ds, it would be misleading to a
manager. He would Immediately reach the conclusion that these
gentlemen bad thoroughly sifted this question, and come to the
conclusion that the car-hour was the better unit, while at the
same time we have not reached that conclusion until we have
tried it longer. My former remarks were made with a view of
showing that the mileage basis was misleading in every sense of
the word, and that we did need something better, but I do not be-
lieve this question has been studied enough to warrant the ad-
option of the resolution unless it is made in such a way as to
show that it is a trail. If the resolution can be made to read so

as to not mlHlead the managerH who are not prcHent, when they
discover what hag been done, then it would be a benefit, and they
would immediately say to their auditors and men In chargi.', "Now
let us try this thing. The accountants are reaching a point where
they believe this Ih the best," and yet they will understand that
It Is only for a trial.

Mr. F. E. Smith: I do not see the use of referring thiH back to
the committee. You cannot change the opinion of the committee
on the subject at all. It iu for the conBfderatlon of the conven-
tion; let the convention decide.

Si'cri-tary lirockway: That Is what the Klandardizatlon com-
mittee said at lioston, and they changed their minds.

President Duffy: The standardization committee didn't change
their minds, they changed their dacKlficatlon. I think to recom-
mit is a proper procedure. Docs any gentleman wish to make
that as an amendment and have It acted upon?

Mr. Wilson: I offer it as an amendment.

Mr. Ham: I am perfectly willing to withdraw my motion. That
will make it simpler.

President Duffy: My idea would be that this resolution should
bfc. It you will permit the chair to make this suggestion: "Re-
solved, that this association recommends the adoption of the car-
hour as a standard unit of comparison, with the understanding
that it is to be put to a practical test by each company repre-
sented In the membership of this association, either In connec-
tion with the car-mile or not, as they may see fit, and that the com-
mittee report back at the 1901 convention."

Mr. Wilson: I don't like that phrase recommending the "adop-
tion." It is true that we go on to explain It afterwards.

President Duffy: Suppose you use the word ■use," Instead of
"adoption."

Mr. Wilson: I think it will be better, possibly.

President Duffy then put the question on the adoption of the
resolution as amended, and it was adopted unanimously.

President Duffy: A matter that I would like to speak of Is the
Railway Officials' Private Report and Reference Book, that I re-
ferred to in my Address as President. The publishers, Messrs.
Hanna & Gray, have left with Mr. Brockway several copies of the
book. Any gentleman belonging to this association who desires
one of those books will be very cheerfully supplied, if he will
simply fill out one of the cards that Mr. Brockway has, and If he
would prefer to have the book stamped with his name, if he will
turn the card in Messrs. Hanna & Gray will send the book as soon
as they can give the order to the printer. But if members wish the
book now, by simply leaving the card with Mr. Brockway, he will
provide them.

Secretary Brockway: There is one matter which is very close to
my feelings with regard to the association, and that is the member-
ship. It has been. I can almost say. our habit to go away from the
conventions with fifteen or twenty members gained at the conven-
tion, and for your information I want to say that we have thus
far gained two at Kansas City. We are considerably behind our
record, and we are going to need the constant co-operation of all
the members to gather in those who are not with us at present:
if I can feel sure that everyone is keering that in mind in talking
with other railway men here. I think we can leave here with our
usual record.

Mr. J. M. Smith: How would it be for some person or some
member of the American Association to take up our cause and
speak to the managers who are attending the convention on the
other side of the hall, witht a view to increasing our membership
There are managers here who could speak for their companies and
join us while they are here in convention. If it is left for Indi-
viduals to go around, we do not meet them to know them at alL I
do not know one in ten.

President Duffy: I will speak to the secretary, and see what
can be done in relation to that.

Secretary Brockway: We have a plan in mind for securing the
co-operation of the secretaries this coming year, the secretary of
the American Association working among its members who are not
members of this association, and vice versa, but the idea I had in
mind was to strike while the iron was hot and while we bad them
right here, subject to personal influence.

On motion the convention adjourned until 10 o'clock Thursday
morning.

676

STREET RAILWAY REVIEW.

[Vol.. X, No. II.

THURSDAY OCTOBER 18TH.

President Duffy called the meeting to order at 10:40 a. m. and
at once announced the first paper.

DEPARTMENTAL ACCOUNTS.

By H. L. Wilson, Auditor Boston Elevated Railway Co., Bos-
ton, Mass.

In an unguarded moment I yielded to the request of our worthy
president and agreed to prepare a paper on what he has seen fit to
call Departmental Accounting. Three weeks ago the task was
taken up for the first time, and it at once occurred to me that it
was too broad a subject to attempt to cover in the limited time
that should be devoted to a convention paper, and I so informed
him and begged to be allowed to change it, but while he acknowl-
edged it would be a difficult matter to digest, and as he put it,
could be extended to the "length of the Holy Bible" he still in-
sisted on my sticking to this title. If I was only sure that a book
of this kind would have as large a circulation as the one he men-
tioned, I would give up accounting and go into the publishing busi-
ness.

H. L. WILSON.

questions that may suggest themselves and in that way bring out
any important points that may have been overlooked, as this is not
submitted as any pet scheme but simply as the best method that
experience has suggested up to the present time.

In the first place I am strongly in favor of having all accounting
so far as possible, done in the main office of the auditor, rather
than at the shops or department headquarters. There are several
reasons for this, prominent among which are: That there must
always be a responsible head to properly direct the efforts of
others, and if it is all done in one place a really bright chief clerk
may be employed, to whom a proper salary may be paid, who can
have a supervision of all details, and any questions that arise can
at once be referred to the auditor for his personal attention. Again
there are times when the entire force can be put on some special
and important piece of work that it is necessary to have completed
at once; there are other times during the month when the pres-
sure of work is such that some of the clerks can be engaged in
collecting together the less important matters that have been
allowed to accumulate during the busy time.

Another and very important reason is that there may be in-
stances where estimates have been given of what certain work
would cost, where the expenditures have greatly exceeded the esti-
mate, and where it might be thought advisable by the head of the
department to make transfers to other and improper accounts in
order to substantiate the original figures.

The four departments into which the Construction, Equipment
and Maintenance forces are divided are as follows:
Department of Motive Power and Machinery.
Department of Wires and Conduits.
Department of Buildings.
Department of Maintenance of Way.

The method of issuing order numbers varies somewhat in the
different departments.

In the shops the method is to have the superintendent or fore-
man give each class, and in many instances each piece of work
performed, an individual number. The first order is numbered
one and then tliey run along consecutively for two or three years
or until there is no chance that by beginning over again the num-
bers will any way conflict.

When an order is issued a copy of it is sent to the Bureau of
Audit so that the auditor may determine from the nature of the
work the account to which it should be charged, entry is then
made upon cards provided for this purpose which have headings
for the Order Number, Account Charged, Date Issued, Date Com-
pleted and Description of the work. Below are printed spaces for
the Month, for Labor, for Material and Invoices, for Shop Ex-
pense and for a Total of the above charges.

The labor is reported weekly on sheets which have a heading for
the Name, for the Date, for the Rate of Pay and for the Occupa-
tion; below are provided columns for the Order Number, for the
Days of the Week, for the Total Hours and for the Amount. This
sheet has some 35 lines and provides in this way for a man who
may work on 35 different order numbers during any one week.

The pay roll of course can be made by simply taking the total
hours from the bottom of the sheet, while the charges to the or-
der numbers are made by taking the amounts from the Amount
column. These labor charges are abstracted on sheets of the same
size as the time blanks and all are then bound together in book
form with these abstract sheets as the front pages, and the entries
made upon the cards from this form, The advantage of this is at
once plain; you have the card which shows you the date and you
can quickly refer to the abstract and if necessary by referring to
the following pages you can at once tell the names of the men who
worked upon the order as well as the days of the week and the
hours each day that they devoted to this particular order.

We require all parties of whom we purchase supplies to use bill
heads which we provide. These have spaces at the bottom in
which to place all approvals and a space for a notation of the ac-
count to which the goods should be charged. Before adopting this
idea, bills frequently reached my office in such a condition that it
was difiicult to read them, they being pretty well covered" with rub-
ber stamp impressions and signatures.

When charges apply to any department the bill is entered upon

Nuv. 15, lyoo.l

STREET RAILWAY REVIEW.

677

an invoice book which lias spaces in which to make a copy of the
invoice and enter the total amount, and separate spaces headed
with the name of each department. These last spaces arc subdi-
vided into columns for Amount and Account to Charge.

By abstracting each of these columns you have all the informa-
tion necessary to make your entries to the proper accounts and
the totals of all will prove the total of the invoice book.

Any general expenses of the shops arc charged to an account
called shop expense and this is divided each mouth among the dif-
ferent order numbers under which work is being done.

The Department of Motive Power and Machinery has several
subdivisions such as Machine Shop, Car Equipment Shops, Car
Repair Shops, Armature and Field Winding Shops, seven Power
Stations and has also charge of small maintenance crews in each
of the 30 car houses.

By having a large cabinet with drawers arranged for each kind
of report, ready reference can be made to any or all original time
or material sheets.

In order to make a monthly report of the expenditures it is of
course necessary to compile the information you have on all these
abstracts.

This is done on separate sheets for each shop, power station,
etc. By having these sheets graduated in size so that the upper
one is the narrowest and each succeeding sheet just one column
wider, you have all the totals together in a horizontal line and a
grand total is easily and quickly obtained by simply adding across.
The widest or bottom sheet has on the right hand side a sufficient
space for the Names of the Accounts and a place for the ledger
folio. In this manner the necessity of writing the title more than
once is obviated and all necessity of journalizing is done away
with, as these sheets bound together make a _ more complete and
readily accessible journal than is possible to have by any other
method.

For the Department of Wires and Conduits a difTerent system
of order numbers is used. It might be well to here call the atten-
tion to the fact that the company with which I am connected owns
no surface tracks or their equipment, yet has in its immediate con-
trol, and operates all the surface lines in the city of Boston and
near by suburbs under a lease for a term of years from the West
End Street Railway Co.

Cards were then taken under consideration and the great elas-
ticity of this system at once recommended itself.

First inde.x cards were prepared having for headings the names
of each street, car house, bridge, etc. on the entire system.

Cards were next provided for each separate kind of line equip-
ment, and it was found that to give a complete analysis of the
above five accounts would require the use of forty diflferent forms
of cards, and for quick reference it was decided to use several col-
ors as well as number each card on a small tab or projection from
the top.

For Poles and Setting 13 buflf cards were used which are num-

bered from I to 13 consecutively. The first 4 arc used only lor the
4 sizes of iron poles which arc the sole property of the West End
company. The next 6 arc used lor wooden poles which are owned
jointly by the West End company, and some other company. No.
II is used lor wooden poles owned exclusively by the company,
No. 12 for special poles and bases, and No. 13, for span attachments
to buildings.

For Overhead Feeder Lines 8 cards were provided: they are
blue in color with labs numbered from 14 to 21.

The first 5 of these cards arc used to designate the amount and
size of difTcrent kinds of feed and return wire. No. 19 is used (or
feed taps. No. 20, tor switch boxes and No. 21, lor track connec-
tions.

For Overhead Trolley Lines 3 cards arc used, being salmon in
color, numbered, 22 which is used for bracket construction, 23
which is used for insulating joints and 24 which is used lor trolley
wire.

For Underground Cables and Conduits 8 cards were provided:
they are bufT in color and are numbered from 31 to 38.

The first 2 numbers arc used for Feeder Cables, the next 3 for
Return Cables, the next for Feeder Cable Connection, the next (or
record of Conduit and Manholes, and the last (or Conduit Con-
nections.

The next 8 cards arc used for records of Submarine cable (or
return wires; the first 4 numbered from 51 up are used for the
Feeder Cables, the next 4 are used for Return Cables, and the last
for Cable Houses, Switch Boxes, etc.

In order that the Wire and Conduit Department should report its
expenditures in such a way that the Accounting Department could
make the charges to the proper locations, a system of order num-
bers was devised to be used whcjiever additions to or removals
from existing construction were made.

First each kind of equipment called for by the cards was given a
number which corresponds with that on the tab of the card, and
each Street. Car House and Bridge on the entire system was given
an individual number commencing with 100. By preceding the
number designating the street by the number de£ignaling the kind
of equipment you at once have all the information necessary to tell
to what location and to what account the labor and material should
be charged.

This method furnishes many thousands outstanding order num-
bers anyone o( which can be readily selected from the printed list
containing less than 600 numbers.

The labor is reported on the same form as that previously men-
tioned for shops, but the material sheet is somewhat diflferent.

It is impossible for a foreman to always know exactly how much
material will be used on any one job, and (requenlly he is called
upon to do work on several locations without going back to the
stock room, and thus it is necessary to provide some form by
which he can draw stock and report what he uses.

"NOTE:— This manifest is to be retained by the person re-
sponsible for the material issued upon it until every article is ac-
counted for on the opposite side of this form.

"All material issued upon this manifest which is unused on the
last day of the month must be returned to the Storekeeper for in-
spection. The Storekeeper will receipt for it. re-manifest it or
stamp this manifest "Inspected" as occasion requires."

These manifests are made in duplicate by the manifold system,
and a correct copy of the original issue of stock is always in the
keeping of the storekeeper.

At the end of the month the reports of the Material Used are
abstracted on the same form mentioned for shop orders and are
bound in the same manner.

The Department of Buildings is chiefly occupied with the repairs
and renewals of buildings and in order to answer all questions pro-
pounded by the management and by the Bureau of Real Estate a
system of order numbers was gotten up for its use. The principle
here employed is similar to that of the Department of Wires and
Conduits each kind of work has a classification number and each
building has one or more numbers which designate the building
and in some instances the diflferent portions of the building. The

678

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

method of reporting labor and material is the same as that used
for the shops.

The Department of Maintenance of Way as its name implies,
has charge of the repair maintenance, inspection and construction
of track and paving.

Order numbers are issued for any new work or for any exten-
sive renewal or repairs by the Civil Engineer, who sends a notice
to the head of the Department and also to the Bureau of Audit.

The department is divided into eight Divisions, called sections,
and each carries a supply of the material they are continually us-
ing.

Each section's stock is carried under the following 13 accounts:

Gravel

Paving Stone and Flagging

Lumber and Ties

Nails and Spikes

Rail Fastenings

Tic Rods and Buttons

New Rail

Old Rail

Special Track Work, Frogs and Switches

Miscellaneous Material

Track Welding Material

Scrap Material and

Track Wiring Material.

These reports are numbered consecutively, and are sent to the
Bureau of Audit where all bills are entered on an invoice book
which is abstracted each month, and from this abstract charges
are made to stock accounts or to jobs direct.

When material is used or sent away, entry is made on a form
which gives the Date, Where Used or to Whom Sent, Quantity
and Kind of Material, Price. Amount, Account to Charge and
Account to Credit.

These sheets are abstracted twice, once to get totals for the
charges and once to get totals for the credits, and are bound and
filed away in the usual manner.

When material is received from track taken up, or is returned
from any work, it is entered upon a sheet which provides for the
Date, Where From, Quantity and Kind of Material, Price,
Amount, Account to Credit and Account to Charge. These are
abstracted and bound in the same manner as the Material Sent
Away sheets.

All labor is reported on a form which has the usual heading, and
provides below for a separation of Maintenance and New Con-
struction charges, as well as the location where the work was
done and the particular kind of labor that was performed. These
are also abstracted and bound.

We will now suppose we have four kinds of bound books from
which we are to make up our monthly report for the department.

We take a report blank and head it with the name of the section.
This blank has columns provided for Approved Entries, for Each
Kind of Material, for Approved Bills, for Labor, for Total Charges
and Credits and for Net Charges and Credits; and down the right
hand side has accounts to which charges and credits are to be
made.

We then take the abstract of the invoice book and enter with
red ink on the first line opposite the headings Approved Bills
Charged to Stock the total charge to each kind of material; next
we enter with black ink in the Approved Bill column, all other
items on the abstract putting each one on the line opposite to the
account to which it is to be charged.

Next we take the Material Used or Sent Away abstracts, and
under the proper material headings and opposite the proper ac-
counts, we enter in black ink these items.

Next we take the Material Taken Up or Returned abstract, and
with red ink enter under the proper material heading and opposite
the proper account, all these items.

Next we take the labor abstract and enter in red ink under the
proper material headings the charges for labor on account of each
stock account, and then enter in black ink in the column headed
Labor and opposite the proper acount, all other charges.

There is one other column on the report sheet of which no men-
tion has yet been made; this is the first one on the left hand side,
and is headed Approved Entries. This was provided to take care
of journal entries, as the use of this report obviates the use of
the customary journal.

Only one section has the accounts printed down the right hand
side of the sheets; the others all leave oflf with the column headed
Total Charges and Credits, and by placing these sheets side by side
you have all debits and credits from all sections opposite the ac-
count, and the net debit or credit can at once be ascertained by
adding these amounts together, and by carrying the net result into
the column headed Net Charge or Credit you have only one
amount for each account.

All items appearing in this column are then posted to their
ledger accounts, and the footings of all material columns are deb-
ited and credited to their proper ledger accounts, and the sheets
are the most complete and compact journal it is possible to have, as
you can tell at a glance every item that went to make up the total
of any accounut and what section furnished the labor or material.

When any work of this kind is completed the Superintendent of
Tracks sends a report to the Auditor giving the date that the track
was finished.

A detailed statement of all labor and material charged is then
made up and this is sent to the Civil Engineer who can at once
tell from this report whether or not the proper amount of material
has been charged, and he reports back in such a form that the in-
formation can at once be distributed on the cards provided for a
report of the track mileage.

These cards number some 17. The first 4 are used to designate
the different kinds of rail and have spaces provided for the Date,
Kind of Paving, Remarks, Added, Removed and Amount.

The last 3 are used for a record of the three kinds of special
track work namely . Girder, T and Tram, and have additional
columns in which to record the name of the maker and the type of
work.

These cards together with those provided for the electric line
equipment are filed in a cabinet back of the proper index cards
giving the name of the street or car house.

If at any time you wish to verify the records of any street it is
a simple matter to take all the cards for that location, put them
in your pocket and check them on the spot.

In closing I would say that I have a set of blanks with me which
I will be glad to show and explain to any member who wishes to
look them over and if it is thought advisable to publish this paper
in the report of this convention it will give me great pleasure to ar-
range them in such a way that they can readily be referred to.

Mr. Hibbs: I would like to ask Mr. Wilson what clerical force
ho employs. It is rather an elaborate system.

Mr. Wilson: We have fourteen men. It is the system that
makes it possible to handle it with that number of men. You
avoid a great deal of work that it is customary to do. It might
be interesting to know that in that office, with these 14 men, with
the order numbers and the records, are over 60,000 accounts, all
of which, are liable to be active at any time.

Mr. F. E. Smith: You file these away from month to month,
don't you; what you might call the journals?

Mr. Wilson: Yes.

Mr. Smith: Suppose you do some more work in the following
month on the same job. Is there any reference made on the fir.st
entry that it is continued in another month?

Mr. Wilson: No. You would take it from your cards, and your
cards would show what month it was charged in. All you have
to refer to is the report of that particular month. The same or-
der number applies in different months. The order number Is
fixed like an account number.

Nov. IS, 1900.

STREET RAILWAY REVIEW.

67'J

Mr, Tiipp: 1 woiilM liUo to aHk Mr. Wilson If he makes two
Ijosllnss, ono to tlK> cards and ono to the expensi' ledger. I as-
sumed that he keeps an expense ledger as distinct from the cards.

Mr. Wilson: That comes from this report. As I say, It Is made
up; you make one posting fi-om that, of details. Th(! details are
posted from the cards, the details of your exjiense ledger.

Mr. Moore: I would like to ask Mr. Wilson, In the case of
the storekeeper Issuing materials on these; manifests, what re-cord
or account does he charge that to In his record so as to keep tab
of It as it goes out and comes back.

Mr. Wilson; That Is done in the manifold book. It is to all
Intents and purposes In his stock until it is j-eported consumed or
returned.

President Duffy: You spoke of G0,000 accounts, and said each
order number had a standing account. Now I would understand
that account No. 1, for instance, maintenance of track and road-
way, had a certain number of subdivisions. You spoke of some
six or seven. Then thire is a second number of order numbers in
each one of those subdivisions, like the paving, the rails, and so on.
Isn't that the way it operates?

Mr. Wilson: No. Any maintenance charges would be charged
direct to the operating expense number, unless it was a very large
track job, where the street was being relaid or somi'thing of that
kind, and then the engineer would give it an order number. For
the ordinary matters we do not have the order number.

Mr. Tripp: Mr. Wilson, it a street was numbered 100 and the
figure 1 represented track maintenance would 1100 mean track
work on a certain street?

Mr. Wilson: Y'es, the Maintenance of Way Department; we do
not use those numbers except for extraordinary work, but num-
ber 1100 would mean that it was No. 1 pole on a certain street.
If it was 2100 it would mean it was a No. 2 pole on the same street.
We have about 100 operating expense accounts. We have no sub-
divisions of those accounts whatever, but by this system I speak of,
by reference to the monthly reports of the department, you at once
know every labor item and every material item, or any entry, by
referring to the report. If you wish any further information you
go to the drawer, pull out this little booklet I referred to, and
then, if It is a question of labor, you can tell the men's names,
the day of the week and how many hours of each day they worked
on it, because it is all there together. In the same way, if you
wanted to know the material, you could tell with the minutest
detail what the material was.

President Duffy: You have your expenses divided into 100
accounts, where the classification has only 38.

Mr. Wilson: Yes. The Boston Elevated Ry. has not adopted the
standard system of street railway accounting because the railroad
commissioners of Massachusetts are the only ones in the United
States that have not adopted it.

President Duffy: The reading of this paper and the important
paper that is to follow suggest something to me that was dis-
cussed with us today by a gentleman very prominent in the other
association. That is the practice of some associations of printing
their papers in advance and sending a printed copy to each mem-
ber, so that before they come to the association meeting they can
digest the papers and can select from them particular things that
they want to be informed upon, and can bring up points tor dis-
cussion. This practice in associations of a similar character to
this one has proved to be a wise one. and I think it would be well
worth the consideration of those who are to direct the affairs of
the Association next year as to whether we should take up this
practice.

The next paper is:

MATERIAL AND SUPPLIES ACCOUNT.

Ry W. M. Barnaby, .Vccountant, Brooklyn Rapid Transit Co.

I wish at the outset to state just what I am going to try and
explain, and also to give the explanation with sufficient clearness
to be understood.

Material and Supplies Account is but a branch of the bookkeep-
ing of any concern and the method of keeping is to be determ-
ined by the results looked for. Some one has said that "book-
keeping was but common sense properly applied." I trust that
I can prove the truth of this saying as applied to the keeping of

Material and Supplies Account. In the first place what are the
results to be obtained?

A correct record of all material and suppllcH received, showing
kinds, fiuantiticH, price anil from whom bought. A correct record
of how used, showing the (|uantltifH and values as applied to
operation, maintenance or construction as the ease may be.

A record which will show at any time, the quantity of any par-
ticular stock on hand. A record that will show the various kinds
of materials and their value charged to any particular expense or
account.

These I think arc the main results looked for in keeping Mate-
rial and Supplies Account. As a basis for accounting In this
department of bookkeeping the Stock Ledger Is the first consid-
eration. This book should contain the record of all receipts and
all expenditures of Material and Supplies and when Inventory
time comes around gives the value to material and supplies on
hand. A Stock L<-dgcr laid out with three accounts on
a page Is suggested, a book of SCO pages giving some 2400 accounts.
This should be openeil with the accounts running alphabetically
tor convenh nre in locating. This Is made so as to give each month
practically a separate record. A trial balance can be taken month-
ly if desired.

The postings to this book are made from the record of materials
received and from the consumption sheets which I will explain
further on.

After the Stock Ledger, comes the book containing the record
of materials received, which for convenience, we will call Book
No. 2. the Stock Ledger being No. 1.

This book gives a complete record of all stock received, show-
ing from whom received, quantity, price, kind, value, order num-

\v. M. i;.\K.N.\i;v.

her. Reg. No., how shipped, etc., in fact a complete record of
each invoice. From this book the postings to the Stock Ledger
are made. This book is made on the loose leaf plan, which per-
mits a page, when filled up, to be taken out, allowing the posting
to the Stock Ledger without interfering with the work of the
receiving department.

We now come to the taking out of stock, and the method of
changing to the proper expense or construction account

All materials and supplies drawn from the stockroom should
be drawn by order on the stock clerk, properly signed by those
authorized to do so. The form of order is in duplicate, so that
each department has a record of what materials or supplies it
has used during the month. The order must also state for what
purpose drawn. By taking the classification of Expense Accounts,
as adopted by the Street Railway Accountants' Association of
America, and giving the numbers and letters, the accounting part
becomes very simple.

Any special expense or construction account can be kept by
the mere giving of some special number or letter to indicate it.
In this connection, it should be remembered that labor charges
should be similarly treated to have uniformity of accounting.

Orders on the stock clerk are charged daily on the Consump-
tion Blotter, which is made up of a number of sheets properly
ruled. The Consumption Blotter is the record of quantities and
values of materials and supplies used daily, the name of the mate-
rials or supplies being written in the margin and the quantity

680

STREET RAILWAY REVIEW.

[Vol.. X, No. II.

and the expense account being indicated. Tlie unit of value Is
also given, being taken from the Stock Ledger.

After orders on the stock cierk have been posted on the Con-
sumption Blotter the amounts thus charged are analyzed; first,
as to the amount charged to each expense account; secondly, as
to the value of each kind of material charged. The first result
is, in turn, posted on blanks which are the final accounting as
to expense or construction charged. The various accounts to be
charged are written in at the top and the result of the analysis
of the Consumption Blotter is set down daily under the proper
heading. At the end of the month the footings of those sheets
give the cost of materials and supplies charged to each expense
or construction account. The second analysis of the Consump-
tion Blotter is transferred to other blanks for the record of
amount used daily of each kind of materials or supplies and from
this the postings to the Stock Ledger are made, the value of the
materials used balancing with the total amount charged to ex-
pense or construction accounts. This form has an additional
value, in that it shows just the quantity of each material or sup-
ply used monthly, which is a good help to the stockkeeper in
determining how large a quantity he should carry, and also en-
ables him to make out his requisitions on the purchasing agent,
with intelligence. When more than one stock account is kept
and goods are being transferred from one store-room to another
a proper transfer order should be used which will indicate the
kind, quantity and value of stock so transferred, and also indi-
cate from and to what stock account transferred. These orders
which should be numbered are treated by the stock clerk the
same as any invoice and should be posted in the record of mate-
rials and supplies account and charged out in the regular course.

On the question of putting through material and supplies ac-
count bills covering large items chargeable to construction such
as car bodies, trucks, motors, generators, etc., I think the method
of direct charging preferable. At the end of each month the
stock clerk should report to the auditor the amount of materials
and supplies received giving a list in detail of bills passing
through his record of materials received, also the value of mate-
rials and supplies received through transfer from other stock-
rooms. This blank gives the quantity on hand on the first of
the month, shows all debits and all credits to Materials and Sup-
plies Account, and enables the auditor to check the Materials
and Supplies Account as shown by the stock clerk with the gen-
eral books of the company.

In connection with the Stock Ledger a card system is recom-
mended. Each kind of stock having a card showing the quantity
on hand also stating the number of the bin. shelf or drawer in
which it is kept. As the orders are filled by the stock clerk the
cards are credited with the quantity taken out so that the quan-
tity on hand at any time can be ascertained. Some may say that
the time involved would not warrant the keeping of such a sys-
tem of cards, but I can state that a system covering between 5.000
and 6.000 different stock items can be posted in three hours. The
value of knowing that a certain article is needed is obvious to
any one familiar with the keeping in repair of car and motor
equipments. By such knowledge an emergency order for the
particular material or supply needed can be given and a "multi-
tude of friction" thus covered. On this card in addition to show-
ing quantity on hand, a provision is made to show the quantity
of such materials and supplies ordered, but not received, which
provides against duplicate ordering.

In the matter of manufactured articles such as commutator bars
field coils, etc., where the amount made up in a month might be
sufficient for a much longer period and it is desired to charge to
the expense account only the amount used, the stock clerk
would have to set a value upon the product, debit his Material
and Supplies Account, the same as for any purchased material
or supplies, and set it upon his Stock Ledger and reduce by a
like amount his report of such expense accounts for the month.
The custom is, I think to charge direct to expense, all material
taken out of supplies for such manufacture as though actually
used during the month. Only a few of the larger companies do
any man\ifacturing.

I think I have covered the principal features of Material and
Supplies Account. It may be that some of the minor details have
escaped in condensing this into such a short article, but if there
be any particular point not touched upon which someone is inter-
ested in, I trust he will not fail to make it known.

In any system of accounting, accuracy is the keystone, and that
particular feature should never be lost sight of.

Mr. F. E. Smith: I would like to ask Mr. Barnaby it the ma-
terial charged out in any one month is charged out at the average
prices of the material on hand at the first of the month.

Mr. Barnaby: The unit of value of stock is determined by
bringing down what you have on hand at the end of every month,
and you establish probably a new unit of value. Of course, m
taking up what we call the consumption sheet, we use a certain
quantity of any article, which, at the unit of value, gives a figure
for the expense, and, we bring down the balance in the bin or shelf,
and get a value of stock on hand. It it happens to be bolts or
gears we know what we have up above, and at a glance can tell
whether the price which the unit gives the results, is a fictitious
one or not; and it can be adjusted and checked. Practically the
unit of value is reset every month, on the first of every month.

Mr. Smith: You might have had a lot of material, say, on the
fith, and used it on the 15th, and that may have changed the
price, the average price of what you have on hand. Now it it was
used on the 15th, would you charge it out at the average price of
the 1st or as of the date that you used it?

Mr. Barnaby: By the use of this consumption blotter, If we
had 1,000 on hand at 10 cents, we would charge out the first 1,000
at 10 cents, and just as soon as we got into the next lot we have
our price indicated.

Mr. Smith: You charge them off then at two different prices,
not as an average?

Mr. Barnaby: We would, then, yes.

Mr. J. A. Harder: Our store-room accounts are not conducted
on a very thorough system. We aim to charge out material at
an average price and let it go at that, and take an inventory oc-
casionally to see whether we are running short or over and ad-
just it from that on. We do not keep a very elaborate set of books.

Mr. Stone (Worcester, Mass.): I can say very little to add to
the information that is desired on that subject. The road that I
represent is a comparatively small one. Our system is accordingly
a small one. It is accurate so far as it is carried out. It is a
very simple system and would not apply to the larger roads. We
charge directly every purchase to the particular account for which
it is bought. We take an inventory at the end of each month
whereby the stock on hand at the first of the month is given.
.\dded to that is the purchase which has been charged up to the
particular account, which is set down, and an inventory is taken
at the end of the month both by a book record and by an actual
record. At the end of each month we have practically an inven-
tory that covers the maintenance items and the construction
items, separated each month and credited back to the several
maintenance accoimts and the several construction accounts,
which ever they may be, and we charge to supplies and credit to
operating expenses or construction accounts whatever material
remains in hand; charge up each month again and start over.
It is very simple and at the same time it is a system that can be
applied to a small road so as to arrive at very accurate results. I
am quite interested in hearing these papers, particularly the pa-
per that has just been read, because a different system of accounts
may be applied to our road later on, and that which applies to the
larger roads is what I am particularly interested in.

Mr. Frank J. Suda (St. Louis): All the material that comes
into our storeroom is given a lot number and we use the card
system. On this card we place the lot number, the name of the
article, from whom purchased, the date received, the quantity
received, the valuation, which is taken from what I call the re-
ceiving sheet, which is kept by the storeroom keeper. When the
article is given out It is given out by the lot number, and in that
way I get the quantity and the valuation. At the same time I get
the account in which the material is charged. Every man that
'comes into the storeroom gives his individual receipt for the ma-
terial that he gets, and must state for what this material is used.
These little slips are then taken up twice a month, on the 15th
and on the 31st, and are entered on what we call our maintenance
sheets, which are properly headed with the accounts to which these
various items are charged. That also applies to castings. Every
fasting receives a number. No pattern Is made without a number
being given it, and when It is charged up or given out, it Is given
out by this lot number. I lot everything except screws, bolts of
all kinds, cotter keys and such minor things as those, and at the

Nov. IS. ii;(Ki. I

STREET RAILWAY REVIEW.

681

cud of Btock-laking time, I offHCt one way or the othiT. So 1
think on tlio matter of lotting the arllck'S and the cuHtlngs I offset
at the actual valuation both ways every time. If by Bomo means
or other the entry clerk makes a mistake In charging out, If ho
charges out $10 too little, when he comes to balance out that par-
ticular lot he knows exactly whether he has been charging It
properly, on the right valuation, and he can also check the store-
keepers at any time by r<'ferring to his cards and asking the
storekeeper how much nuit(,'rial he has of this particular lot. and
he knows whether the storekeeper has let any of this material
slip through his lingers without getting a charge for It. Our
system is not exactly as I would lik(^ to have it, and I am looking
for some Improvement if I can get It.

Mr. P. V. Hurington (Columbus, O.): We do not run a supply
house account. We take care of all the purchases and use of ma-
terial and supplies through general ledger accounts. The larger
purchases, such as rails, ties, wheels, poles, perhaps all together
15 or 20 such accounts, we hold in what we term an open acuount,
and we charge out approximately each month what would natur-
ally belong to that month, and so far we have been very success-
ful in approximating and have kept our operating expenses per
cent at a very regular figure. We have had no difflculty whatever.
Of course we do maintain in our shop our supply account, but
it does not come into the audit ofllce. It is simply as a matter ot
record for the shop dt'partment. All other materials, track, over-
head, etc., are taken care of as I stated.

Mr. Mitchell (Pittsburg): We run our shop accounts, mater-
ial and supplies, in about the same way. We find it works very
satisfactorily. We take an inventory about once a year.

Mr. W. G. McDoIe (Cleveland); I would like to ask Mr. Barn-
aby what he does with his freight and cartage and handling of
materials?

Mr. Barnaby; All the trucking we do we run it through a de-
partment and they have a card system there, and all tlie expenses
ot that department are charged to a trucking account. The cards
are analyzed and the value of the truck per day is set down at a
sum per day. The cards are charged out, as the cards indicate
what work they perform, and it is set up as an expense item,
charged to the account, and the trucking is credited. Of course
at the end of the month, or a period of months we get a slight
debit or credit which we adjust by taking off a slight per centage
of the cliarges. Tlio bigger tnicUin.t; cli.irgcs go tliroiigli llu
trueking department; there is very little of that trucking
that we get, as our purchasing agent makes it a rule to purchase
everything t. o. b. dock, and the handing of supplies from the
shops to any minor jobs we charge to a shop expense account
direct.

J. M. Smith (Toronto): Our system of material and supply is
somewhat similar to some which have been explained here. I
run what we call a material order book in which every requisi-
tion for material is first entered, and as the goods are received
they are reported to me on a daily sheet, all the materials received.
I might say, first, that I control all of the clerical work in con-
nection with it in my department, that I got this daily sheet ot all
goods received, fully explaining it, giving them a number, eit...
and they are checked and entered as against the requisitions, in
the material book, so that we have the requisition entered an
filled. Then, for any freight, duty, or any charges like that 1
have separate columns, and that is added to the cost ot the goods
to give me the price ot that material. The material is summed
up at the end ot the month, and then I have a sheet that is sent
tome daily ot all materials delivered out ot the stores, giving the
classification and accounts that these are to be charged to. That
is then kept track ot in a subsidiary book until the end of the
month, and then posted to this material order book and sub-
tracted. That, you will see, leaves me the balance of material that
is there in hand and can be taken oft, as I do, giving the full
detail ot all the materials on hand at the end ot the month, prac-
tically an inventory ot the goods. I have found that it was very
satisfactory, and I have a pretty good check on the storekeeper,
because it he is making any charges that are not correct he will
find himself short at the end ot the month. I am always open
tor suggestion and I appreciate this paper read this morning very
much.

Mr. Hibbs: I would like to ask Mr. Smith under whose direc-
tion or supervision the storekeeper comes. I understand from

Mr. Smith that the requisltlong go direct to him. Ik that as It
ought to be?

Mr. Smith: The storekeeper Ib practically under my own con-
trol.All requlHitions are made out and then a copy is sent to me;
the requisition is forwarded to the merchant and a tissue copy 1b
sent to mo and entered.

Mr. Ehrhardt: We charge <-verythlng direct as It Ib purchaBcd
and ordered, probably the same as you do, or u«ed to. Of course,
we have a storeroom and keep a 8tw:k on hand but we make no
chargi'S nor entries from that storeroom. Everything Is charged
as it is purchased.

Mr. Hurington: It seems to me from Inquiries made when this
paper was brought up that It might be a valuable work for thla
asKociatlon to appoint a committee to formulate a uniform system
in this particular line. It Is a vital question and I realize that
the property with which I am connected Is getting a little too un-
wieldy for the plan on which we have been operating our material
and supply account, and I am very glad to have the privilege of
listening to this discussion, because It Is coming right In the line
that I desire. I would like to hear some expressions on that. It
seems to me that it is a valuable work that this association might
take up. We have to have something to further perfect our
system of accounting, and would it not be proper and wise to give
this matter some attention?

Mr. Mackay: I would suggest that we might take up In each
meeting a few of the necessary blanks and forms, and establish
those few. We could standardize a few of the forms, and in that
way gradually get the whole thing in shape.

As tar as our storeroom accounts are concerned, I think I ex-
plained at the last meeting that we charge out all reconstruction
work direct, the items not passing through the storeroom account
at all. In all expense accounts most ot the items pass through
the storehouse, but where an item is purchased and sent direct to
the work, for instance, oils or material for power plant, it is
charged direct to the plant. We always make it a point to charge
it out. Anything that goes through the storehouse is charged out
at a figure which exceeds the cost sufficiently totake care of the
cost ot handling and to take care of the breakage or depreciation
in the value. In that way at the end ot the year our inventory
always runs in excess of the ledger account.

Mr. Tinglan: I think however that on the intake I can give yoti
a little light. Out requisitions are all made in duplicate. On the
back of the duplicate requisition there are ruled columns for the
date of the receipt dI the nuitcrial. the quantity, price, and ii it
comes in car load lots there is a place for the car initial, number
and weights and a complete record up to the date of the receipt
of the invoice. \Vc use our own invoice form, which is in dupli-
cate, the duplicate remaining in the city railroad office, the orig-
inal returning to my office. On the face of that is a place (or
freight charges, the initials ot the man who receives the goods,
the certification that they are correct as to quantity and quality
and the approval ot the superintendent and the account to which
it is to be charged. All our purchase orders are issued in tripli-
cate. On the back ot the trip'''"tte purchasing order is a ruline
identical with that on the back of the dupiicaie repuisiiion. vt =
take the bill which is returned to our office, and keep a dupli-
cate record of the receipt of the material and all the details that
go on the back of the original. The storeroom ledger is kept In
the subsidary office. We keep a storeroom account on our genera!
ledger tor that particular office in my office. These two ledgers
must balance at the end ot the month. On each job the foreman
gets from the superintendent what our boys call a green goods
order. It Is a duplicate order numbered consecutively, but in
front of the number is a place left tor a letter designating the
class of accounts, "a" being for track, "b" for ties, and so on.
When a man comes to the storeroom with this order, the letter
is put in front of it, he gives that up and receives a material sheet
on which is entered all the material drawn from the storeroom.
There is a place (or a credit back if he returns any and a place for
this order number. That is all he knows. He does not know any-
thing about the account. He is given a number and a letter by
the superintendent, and that is placed on his storeroom order.
When his material is returned the proper credit is given him at
the storeroom tor any return, and that sheet is at once sent to the
office. If it is a running job we have what we call standing or-
ders for the track repair man and the overhead repair man, but

682

STREET RAILWAY REVIEW.

|\'iH.. X. N'l). 11.

any special job is returned as soon as it is completed. At the
end of the month these are formulated and on the report which
tomes to my oUice is a charge from the storeroom for each bit
of material, giving the quantity and price. From that we check
up our storeroom account on our ledger. That is, in substance,
the way we keep it. Jtly record in my storehouse, I am frank to
confess, is a little bit lame, and I came here with the hope that I
would get some information.

Mr. Wilson: I would like to ask Mr. Barnaby one question.
He said it took about three hours to post on the cards the material
(hat was issued during the day. I thought it was your road th.il
had the cards upon the bins.

Mr. Barnaby: That has been dis-continued. It has been de-
cided that it was easier for a man to have the cards, and get a
better result than to go upon a ladder and try to post that card
on the bin, more apt to get correct posting.

Mr. Wilson: Do you attempt to find all the issues of one stock
and make one posting on the card, or do you make as many as
may be necessary?

Mr. Barnaby: No. In analyzing the consumption blotter
where it is first entered you get the entire quantity used that day.

Mr. Wilson: From this blotter, you cannot analyze your stock.
but you put it down in such a way that you know what the charges
are to be from the blotter.

Mr. Barnaby: On the consumption blotter is indicated the value
charged to any expense account. As the orders are analyzed they
are entered twice. That is, the first analysis is as to the charge
that the goods are to be put to. That is indicated as the samples
show there, (referring to exhibits accompanying Mr. Barnaby's "
paper,) the job number and the value. That is then tabulated to
get the quantity of any particular material put on this consump-
tion sheet as against that material. From that the cards are
posted, so that with the quantity of goods set up on the card and
the daily postings, from this analysis of the consumption blottei
one can tell at a glance, as soon as these cards are posted, what
is still left on hand of those particular goods.

Mr. Wilson: Then you practically analyze it twice?

Mr. Barnaby: It has to be analyzed twice practically, once for
the charge and once for the quantity of goods.

Mr. Ham: I would like to ask Mr. Barnaby whether the clerks
who do this storeroom accounting are subordinate to the store-
keeper.

Mr. Barnaby: They are subordinate to the storekeeper and now
the storekeeper is subordinate to the auditor. That Is something,
that, when you were there Mr. Ham, was not so.

Mr. Ham: Th point is whether there is any scheme yet devised
which is a check upon the storekeeper, or whether we still have
to rely upon the honesty of the storekeeper. That is one of the
objects of the storeroom accounts; and I am quite strongly of the
opinion that it is a physical impossibility to check the storekeeper.

Mr. Barnaby; In that regard I refer to Mr. Wilson's paper.
As I take it, his orders that he receives direct from his storekeep-
ers must be certified by someone in charge. Of course, honesty
in accounting finally resolves itself into whether it is the clerk
who is the honest man or the auditor. .\t some point the honesty
has got to be determined. The signing of the order under Mr.
Wilson's plan is the point where the honesty has to be determined,
and if he knows that that man is honest, his accounting is honest.
for he takes his result, and it is a final accounting.

Mr. Ham: That is only one-halt of it. The other half is the
receipt of the material.

Mr. Barnaby: You have the same thing in reference to the
receipt for the goods? Someone is in authority 'o receipt the vou-
cher as to the goods received.

Mr. Ham: I am not criticizing the method at all. But I wish
to know it is possible to check the storeroom keeper with any sys-
tem of accounts. I have found that possibly we thought we were
doing this but were succeeding very poorly, and I am satisfied to
give it up. I do not think it is practicable, for the same reason
that we see an immense department store with very little of that
kind of accounting; as I understand it, none at all. But we are
attempting, as Mr. Suda of St. Louis, said, to keep track of all of
these items, and he says that if there is a mistake on the part of
his storekeeper he can locate it on the particular account; out
after he has located it the question is what good it has done. The
real point in this that appeals to me is whether it is w^ise to keep

separate accounts of individual articles. I mean by that, a separ-
ate ledger account or separate accounts to show stock on hand ot
each article. It entails an immense amount of work. Is it neces-
sary or can we get the same results by surrounding the storeroom
itself with every safeguard, that is, as to material going in and
material going out? Many of us have possibly kept accounts very
carefully in storerooms where the storeroom itself was laid out in
such a way that anybody could go in and help himself to ma-
terial. It seems to me that it is the storeroom itself that should
be watched. I would like an expression of opinion on this. I
am keeping these individual accounts, and if possible I would like
to do away with them.

Mr. Wilson: When I started storekeeping a number of years
ago I started with the idea that you must keep an account of the
difterent kinds of material, and I continued it for some two or
three years, but give it up. At the present time the entire ma-
terial in our stockroom is simply one lump of stock. Since doing
so the results have been very satisfactory indeed. The material
is received from the persons from whom we purchase goods and
certified to on the bottom of these invoices. If you recall to mind
my paper, I stated that we require everybody from whom we pur-
chase goods to use our bill heads and not theirs. There is a place
on the bottom of these bill heads for the approval of the person
who receives the goods, for the approval of the head ot the de-
partment who has the requisition for it, of the clerk who has en-
tered it and the purchasing agent, who states that he ordered the
goods and that the price is correct. Then all these bills are
charged direct to the storekeeper, or to the storeroom. Material
that is delivered is never delivered on any order or requisition
.■-igned by simply an employe of the company, but it must be by
the foreman or person in charge. I think that answers practi-
cally Mr. Ham's question as to having a responsible person whom
you can hold for the goods which have been issued. By having
these original orders and demanding personal requisitions signed
by the person in charge of the shop or department, it must be
collusion between him and the storekeeper to work any mischief
which it would be a difficult thing ever to guard against; or if it
was a question of the receipt of goods, between the storekeeper
and the person he would receive them from. That would be a
safeguard which it would be difficult to provide.

Mr. J. M. Smith: In that regard there is one thing I did not
mention. I have a check on the goods received, for the reason
that I do not let an invoice go in the storeroom house at all. 1
said I had a daily report come to me of all goods received. They
are given a number, each package just as it comes in on the coun-
ter, and are entered on this sheet. The requisition is referred to
the merchant whom these goods are received from and then it is
sent to my office; so that they do not get the invoice at all. I
know that the requisition has been received by myself, and then
that invoice is treated in my department, is given its proper num-
ber, and forwarded to them to check the prices; the storekeeper
being the one who has purchased the goods, knows all aboilt the
prices. So that I get a full check and know that everything is re-
ceived. If an invoice comes in that has not been advised of, I can
fall him to time, but our record shows it at once.

Mr. Harder: Following up one of the questions Mr. Ham asked
ot Mr. Barnaby, I would like to know how many companies in this
association have the storekeeper under the jurisdiction of the audi-
tor so far as the storeroom accounts are concerned.

A poll showed 18 where he was and 2 where he was not.

Mr. Mackay: I seem to be quite a minority here. In our com-
pany the storekeeper is really under the general manager, so that,
while in a certain sense the auditor is brought in relation with it,
still he is under the general manager.

Mr. Barnaby: I would think that it would be well to ask Mr.
Ham and Mr. Tripp who are members of the committee appointed
by the association to report on a system of account for lighting,
gas and power companies, to report to us next year as to action
taken.

Mr. F. E. Smith: I move that a committee be appointed to pre-
pare a uniform set of blanks tor the approval of the association on
stores, from the purchase to the inventory.

Mr. Mackay seconded the motion which was carried unani-
mously.

President Duffy: I will appoint on that committee Mr. Bur-
insiton, ^^r. F. E. Smith and Mr. Tinglay.

Nov.

11)1 )0 I

STREET RAILWAY REVIEW.

683

Tliei-o ia anotluT imiKjitaiit maUtT hci'e that should be taken
rare of at once. That Is, the pioposition to change the by-laws,
as to the time and place ot meeting.

It was moved and seconded that there be no change. The mo-
tion was carried unanimonsly.

The executive committee reported that it had held two meetings;
that it had talti'n three mail votes, admitting 25 companies to mem-
bership; that the books of the treasurer had been audited and
found correct.

The report was accepted.

Th(' Committeo on Resolutions reported resolutions of thanks
to the hosts of the convention in Kansas City, which were unani-
mously adopted.

iVlr. Wilson, of the Nominating Committee submitted the follow-
ing list:

President, Wm. 1<\ Ham, comptroller Washington Traction &
Electric Co., Washington, D. C.

First Vice President, J. A. Harder, auditor Metropolitan Street
Railway Co., Kansas City, Mo.

Second Vice-President, .1. M. Smith, comptroller Toronto Rail-
way Co., Toronto, Canada.

Third Vice-President, W. G. McDole, auditor Cleveland City
Railway Co., Cleveland, Ohio.

Secretary and Treasurer, W. B. Brockway, assistant secretary,
New Orleans & Carrolton Ry., New Orleans, La.

Executive Committee: C. N. Duffy, auditor Chicago City Ry.;
C. S. Mitchell, auditor United Traction Co., Pittsburg; C. M. Hem-
ingway, cashier Connecticut Lighting & Power Co., New York; D.
B. Tripp, auditor Seattle Electric Co., Seattle, Wash.

The gentlemen recommended were elected, the secretary casting
the ballot of the association.

Mr. Harder then extended an invitation to the accountants to
bring their wives, sweethearts and sisters and go for a tallyho ride
on Friday.

Mr. Ham was invited to the platform, and President Duffy said:
Mr. Ham, permit to turn the chair over to you and to congratulate
both the association and yourself.

President-elect Ham: Gentlemen of the Association; I wish to
thank you for this honor. I consider that everyone of us should
be proud of this Association. Personally, I have devoted some
time to it, some hard work, but for every stroke ot work that I
have put in I have been amply repaid. If I have done anything
for the association, it has done ten-fold more for me, and I believe
that any man who can come to the conventions of our association
will be greatly benefitted, and his company will be benefited. It
is by coming in contact with other men in the same line ot work
that we are enabled to free ourselves from the dust and cobwebs
which accumulate in our craniums, and I think that accountants,
bookkeepers, something like school teachers, are very apt to get in
ruts. Each one of you can help the association very materially
by doing anything in your power toward increasing our member-
ship, in order that it may be a representative membership. We
have 98 companies, and I was very sorry that we could not have
made it 100 at this convention; but if each member would take a
little interest in it to see that his immediate neighbors, or the
companies with which he has some influence, or can get some in-
fluence in some indirect way— if he can present the matter to them
and they can be advised of the work that we are doing. I think
no company will care to remain outside of our association.

Mr. Moore: Mr. President, it seems to me that inasmuch as the
various consolidations ot street railway and traction companies
have not reduced our membership, as we expected it would a year
ago, and as our treasury is fairly full, it would be proper at this
moment to recognize in some measure the work of our efficient
Secretary. To that end, I make a motion that the salary of the
secretary for the incoming year be advanced from |200 per annum
to $300 as a recognition for his attention to duty.

Mr. Harder: I Becond the motion.

Mr. F. E. Smith: I would like to amend (hat. 1 do not think it
is enough. I wouldn't do it for that, and I don't believe there arc
many here that would. I will move to amend by making It $500.

Mr. Moore: I will accept the amendment.

PrCKident Ham: I understand, then, tbaUthe original motion Is
withdrawn and that the motion now before the house Is that the
salary of the secretary and treasurer for the present year be J.IOO.

The president put the question and the motion was carried unan-
imously.

A resolution of thanks to the association's hosts in Kansas City
was passed. It was ordered that the portrait of the ex-presldcnt be
inserted in the published proceedings, and the convention then ad-
journed.

♦ « »

DEPARTMENT OF BLANKS AND FORMS.

Like the American Association, the Accountants' devoted Friday
to the inspection of exhibits and in their case the display included
Secretary Brockway's collection of Blanks and Forms. These
hliLuks have all been properly classilied and conveniently arranged

EXHIBIT OF BI..\>rKS AND FORMS.

in IS large books, which were arranged along the north wall oi the
roof garden of Convention Hall, over 150 lineal feet of tables being
required. Our engraving gives a very good idea oi the exhibit
of this department

STANDARD PAINT CO.

The remarkable mcrease in the business oi the Standard Paint
Co. during the past year may be taken as a certain indication that
the excellence of the P & B products is fully appreciated by the
trade. The demand has grown to such an extent that within the
year the company's plant has been increased to almost three times
its former capacity. The principal manufactures are the "P & B"
preservative and roof paints, insulating compounds, insulating and
sheathing papers, insulating tape, ruberoid. ruberoid roofing, motor
cloth and car roofing, and armature and field coil varnish. These
are made at both the .\merican and European factories.

The company is always well represented at important industrial
expositions and has never failed to receive proper recognition for
its exhibits. At Paris, in addition to exhibits in the American sec-
tion and the Civil Engineering and Transportation Department, it
erected a pavilion composed entirely of ruberoid. which was occu-
pied b}- the Paris municipal customs officers. At the .American
Street Railway convention in Kansas City there was a full line of
the company's materials, and >fe5sri. J. C. Shainwald and J. F.
Hicks were in attendance.

« ■ »

.\ tramway is to be built from Vmir. B. C, to the Tamarack
mine, at a cost of Sio.ooo. The contract has been awarded and the
work will be finished within two months.

684

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

LONDON LETTER.

(From Our Own Special Correspondent.)

London, Oct. 22, 1900.

Tlio problem of npid transit in the heart of London appears
10 liave been solved. The colossal snccess of the Central Lon-
don Ry. shows that the citizens of this, the first city of the world.
have found what they have long been looking for. Althongh
strictly speaking, the Central London is not a street railway —
since it is underground — the traflic it deals with is purely that of
the streets, and its raison d'etre is simply the relief of the traffic
in one of our most congested thoroughfares, under which it runs
for its whole length. Owing to the enormous rush of traffic which
it is called upon to deal with, the 3'<- minutes" service with which
it was started, has already been altered to a 2j4 minutes' service.
Mr. Stevens, (he chief engineer of the line, told me the other day.
that they could well do with another doulilc track, tlie full loneth
of the line.

.\ stranger in London during .\ugust. must have thought tluit
the "tuppeny tube," as it is affectionately termed, had a most en-
terprising advertising agent. Every paper in London contained
paragraphs about it, and the most influential journals sang its
praises in their editorial columns. But the cause of this was not
advertisement, the Londoners were pleased with their new toy,
and the newspaper men knew it, and so naturally fed them up with
til-bits of information about it, until their imaginations ran dry.

The latest electric traction scheme in London is the Charing
Cross-Hampstead railway, the rights of which have been acquired
by the Ycrkes syndicate. In the course of an interview the other
day. Mr. H. C. Davis, of New York, who is vice-chairman of
the syndicate, stated that none of the necessary capital — between
$15,000,000 and $20,000,000 — would be subscribed in England, as
the .American syndicate was prepared to find the lot. The work
is probably to start in February next, and will lake aliout two
years to complete.

There will be two sets of line, one starting from Hampstead, the
other from the Midland Railway station at Kentish Town. These
will meet at Camden Town High St. and run to the Euston Sta-
tion of the London & North Western Ry.. thence under Totten-
ham Court Road to O.xford St., where they will make connec-
tion with the Central London, and thence to Charing Cross. Thus
the line will form a connecting link between the Jlidland, Lon-
don & North Western, Central London, and South Eastern Rys.
It cannot fail to be an enormous financial success.

The power station is to be situated in Highgatc Road. The
trains are to be v/orked on the multiple unit system, each car car-
rying its own motors, so that there will bo no locomotives, ami
nothing to limit the length of the trains. An all night service nf
trains will be lun — the first in London — and during the day time
trains will run in each direction every 2'/i minutes.

The Margate, Broadstairs & Ramsgate Electric Ry. is nearly
completed, and will shortly be opened for traffic. This line con-
sists of a double track, about seven miles long, connecting up the
three towns named, and running round the coast. iLirgate — as
everyone knows — is the Mecca of the cockney "out for a oliday,"
and the passenger traffic during the summer months is sure to be
very heavy. The company is also undertaking the illumination
of the principal streets of these three towns, so that the extra de-
mand for current from this source, during the winter months, will
tend to largely make up for the loss of traction load during the
slack season. This scheme was promoted by Mr. Murphy, the
chairman of the Dublin United Tramway Co. and of the Cork
Electric Tramways; the capital is found by a syndicate, of which
I believe the larger part is Mr. Murphy, but I hear that soiue
American capitalists are negotiating for the purchase of the con-
cern and it is very probable that it will change hands, shortly
after it is opened for traffic.

The three-phase plant for the Margate- Ramsgate road has been
supplied by the Thoiupson-Houston Co. So this is yet another
monument to American enterprise in England, and to the com-
plete failure of the large English manufacturing firms, to rise to
the occasion, and supply the ever increasing demand in their own
country for multiphase power distribution plant.

A sad fatality took place on the Central London Ry. on October
6th. A conductor, named Field, wishing to see if a passenger was
smoking in a non-smoking compartment, opened the gates at the

side <>i llie platform of the car, and \>ul lii-. head mu iiUo the
tunnel to look in at the side window nf the carriage. His head
struck one of the lamps at the side of the tunnel, and he was
knocked oflf the car. He was picked up insensible and suflfering
from numerous shocking injuries, which proved fatal shortly after-
wards.

The authorities of the Prussian State Railways have recently
carried out some interesting tests of an electrically driven locomo-
tive, which has been built for them by the .'Mgemeine Co., and is
to be used for shunting in their yard at Eleimtz. The locomotive,
which weighs nine tons, is of 3 ft. n in. gage; it has four coupled
wheels of 43'4 i'l- diameter, and a wheel base of 4 ft. 11 in., and
the motor has a double reduction gear of 1 15 and i :4^^. The duty
il has to do is to haul 100 tons at a rate of i meter per second on
a level track, with the power of running as low as 54 meter per
second and as high as 2 meters per second. It was originally de-
signed to work at a pressure of 220 volts, but as this was found
too low, the pressure was raised to 320 volts. When starting with
no load, the motors took from 50 to 55 amperes at 310 volts; and
when running light at full speed, from 19 to 20 amperes at 310
lo 315 volts. When pulling a train of 16 trucks weighing over
106 tons, the starting current was 60 to 80 amperes at 300 volts
and when running .-".t full speed, 28 lo 35 amperes at 300 volts. The
highest speed attained when running light was in ft. per second
and when fully loaded 6.25 ft. per second. The cost of this loco-
motive was $2,500. and of ihe overhead equipment of the yard
$3,500. The tctal cost of running works out at about do per cent
loss than for a steam loromolivo of the same power.

VAUGHAN.

AMERICAN STEEL & WIRE CO. AT PARIS.

The exhibit of .American Steel & Wire Co. at the Paris Exposi-
tion was one of the most complete and interesting of the entire
show. The installation was in the departments of Mines and Met-
allurgy, and was not placed with the other exhibits from the United
States for lack of space.

On the main floor the exhibit occupied a space 50 x 50 ft. It
comprised iron ores and coal from the company's mines in Michi-
gan. Minnesota, Wisconsin and Pennsylvania; limestone from its
i|uarries; coke from its ovens; pig iron from its blast furnaces, the
quality and nature of the pig iron being illustrated by fractures;
ingots, blooms and billets from bessemer and open hearth steel
mills were also shown. .All of these were compactly groupea near
the entrance to the exhibit. In the center was an ornamental
bronze pagoda with art glass roof in which pagoda are panels
illustrating various manufactured products such as sections of
beams, channels, angles and bars; sections of shafting, rail splices
and frog fillings, horse shoes, spikes, nails and tacks, barbed wires,
bale lies, fine copper wires, music wires, fine spooled wires, all
sorts of chains and rivets, coiled, spiral and fiat springs, clock
springs, wire ropes, insulated wires and cables, sections of sub-
marine cables, etc.

The gallery or auxiliary exhibit consisted of forty large panels,
6x5 ft., on which were artistically grouped products of the various
departments, while in glass cases beneath the panels additional
samples and test pieces were shown, the entire square being sur-
mounted with 50 large photographic reproductions or birds-eye
\iews of the various mines, furnaces, steamships and manufactur-
ing establishments owned and operated by the company.

The entire exhibit was certainly a credit to the .Amreican Steel &
Wire Co. It was designed and arranged under the personal super-
vision of Mr. P. W. Moon. 3d vice-president, and Mr. F. H. Dan-
iels, chief engineer. The exhibit was erected at the Worcester
works, then taken down, shipped to Paris, and reconstructed.

The company received four grand prizes and two gold medals,
and collaboratory gold medals were awarded to President Palmer,
and to Mr. Daniels. The grand prizes were: Class 26, iron, steel
and copper wires. Class 7, music wire. Class 63, ores, iron and
coke. Class 64, pig iron, ingots, plates, bars, rods, etc. The gold
medals were: Class 39, bicycle and carriage wire. Class 65, general
metallurgical class including nails, tacks, barbed wire, chains,
springs, woven wire products, etc. A grand prize was voted the
company in Class 65, but withdrawn because it had already been
awarded grand prizes in Classes 63 and 64, very closely allied to
Class 65.

Nov. IS, ic/xj,]

STRKliT RAILWAY REVIEW.

685

DEATH FROM CONTACT WITH THIRD RAIL.

Uclobcr ylli .111 i.-iiiij|iiyc of llii; liruoklyii Rapid 'riansil Ci>. (ell
across llic lliird rail on the elevated structure and when picked up
was found to he dead. This is the fourth fatality from this cause in
three months and is <|nile reniarkable when we take into considera-
tion the experience on the Chicago elevateds, and on the New York,
New Haven & Hartford, where wc believe there have not been any
fatal accidents, and the employes regard a contact with the live
rail as merely an interesting experience to be avoided in the future.

CRANE CO. AT PARIS.

( )ni- 111 the LNhiliil, al the Paris Exposilinn which attracted wide
attention was that of Crane Co.. of Chicago. This exhibit occupied
a desirable position in the Palace of Machinery and Electricity, on

the Champs ile- M.irs, .-ind comprised br:iss and iron valves and

B. J. ARNOLDS EUROPEAN TRIP.

Mr. Uiun J. Arnold. |>re>i(lcilt of the .Arnold Power Staliuii
Co., Chicago, was one of the ilclegatc* representing the .American
Institute of Electrical Engineers at the electrical congresses held
in connection with the Paris Exposition, and while abroad he look
occasion to visit and inspect many of the most interesting electric
railway installations in Europe. His itinerary incluiled I,iverpool,
London, Paris, Zurich, Basel, Lucerne, Berne. Geneva, Chamouny,
liiterlacken, Milan, Rome, Naples, Venice, Munich, Vienna, Buda-
pest, Prague, Berlin, Amsterdam, Rotterdam and Brussels.

Mr. Arnold states that from what he could learn the various
three-phase electric lines in Switzerland are eminently successful
in their practical operation. On the Burgdorf-Thun line a speed
of 25 miles per hour is maintained. The engineers say that no
l)ractical difficulty has arisen because of the small air gap that
is necessary if a good efficiency is expected of the three-phase
motors, .md the apparatn-. has proved to be reliable either when

EXHIBIT OF CR.\NE CO. .\T P.\RIS.

cocks (or all pressures. Ijrass and iron tittin.sjs. steam specialties, en-
gineers' supplies, and steam and gas titters' tools. The e.xhibit was
tastefully arranged, and gave an especially good opportunity to vis-
itors to study approved modern methods of piping, flanged work,
etc., for power plants — a branch of the business of this company
which has become very important. The Crane Co.. which is. we
believe the largest makers of valves and fittings in the world, was
the only exhibitor of this class to receive a gold medal.

.\ new engine built by the E. P. .\llis Co. tor the .-\urora & Ge-
neva Ry. at .Aurora. 111., began operating on October 23d.

Three-cent fares are to have a trial in Sedalia, ^lo., the receiver
of the Sedalia Electric & Railway Co. having determined to issue
books of 100 tickets for $3.00. passengers using these tickets not
being entitled to free transfers. If the result is satisfactory the low
rate will be made permanent.

acting as a motor or as an electric brake when the car is descending
steep grades. The overhead work, especially at crossings and
switches, is more complicated for the three-phase lines, but it pre-
sents no very serious difficulty. He heard but little concerning
interference with telephone wires.

Mr. Arnold considers the principal objections to alternating cur-
rent motors lor railway work to be the limitations as to speed and
the low efficiency at starting. The low efficiency at starting, due
to losses in the resistances and also to losses in the motor wind-
ings, would perhaps make these motors impracticable for use on
lines where there are many stops.

There is much activity in Europe in building light railways,
what we call interurbans. and a great market for steam and elec-
trical machinery. The British and Continental makers are be-
gir.ning to realize how serious American competition is liable to
become, in fact has already become, but Mr. Arnold thinks that
our people have the very decided advantages of cheaper materials,
more efficient workmen and better shop organization and methods.

686

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

NEW CONTACT SPRING FOR TROLLEY
HARPS.

The illustration herewith shows a new electrical contact spring
(or trolley harps, a patent upon which has recently been granted
to C. S. McMahan, formerly western manager of the Street Rail-
way Journal, 1530 Monadnock Block, Chicago. The invention

comprises a spring of conducting
material pivoted centrally on the pin
of the harp and adapted to press
against the inner side of the harp
arm and with three or more curved
radial arms which bear against the
trolley wheel near its periphery at
i , «p^,H,-, /. ■"■■W I PO"its equally spaced about the

™.i«yi /"S*' '/"'** / wheel. The usual washer is inserted

between the spring and the harp
arm. The ends of the spring arms
remain fixed at given points on the
periphery of the wheel and revolve
with it; the friction due to the rota-
tion of the wheel and spring occurs
between the spring and the washer
which is inserted between the spring
and the harp arm.

To replace a spring a rod is used
which is of the same diameter as the
harp pin, the rod gradually tapering
to a point. Springs, washers and wheel are first placed appro.xi-
mately in position between the harp arms and the pointed tapering
rod passed through to bring all parts to a common center when the
harp pin will pass through without obstruction. The spring is ap-
plicable to any of the existing forms of trolley harps.

The chief advantages claimed for the device are that it requires
no riveting to the harp; that it can be replaced in a moment with-
out the necessity of removing the harp from the trolley pole; that
it will prevent wobbling of the trolley wheel; that it will wear
longer than the old form, and with its three or more points of con-
nection with the trolley wheel largely increase the contact surface
between the wheel and the pole, a feature which is especially de-
sirable on large cars using heavy currents.

IRON BOX TELEPHONES FOR RAILWAY USE.

In describing the street railways of Portland, We., in our Sep-
tember issue, mention was made of the telephone despatching sys-
tem used, and the following description of the apparatus will be
interesting.

These telephones are usually located at turnouts along the line
and sometimes at intermediate points as may be necessary in

CorCH & SEKI.EV TELEPHONE.

order to permit communication from any point along the line to
the power house, or offices without a considerarble delay in ob-
taining the connection.

The instrument shown in the illustration is contained in a heavy
iron box which is weather proof, and damage proof so far as it
is possible to make it. All of these instruments are equipped
with heavy 4-bar generators, and there are lines in use where
upwards of 50 telephones are connected on one circuit. By means

of a special device the telephone is cut out of the circuit when the
door of the bo.x is closed, thus preventing damage from electric
storms or by reason of the telephone wires coming in cniitact with
other electric wires carrying high tension currents.

The operator's set consists of a hand micro telephone which in
itself is a distinct feature, this being so arranged that when the
receiver is placed to the ear the mouthpiece comes into proper
position for talking and so close to the mouth that even if used
in a very strong wind or where there is a great deal of noise, the
sounds of speech will still be transmitted perfectly. Another de-
sirable feature is that this combination of transmitter and receiver
connected to the instrument by means of a flexible cord places the
transmitter always in the proper position for securing the best effi-
ciency regardless of whether the person using it is tall or short,
and further, so long as the receiver is held to the ear it is impos-
sible to get away from the transmitter. This is held in one hand,
leaving the other free to make memoranda when required.

Dry batteries are used and are guaranteed to last one year under
ordinary conditions of operation, and can generally be depended
upon to last from 18 to 24 months without replenishing.

This instrument as well as other types of telephone equipment
adapted to street railway uses, is made by the Couch & Seeley Co.,
of Boston, Mass. It is guaranteed for a period of one year. The
company states that if there is any weak point in the instrument it
will develop within that period of time, and refers to the large num-
ber of street railways already equipped with this apparatus as the
best argument for its high efficiency and durability. The company
will be glad to submit quotations for street railway equipment, in-
cluding portable sets tor use on snow plows, work cars, etc., also
lor standard wall and desk sets adapted to use in power houses,
offices, waiting rooms, etc.

ROEBLINGS CO. AT PARIS.

The John A. Roebling's Sons Co., of Trenton, N. J., received
two Grand Prix and two gold medals for its display at the Paris
Exposition. The company had two exhibits, one showing the
product of the electrical departinent, and the other giving a com-
prehensive idea of all the Roebling products other than the elec-
trical.

The principal feature of tlie electrical exhibit was a full size
model of an underground conduit street raihvay track. In addition
tliere were telephone wires and cables, shown connected and
mounted, and beautiful samples of every kind of wire used in elec-
trical work.

In the second exhibit was a model of the Brooklyn Bridge, made
at the express request of the U. S. Commission. The first model
of the bridge that was built for the Exposition was lost with the
unfortunate "Paulliac" which was reported near her destination
some six days after sailing and was never heard from afterward.
The Roebling company, however, built a second model in six
weeks and had it in its place about a month after the E.xposition
opened. The bridge was entirely built at the Roebling plant and
is very graceful and pleasing to the eye. It surmounts the exhibit
proper.

The company has exhibited at all the prominent expositions
for a number of years and possesses many awards conferred, in-
cluding gold and other medals. .A.t the Centennial, at the World's
Fair in Chicago, and at the Philadelphia Export Exposition, the
excellence of its manufactures was generously acknowledged.

TUNNEL BETWEEN NEW YORK AND
BROOKLYN.

October i8tli the Rapid Transit Commission announced its plan
lor a tunnel under East River. The Brooklyn-Manhattan road
now proposed will, from a point near the intersection of Whitehall
and South Sts., in Manhattan, proceed under the East River to
Joralemon St., in Brooklyn; thence under Joralemon St. to Fulton
St., near Borough Hall; thence under Fulton St. to Flatbush Ave.
and under Flatbush .^ve. to Atlantic Ave., near the station of the
Long Island Railroad. The cost, as the Board is advised, will not
exceed $8,000,000.

♦ »»

The Milwaukee Electric Railway & Light Co. is considering
building a more direct line to Kenosha,

Nov. IS, lyoo.]

STREET RAILWAY REVIEW.

(A7

FOREIGN FACTS.

The cUiiric Ir.uiiuay. in lliioiilcy. Imik.. .ni' In In- rccon-.tnicU'il.

A new sy^li'iii "i i-liiirlc Iramwayi will In- ^■on^t|•ln.-U-ll in (,'iu-
U-r. I-JIK.

Stri-i-( cars in Soiillipnrl, 1''.mk . arc to Ik- tillc-i| willi |iatciil seals
w liiili arc always dry.

All extuiisisc- system ni electric Irainvvays is prujeeU-il lor l.owts-
(nft, ill Ncirfclk. Kiit>.

Malauzas, Cuba, is advertising fur liiiK for street railway and
electric lighting franchises.

Tile Hiuiriiliriiok electric tramway at liirininuliaiii, l-'iiy.. i' ''e-
iiig e,|ui|ii)e(l with the overhead trolley system.

Ilu' railway from .Alliens to Pirc, Greece, is re<iiiired by its char-
ter to adopt eU-etrie traction within three years.

TraI'lic will soon be resinned on Bologna-San h'elice Ky., in
Italy wliich is being eqnipped as an electric road.

Tralhc on tlu- new 1 )ndley-Gradley Heath electric tramway, -tear
Stonrbridge. I'.iik'.. has been tempor.irily suspended.

In Melbourne the cable railways may be supplemented by a sys-
tem of electric lines, to be built between all the suburbs.

An electric power station will be built at Greeiibill, near Oldham,
Eng., to supply current for local tramways, and lighting plants.

The [iritisli l-'.lectric Traction Co. has instidled a new schedule,
an improved service on its street railway in South StalTordsbire.

The Urban Electric Supply Co. will construct the proposed elec-
tric tramways through the city of GIossop, in Gloucestershire. Eng.

The council of Eccles, near Bradford. Eng., is promotiiM ,-. l.ill
authorizing the alteration of existing tramways and the construc-
tion of new lines in that citv.

An electric tramway will be built to connect Rcdcar, in York
shire, Eng., and Saltburn. The road will probably be owned and
operated by tlu- municipality of Redcar.

The application of the United Electric Light & Traction Co. for
electric tramway ri.ghts through Stratford-on-.-\von, Eng., is meet-
ing witli the opposition of the local authorities.

Messrs. Masscy & .AUpress. of Westmiiisler. l-'.ng.. consulting
engineers, have been engaged to complete the preliminary work
on the projjosed street railways in Colchester.

.A street railway strike is in progress in Kingston, Jamaica, the
conductors and motormen demanding an increase of wages of from
,! to (1(1. .AH lines in the city are reported tied up.

.A 14-niile electric line to connect Blackburn ( l-jig.). Rishton.
VVhallcy and Burnley. C. Chadwell of Blackburn represents the
promoters. The road is estimated to cost £154.000.

The project to equip the street cars operating in Portsmouth.
Eng., with electric brakes has been abandoned. The safety
brake at present in use has been declared sulVicient.

.\t Blackpool. Eng.. the arrangements have been made by which
the Corporation tramways will obtain electric power from the
Blackpool & Fleetwood Tramroad Co. at 2d per kw. h.

-An electric tramway is projected in Folkestone. Kent. Eng.. to
be built at a cost of £93.000. The conduit system will be employed
in the down town district, and the overhead system through the su-
burbs.

Tile electric tramway in the city <ti Seoul, in Corea, is being op-
erated will) great success. Seoul has now the largest eleclri"' plan*
iii the far east with the exception of ihal at Tokio, Japan.

■■'illy miles ni street car lines in .'\ilclaide, .Australia, arc to be
e(|ujpped for electric traction if the bill presented to Parliament by
.Messrs. Callenclers and the Wcslinghousc Companies be passed.

An improved mail service has been installed in Frankfort, Ger-
many, the tramway company having recently adopted seven auto-
mr)bile cars and seven trailer cars to the street railway mail service.

rile ohl steam tramways of Sydney, .'\uslralia, are being replaccil
by electric lines. The opening of the new electric line to Cook's
Uiver, was celebrated by the Electrical .-Nssociation of New South
Wales, recently.

iJissatisfaction with the cable system may occasion the promot-
ers of the proposed line between Edinburgh, Musselburgh and
Joppa to equip that road for electric instead of cable traction as was
at first projected.

The municipal council of Pietermaritzburg. South Africa, will
build a system of electric tramways, obtaining the power for their
operation from the electric light department. Eight-wheeled double
ileck cars will be i)Ut in service.

.A number of important tramway extensions are to be made in
Glasgow. The Eorain Steel Co. has the contract for special track
work and McCartney. McElroy & Co. will proceed at once with
tlu- installation of the overhead equipment.

The council of Devonporl, Devonshire. Eng., will lease the lines
of the Devonport & District Tramway Co. for a term of years.
.\lr. C. Chadwell has secured an extension of time in which to
build the proposed St. Budeaux tramway which will center in
Devonport.

Early in October the city of Wellington. New Zealand, acquired
possession of the tramway system. No action will be taken on the
proposition to adopt electric traction until the return in December
of Mr. W. Ferguson who has been making investigations in Amer-
ica and Europe. Tenders will be invited from .\merican and Eng-
lish firms.

The Paraguay Ucvclopmcnt Co.. incorporated with $500,000 cap-
ital under the laws of the State of N'ew Jersey and having headquar-
ters in Philadelphia, has been granted by the Paraguayan Gov-
ernment a concession to light the city of Asuncion and to run
tram cars by electric power. The concession is for twenty-five
years, and the light and traction service must be open to the public
within two years from .Aug. 30. igoo. The representative of the
company in Paraguay is Mr. Carlos R. Santos, late delegate to the
Philadelphia Museum exposition.

The installation of a system of electric traction over a canal about
47 miles long, between Bcthune and the Scheldt. Holland, has been
undertaken by the Societe dc Traction Electrique Sur Voies Xavi-
gables and will result in a great reduction in the cost of transporta-
tion over this route. Six locks are comprised on the route, and
the former price, by steam or horse traction, was .0045 franc per
ton kilometer. This tariff has been reduced, since the installation
of electric traction over a portion 01 the route, to .003 franc. Two
stations have been put in operation furnishing a total of 400 h. p.
The continuous current at 500 volts is produced by eight gener-
ators of 30 kw. capacity.

Within about a year the Chicago Union Traction Co. has settled
over i.ooo damage suits, many of which were of long standing in

the courts.

.-\ Wisconsin judge has held that under the statute requiring
suits against street railways to be begun within one year, the provi-
sion withholding the operation 01 the statute of limitations does not
apply to infants.

688

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

PERSONAL.

MR. EDWIN UUFKV was appointed receiver of the Cortlaiul
(N. Y.) & Homer Traction Co. on October i6th.

AIR. W. A. HELL.\K, it is reported, will probably become su-
perintendent of the Dayton & Xenia Traction Co.

MR. GEORGE R. THOMPSON, oi Elgin, has been appointed
superintendent of the Lincoln (111.) Electric Street Railway Co.

MR. U. H. LOUDERBACK sailed lor London on November
9th; he will have an active part in the construction of Mr. Yerkes'
London road.

MR. C. H. SMITH. I'ornierly superintendent <>i the I'roy division
of the United Traction Co., of Albany. N. Y., has been reappointed
to that position.

MR. A. K. W.ARREN, mechanical and electrical engineer, ha.-,
associated himself with Mr. A. B. Herrick with offices at 120 Lib
erty St.. New York.

MR. B. FRANK HIRES, superintendent of the Bridgeton (N.
J.) & Millville Traction Co.. was seriously injured recently in a
runaway at Newport.

MR. W. W. S.\RGENT, superintendent of the Fitchburg
(Mass.) & Leominster Street Railway Co., was on October i6th
chosen a director of the company.

MR. D. y. C.\R\'ER. formerly enginer in charge oi buildings
for the Brooklyn Rapid Transit Co.. has been appointed chief en-
gineer of the Cleveland Electric Ry.

MR. LEE D. FISHER, mechanical engineer of the Colum-
bus, London & Springfield Electric Ry., was on Noveinber 27th
married to Miss Lillian Udell of St. Louis.

MR. THOM.AS H. M'LEAN, general manager of the Toledo
Traction Co., called on the "Review" when in Chicago last month.
He had been making a two weeks trip in the West.

INVITATIONS are out for the wedding of Mr. Samuel Mc-
Clintock Hamill to Miss Marie Woodward Baldwin, which will
take place at Grace Church. Baltimore. Tuesday, November 27th.

MR. T. W. SHELTON. formerly connected with the Indianap-
olis (Ind.) Street Railway Co., has succeeded Mr. David W. Pell
as electrical engineer of the Northern Ohio Traction Co. at Akron.

MR. C. DENSMORE WY.MAN, Boston, was a "Review" caller
last week. Mr. Wyman is returning from an inspection trip which
has lasted three months and taken him from the Atlantic to the
Pacific coast, and from northern Michigan to the Gulf.

MR. C. B. BUCHANAN informs us that he and other stock-
holders in the Meridian (Miss.) Street Railway & Power Co. have
transferred that property to Mr. John Kamper. of Enterprise, Miss.
Mr. Buchanan has resigned as general manager of the road.

MR. R. U. BL.ACK. one of the promoters and a large stock-
holder of the Indianapolis (Ind.) & Greenfield Electric Ry., was
killed while attempting to board one of the company's cars. He
mounted on the wrong side and was struck by a center pole.

MR. J. SHIRLEY E.A.TON, statistician of the Lehigh Valley
Railroad Co., has been engaged to give a course of lectures during
January before the students of the Tuck School of Dartmouth
College upon the "Theory and Practice of Railroad Statistics."

MR. E. D. SMITH, of the Blanchester, O.. bank, has been
made president of the Dayton & Maysville Electric Railway Co.,

which has been reincorporated, and its charter made to include a
branch line from South Lebanon to Cincinnati. The main line is
projected from Dayton through Lebanon. Morrow, Blanchester,
Georgetown and Ripley to Maysville. Ky.

MR. JOHN .M. ROACH, president of the L'niun Traction Co..
Chicago, has just returned from a two weeks' trip to his island in
the Gulf of Mexico. Mr. Roach has one of the most bcauti'ful and
unique winter homes to be found anywhere in the L'nited States.

MR. GEORGE E. TRACY, Newark, N. J., has been apponited
superintendent of the Camden, Gloucester & Woodbury Traction
Co. to succeed Mr. William H. Wilson who has been transferred
to the superintcndency nf the Camden Electric l.igliting Works.

iMR. SAMUEL C. MOREHOUSE, of New Haven, Conn.,
treasurer of the Ohio Central Traction Co., at Gallon, O., will, it is
reported, be chosen to succeed the late Israel A. Kelsey as president
of that road. Mr. Morehouse recently made a trip of inspection
over the lines of the Ohio Central Traction Co.

MR. A. B. SOUTH.A.RD, superintendent oi the San Francisco &
San Mateo Electric Ry., San Francisco, is making a trip east in-
specting interurban lines, after having spent several days in Chi-
cago. He reports an enormous increase in traffic during the past
year and on his return will lay 20 miles of track to double track a
present line, and wliile away will also place orders for new cars and
other material.

MR. BRET HARTER. formerly superintendent of the Detroit,
Rochester, Romeo & Lake Orion Ry., has been appointed mechan-
ical and electrical engineer for the various roads built and pro-
jected by the Winter, Law & .\ndrews syndicate. These include
the Detroit, Rochester, Romeo & Lake Orion Ry., the Grand
Rapids & Holland Electric Ry. and the Saugatuck. Douglas &
Lake Shore Ry.

MR. EDWARD C. SPRING has recently been appointed super-
intendent of the Newton & Boston Street Ry., succeeding Mr. L.
H. McLain. Mr. Spring was formerly superintendent of the Nor-
folk Suburban Street Ry.. and later had a similar position with the
Norfolk Western Street Ry. and the Medfield & Medway Street
Ry., which he resigned to go with Newton & Boston. On leaving,
the employes presented him with a handsome gold watch.

MR. W. CARYL ELY, president of the International Trac-
tion Co., of Buffalo, is in Paris promoting a project for a number
of European excursions to the Pan-American Exposition.
Through Mr. Ely's efforts interest in the great exposition to be
held in Buffalo next year has been heightened, not only in tlie
French capital but in all the countries on the continent, and as a
result many thousands of foreigners will view the wonders of the
empire state in July.

MR. C. S. M'MAH.\N, who for several years has been the west-
ern representative of the Street Railway Journal, with headquarters
in Chicago, has resigned and taken the position of business man-
ager of The Engineer, published in Cleveland. Although a com-
petitor and a strong one. he has conducted his work along lines to
command our esteem and respect, and we join with his many friends
in the railway field in predicting and wishing for him in his en-
larged opportunity the success which his efforts deserve and his
ability insures.

MR. A. P. HA.AS, secretary and general manager of the Seattle
City Railway Co., accompanied by his wife, is visiting friends in
Chicago. He will visit eastern cities before returning home. Mr.
Haas is taking his first vacation since 1873, and has earned a place
among the foremost managers on the Pacific coast which entitles
him to a well deserved rest. He reports his city as growing rap-
idly, to which both the Klondike and our new Western possessions
are contributing to a large extent. His company has been steadily
improved physically during the past few years.

Nov. IS, lyoo.J

STREET RAILWAY REVIEW.

689

MR. W. R. MORRISON, in cliarKc of the track work of the
Wichita (Kan.) Electric Railway & I-ight Co., was married re-

cciuly to Mis.s Alice O'Neil, of Bay City.

MR. GORDON CAMl'BKLL, for .seven years past the pur-
chasing agent of the North Jersey Street Railway Co., has been
appointed general snperinlenilenl of the Union Railroad Co.,
Providence, R. I.

MR. SIMEON VV. CANTRIL, formerly superintendent of the
Denver Cable Ry. and since last December division superintendent
of the Denver City Tramway Co., has been appointed superintend-
ent of the latter company, succeeding Mr. C. K. Durbin.

« ■ »

ELECTIONS.

TlIK TRl-CITV RAILWAY CO., Davenport, la., has re-elected
its oflieers as follows: E. E. Cook, president; F. C. A. Denkmann,
vice-president, and James F. Lardner, secretary and treasurer.

THF. ROANOKE (VA.) RAILWAY & ELECTRIC CO. has
elected the following oflicers: J. B. Fisliburne. president; James
F. Ileyward, vice president; J. W. Hancock, secretary and Ed-
ward L. Stone, treasurer.

THE WORCESTER (MASS.) & WEBSTER STREET RAIL-
WAY CO. has elected the following oflficcrs: Edgar S. Hill, of
Webster, president; Fred Thayer, of Pawtucket, R. I., vice-presi-
dent; W. A. Bailey, of Worcester, treasurer, and Edmund Parker,
of Worcester, auditor.

THE ENFIELD & LONG MEADOW ELECTRIC RAIL-
WAY CO., Thompsonville, Conn., has re-elected C. E. Graham,
president; George T. Mathewson, vice-president; and Lyman A.
Upson, secretary and treasurer. The following directors were also
elected: C. E. Graham. L. A. Upson, J. J. Lawton, S. H. Wagner,
G. T. Mathewson, C. H. Briscoe, and J. W. Johnson.

NEW PUBLICATIONS.

WESTINGHOUSE RAILWAY MOTORS is a recent publica-
tion of the Wcstinghouse Electric & Manufacturing Co., and illus-
trates the standard railway motors made by the company and also
a few typical Wcstingliouse railway power stations. .Attention is
called to recent improvements in design which enable the motors
to meet the severer demands of modern service.

STEEL PLATE FANS. Issued by the B. F. Sturtevant Co.,
Boston, Mass. This is the third edition of Catalog No. g6 pub-
lished by the company and comprises 132 pages illustrating and
describing the various types of fans and blowers for which this
company is so well and favorably know-n. A smaller publication
is devoted to a description of the Sturtevant system of heating,
ventilating and moistening textile manufactories.

WE HAVE RECEIVED a copy of the Album di Elettricisti.
published at Milan by the editors of L'Elettrieita. The album con-
tains some 200 portraits of prominent electricians from nearly
every country in the world, and should certainly be a valuable ac-
quisition to the library of all who are interested in electrical in-
dustries. Among the portraits we noted with especial interest
those of B. J. Arnold and G. W. Knox. The book measures 12 .n
9 in., contains 52 pages, and is most attractively bound in buff cloth,
embellished with gold.

"THE ELECTRICIAN" ELECTRICAL TRADES' DIREC-
TORY & HANDBOOK for 1901. Published by the Electrician.
Salisbury Court, Fleet St., London, England. — The editors of Elec-
tricity announce that the 19th annual edition of this directory is
soon to be published. Copy must be received by Dec. 20, 1900;
for later corrections particulars must be received by Jan. 16, 1901.
One entry in both alphabetical and classitied trades sections is
given free; other entries are charged for at the rates of is. to

2s. 6d. per entry, according to the type used. It is earnestly re-
quested that all persons and firms in the electrical trades will com-
municate with the editors of the "Big Blue Book," as this directory
is known, at once.

STREET PAVEMENTS AND PAVING .MATERIALS. A
.Manual of City Pavements; the '.Methods and Materials of Their
Construction. By George W. Tillson, C. E., .Mem. Am. Soc. C. K.,
Principal Assistant Engineer, Department o( Highways, Brooklyn,
N. V. Published by John Wiley & Sons, New York. Octavo; 544
pages; cloth, $4.00. The author has been actively engaged in the
construction of municipal public works for over twenty years and in
this book answers some of the (jucslions presented to him in the
course of his experience, and which could be solved only by actual
trial. An idea of the scope can best be given by enumerating the
chapter headings which arc: History and Development of Pave-
ments; Stone. Asphalt, Brick-clays and the Manufacture of Pav-
ing Brick; Cement, Cement Mortar and Concrete; The Theory of
Pavements; Cobble and Stone-block Pavements; .Asphalt Pave-
ments; Brick Pavements; Wood Pavements; Broken-stone Pave-
ments; Plans and Specifications; The Construction of Street-car
Tracks in Paved Streets; Width of Streets and Roadways, Curbs,
Sidewalks, etc.; .Asphalt Plants. In the chapter on "Construction
of Street-car Tracks" is a convenient resume of the paving require-
ments in various cities, and of the practice of the street railways
in track construction.

POOR'S MANUAL OF RAILROADS. Published by H. V.
and H. W. Poor, 44 Broad St., New York; 33d Annual Number;

price, $10. The Manual for 1900, which has just been issued,

covers 1,954 pages, of which 987 pages are devoted to the presenta-
tion of the statements of 2.026 steam railroad companies; 209 pages
to the statements of 1.132 street railroad and traction companies*;
84 pages to the statements of 166 leading industrial corporations,
and 132 pages are taken up with the Department of State, City
and County Debts, covering the affairs of 367 corporations. The
editor, John P. Meany. presents in pages xvii to cvi of the intro-
duction "A Study in Railway Statistics" which is an exhaustive
analytical review of railroad affairs during the past twenty years.
and brings to the surface many points of information that would
be hidden to the ordinary inquirer after such facts. The sub-
headings to certain sections of the "Study" are (i) "Railroad Con-
solidations"; (2) "Formation of Railway Systems." which contains
a table showing the growth of 53 railroad companies from 39.429
miles in 1880 to 131,798 miles. Jan. i. 1899: (3) "Statistics of Trunk
Lines, 1870-1899"; (4) "Railroad Capitalization and Return
Thereon"; (5) "Investigation into Productive an3 Non-Productive
Stocks and Bonds"; (6) "Detailed Review of Receiverships and
Foreclosure Sales. 1884-1899"; and (7) "Relation of Fixed Charges
to Capitalization."

The most important new feature introduced into the Manual in
recent years is one first presented in this year's edition and is
entitled a "Ready Reference Bond List" and covers 86 pages of the
Manual — from 1,296 to 1.381 inclusive. Its distinctive features are
(i) showing amount of annual charge on each issue; (2) arrange-
ment of dates of interest payments, which in addition to giving for
each separate road the usual data, enables a bond clerk to run
down any column, say that headed "JJ." and ascertain at once all
railroad coupons that fall due on the first of Januar>- or July; (3)
"Property Covered." giving the terminal points and mileage of the
lines covered by each separate mortgage together with the average
amount (in dollars) of bonds outstanding per mile of railroad, and
(4) the names and addresses of the trustees for each mortgage.

Our readers are naturally most interested in the Department of
Street Railways. This covers over 1. 100 companies in the United
States and Canada, giving data as to history, capitalization, equip-
ment, financial results, officers, etc., conveniently arranged accord-
ing to states and towns. There is also a table giving the dividends
paid by 137 of the leading street railway companies for the last eight
years, and a table showing the close of fiscal year, date of annual
meeting, date of closing transfer books, place of meeting, registrar
of stock and transfer agent for 500 street railway companies.

The price of the Manual has Seen increased to Sio. which the
publishers explain has been necessary because of the greater
volume of the work and the advance in cost of paper, materials and
labor.

690

STREET RAILWAY REVIEW.

[\\>L. X, No. II.

BOYER & RADFORD DROP TRACK JACK.

Oiir illuslration shows the 20-toii drop track jack made for elec-
tric, cable and horse railways by Boyer & Radford of Dayton, O.
'1 his jack was designed by practical roadmasters, who thoroughly
understood the requirements, and it has been tested in service with
entire satisfaction. The No. 20 has a rise of li'/i in., weighs 50 lb.,
and has a capacity of 10 tons. The bar has 7-16-in. teeth and can
be raised or lowered one or two notches at a time. The floating

NO. 20 IlKOI' TK.\CK JACK.

hook attached lo the upjjer pawl is lor the purpose ul liolding this
retaining pawl out of position by pushing it down and in so that it
will fasten the floating hook and the operator can then step back
out of danger, and raise the lever the least bit which releases the
lower pawl and the bar drops easily, making a perfect sure drop
track jack that can be relied upon in any emergency.

Boyer & Radford control the Maxon patents on lever and ratchet
screw lifting jacks for all kinds of lifting.

THE STURTEVANT ENCLOSED ELECTRIC
MOTOR.

The bipolar type of enclosed motor the internal construction of
which is illustrated in the accompanying engraving, is made both
as a motor directly connected to a propeller fan and as an inde-

pendent machine. For the former purpose it is used on all sizes of
fans up to and including the 54-in. For larger sizes the four and
eight-pole types are employed.

The motor is entirely enclosed, and thereby protected iruui dust,
a most important clement in a machine used under these condi-
tions. In order to avoid the excessive temperature which is inci-
dent to the operation of most enclosed motors, this type has been
very carefully designed, so that a low temperature rise can be
maintained without greatly increasing the size and weight above
that of the ordinary open type.

This machine is capable of continuous operation for 10 hours,
with a maximum temperature rise not exceeding 60° F. Yokes
extending out from the field ring support the armature shaft. The
end casings are entirely independent and can be instantly removed
to give access to the entire interior. The bearings and brushes
can be reached by simi)ly reniovin.g the caps in the cenlcr of the
casings.

The brushes are of hard carbon, in holders of a modified reac-
tion type, which allows of easy adjustment when it becomes neces-
sary to reverse the direction of rotation of the motor. The bear-
ings are self-oiling and self-aligning, and fitted with composition
sleeves, which are removable from the outer ends of the boxes.
These motors, in sizes from 1-6 to 5 h. p., are built by the B. F.
Sturtevant Co.. Boston, Mass.

•*—*■

NEW AUTOMATIC BLOCK SIGNAL.

STUHTEV.^NT ENCLOSED MOTOK.

.-\n automatic block signal system for electric railways, designed
to show, without the possibility of mistake, whether the section
to the next turnout is free or
occupied by another car, has
recently been put on the
market, and is attracting fav-
orable comment for the sim-
plicity and accuracy of its op-
eration. The signal proper
consists of a cast iron box
conveniently located near the
turnout and electrically con-
nected with the signals at the
next turnouts. Each signal
has two operating magnets,
five or six times more power-
ful than necessary for the op-
eration of the signal, thus giv-
ing a good margin for safety.
Each box is fitted with two
windows, one covered by a
red glass and the other by a
white or green glass, and be-
hind the windows are placed
two incandescent lamps. When
the car approaches the block
section, one series of signals
is operated by the contact of
the trolley wheel with an automatic switch on the trolley wire, and
displays a white or green light at the entering point and a red
light at the other end. The armature of the lighting magnet is
mechanically locked in place until the car has reached the other
end of the section, and in the same manner a signal set for the
opposite direction is mechanically locked out of service. The red
lamp at one end is in series with the white or green lamp at the
other end and it is thus impossible to set one signal without also
setting the corresponding signal. The motorman, entering the
block and seeing the white or green light, knows that the red sig-
nal at the other end is displayed. The lights can be permanently
extinguished only when the car has reached the end of the section
and operated the put-out magnet, and should they be extinguished
through failure of current will immediately be relighted when the
current returns. This system has been perfected after years of
study, and has the advantage of economy. It can be applied to
existing roads with small expense. It is the invention of J. J.
Ruddick and is made by the United .States Electric Signal Co., of
Watertown, Mass.

— < • »

The Dayton (O.) & Western Traction Co. is issuing i.ooo-milc
tickets at the rate of one cent per mile.

Nov. IS, 1900.]

STREET RAILWAY REVIEW.

601

McGUIRE COMPANY AT KANSAS CITY.

One of the best exhibits seen at the Kansas City convention
was that of the McGuire Manufacturing Co., of Chicago. The
fust thing that caught the attention of the visitor was the Mc-
Guire sweeper, which occupied a position directly in front of the
main entrance to Convention Hall. This sweeper was one of 15
sold to the Metropolitan Street Railway Co., of Kansas City, and
was very generally examined and favorably commented upon by
all who saw it. It was the only exhibit of this kind on the
ground. The long distance and the great cost of handling a nia-

COMBINED SXOW PLOW .\ND SWEEPEK

chine of this kind that weighs 24,000 lb., make it an expensive ex-
hibit. There are over 500 of these machines in service through-
out the country, and it is acknowledged to be a thoroughly up-
to-date and practical sweeper.

In the VVestinghouse exhibit was shown the McGuire .'Vi sus-
pension truck (Pittsburgh type), equipped with the Pittsburgh
standard motor. This exhibit was very carefully examined by a
great many people on account of the record of this entire equip-
ment. There are over 800 of this type in use in Pittsburgh alone.
It is the standard also in Havana, Cuba, and in many other places.
It may be mentioned here that the service in Pittsburgh is very
severe because of the many heavy grades in that city. On some of
the hills there are 12 per cent grades, calling for the most efli-
cient brake arrangement and general stability of construction.

The company's main exhibit was under the galleries. The first
truck was the No. 39, and was one of the hundred now being
built for the Chicago Union Traction Co., where it is the stand-
ard, as it is in many other important places throughout the coun-

— 4 ft., 4 ft. 2 in., or 4 ft. 4 in. — permits it to swing inside of the
sills, bringing the car body within 26 in. of the rail, necessitating
but one step.

The next truck in the exhibit was the maximum traction truck.
This truck is also made of cast steel with swing bolster and of
the adjustable traction type. It is so constructed that as much
as 75 per cent of the load may be put on the driving wheels if

NO. 35 DOUBLE TRUCK.

desired, with a cam and roller attachment which shifts a part of
the load to the rear wheels on curves, completely overcoming the
objection to most of the maximum traction trucks.

The company also exhibited one 01 its solid steel "Columbian"
trucks, which is the standard on so many of the railroads through-
out the country. The McGuire Manufacturing Co. claims to be
the first to build solid steel frame trucks, which have been imi-
tated by all the truck makers who have acquired any standing. This

wrrssr^

A 1 SUSPENSION TRUCK-PITTSBURGH TyPE.

truck is so designed and constructed that its carrying capacity
can be adjusted to any required load. The frame consists of solid
steel sides of any required wheel base and has eight spiral and
lour three-quarter elliptic springs. The pedestal, spring cups, and
spring caps are all cast in one piece, forming the end of each side
frame, and is welded to rolled steel pieces 2x4 in., by which the
length of the wheel base is regulated. The minimizing of parts is
carried to its fullest extreme in the construction of this truck frame.

SOLID STEEL COLUMBIAN TRUCK.

XO. ■-" MOTOR TRUCK.

try. This truck is the standard of the Indiana Railway Co.. of
South Bend, where they are required to make a schedule speed of
40 miles per hour, sometimes reaching 50 miles per hour. This
truck has cast steel sides and bolsters and is built as nearly on
Master Car Builders' lines as it is possible for an electric truck,
the motors being hung outside of the axles. Its short wheel base

.■VII these ditterent trucks are equipped with standard brakes,
which include the McGuire "Elastic" brake hanger, which is a
very popular feature of the trucks, and absolutely prevents kick-
ing, chattering, or rattling of brakes, and automatically takes up
its own wear and lost motion.

The "Royal Flush" fender came in for a very generous inspec-

692

STREET RAILWAY REVIEW.

(Vol.. X, No. II.

tion, as nearly every railroad man is very much interested in this
subject. This fender seems to do everything that the more ex-
pensive types will do, and has the advantage of being a simple
and low-priced fender, which is a taking feature. Mr. McGuirc
christened the fender the "Royal Flush," because he says he
thinks it is hard to beat.

There were also exhibited the latest types of "Coluinbia" car
heaters, one of which sets over the seat and the other in the seat.
This is a very handsome piece of car furniture and is being very
generally used throughout the country. In Chicago alone there
are over goo of them in service. In connection with the fender
exhibit was a section of platform showing the spring guard, which
is now being used by many roads. The North and West Side
roads of Chicago have them on all their equipment. Several of
the lines in Dayton and other places are using them and report
most favorably upon their use. The exhibit also included brake
handles. Take it all in all, the company had one of the most
creditable exhibits at the convention. It was represented by Mr.
W. J. Cooke, vice-president of the company, and Mr. T. J. Calli-
nan. Mr. Cooke reports that they made many sales of sweepers,
trucks, fenders, and stoves, an unusual occurrence at a convention.

COMPLEX FORGED TRUCK SIDE.

MONTREAL STREET RAILWAY REPORT.

The report ot President I^. J. Forget to the directors oi the .Mon-
treal Street Railway Co. for the fiscal year ending Sept. 30. 1900.
shows a very satisfactory condition of the property. During the
year a new car shed has been built, and a fireproof addition made to
the William St. power house. Fifty-six closed motor cars, 45 open
motor cars, i stores car, 7 supply cars, 80 trucks, 128 motors and
83 controllers have been added to the equipment.

The company's capital stock is $5,497,055 »"<! its bonded debt
$973,333. Four 2;-; per cent dividends were paid during the year.
Payments to the city were: Tax on earnings and other taxes. $84.-
423.71; on account of snow cleaning, $84,256.22; total, $168,679.93.
The table shows further comparative data.

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ELECTRICITY FOR METROPOLITAN RY.
LONDON.

London dispatches of November 8th state that the Metropolitan
District Railway Co., operating the old underground road, will on
December 1st award contracts for the rebuilding of 50 miles of track
and its equipment for electrical operation. The total expenditure
is estimated at £5,000,000. .'\niong the competitors are the West-
inghouse, the General Electric and the Thomson-Houston com-
panies, Mather & Piatt, the Brush (British) Electric Co., Crompton
& Co., Thomas Parker & Co., Dick, Kerr & Co.. .-Mlgemeine Elctri-
citacts Gesellschaft, Siemens Bros., Schulkert & Co., Bregguet
Electrique Co., Hontin & Leblanc.

Sir William Preece is the consulting engineer for the railway.

A collision between a street car and a hose wagon in .Milwaukee,
recently, came near resulting fatally to several firemen. Chief Foley
of the Board of Fire and Police Commissioners will hold an in-
vestigation to decide whether or not the company was at fault.

The accompanying engraving was made from a photograph of
a new solid forged wrought iron truck side of one piece made by
the J. G. Brill Co. tor its No. 27 G truck. Heretofore complex
truck sides of this pattern have been made of steel. For a long
time there has been a desire both on the part of the maker and
street railway men to obtain solid forgings in the place of steel.
It is generally recognized that forgings for all ordinary sizes have
considerable advantages over steel, and can be made lighter and
much more shapely. The great expense of forgings, however, has
in most cases prevented their use for such complex work as the
No. 27 G side.

It will be noticed that the truck ends are dropped down very
low upon the jaws; this is for the purpose of enabling the truck

FORGED TRUCK SIDE.

to turn under open cars and to bring the truck side so low as to
clear the steps. The forgings are very smooth and have repeat-
edly been mistaken for castings on account of their accuracy and
the absence of hammer marks. Each jaw is fitted with a gib or
wearing piece. This enables the jaws to be renewed to their
original size with little difficulty and expense. Just inside of the
Jaw on the main bar are seen the seats for the links; these come
so near the center line of the jaws that the weight of the body
is carried but a very short distance through the frame, practically
less than 12 in. The strains, therefore, in this important member
oi the truck frame are reduced to a minimum.

Considered as a piece of blacksmith work this forging is quite
remarkable and will command attention wherever it is seen' by
experts in the handling of wrought iron. The fact that so com-
plicated a piece of work can be produced at anywhere near the
price of steel makes it even more worthy of notice.

« « »

CANADIAN NOTES.

The Montreal Street Railway Co. is reconstructing a portion of
its line on one of the principal streets with 83-lb. rails secured to
steel ties imbedded in concrete. This is the first use of steel ties
in Canada and if they prove satisfactory they will be used in all
new construction. The company has about half its line cast-
welded.

The citizens of Hamilton, Ont., will vote on a by-law. in the
near future, to decide whether or no they will pay the Hamilton,
Guelph & Gait Electric Railway Co. a bonus of $90,000, in return
for the construction of an extension to the present line. It is
confidently expected that the bonus will be granted, and that the
work will be pushed to completion in the early spring.

A serious strike is in progress in Kingston, Jamaica, where the
employes of the street railway company have struck for higher
wages and shorter hours. The company made an effort to run
the cars as usual, but the new men were assaulted and roughly
liandled, and traffic is practically at a standstill. A few cars are
running under police protection, and a strong force has been
called out to jirotect the workers from assault.

Mr. F. P. Brothers, formerly manager of the construction for
the Montreal Street Railway Co., has left for Havana, Cuba, to
superintend the construction of about 600 miles ot steam road for
the Cuban company. Mr. Brothers is well known in the street
railway world, for in addition to his connection with the Mon-
treal road he has had control of the building ot electric railways in
St. John, N. B., Kingston, Jamaica, and Georgetown, Demerara.
Railroad contractors who are idle during the winter months may

Nov. IS, ujoo.

STREET RAILWAY REVIEW.

693

Ixiufil by coiiiiiiunicating willi Mr. Rubcrls, as lie is kttiiig ,i
K'lrrit (leal o( work in Cuba by contract, and contemplates com-

nuiuiiin (>|icratiiiiis ininieiliately.

BARGAINS IN ELECTRICAL APPARATUS.

The sliarcliolilcrs of the Hamilton, Grimsby & Ik-amsville Elec-
tric Railway Co. arc applying to the Ontario I.eKislatnre to have
the special act of the company amended by Ki^'i^K 't power to
continue its line of railway to St. Catherines, Niagara, and Ni-
aKara-on-thc-I,al<e, to issue bonds of the company not exceeding
in amount $10,000 per mile of the whole line, and to give instruc-
tions 1(1 ilie (liirctors as to the construction of said extension.

.\lr. James Ross, vice-president and in.inaKi"K' direolor ol the
Montreal Street Railway Co., has just returned from Birming-
ham, England, where he has been arranging for the installation
of an electric trolley road. The existing street railway system in
Birmingham has been controlled by Mr. Ross and some Canadian
associates for some years past, but they have only now succeeded
in convincing the municipal authorities that the electric trolley
.system was the best adapted for the wants of that great center.
Reconstruction of the present system is now in full swing, and
Mr. Ross expects to have a portion of the line ojien for traffic
by the first of the new year.

.\ serious accident, by which a nundjer of people were more or
loss severely injured, occurred in Montreal the afternoon of Sun-
day, November 4th. As a heavily loaded car on one of the moun-
tain lines was on its way up the hill, the trolley wheel jumper!
the wire, and before the brake could be applied the car started to
run backward down the steep incline. The passengers, seeing an-
other car close behind, and fearing collision, rushed into the for-
ward end of the car, and crowding around the motorman, made it
impossible for him to regain control of his car. The cars fol-
lowing the runaway up the hill reversed as soon as it was seen
what the trouble was, but were overtaken, and three cars were
more or less damaged. The passengrs had become panic stricken
in the crash down the hill, and jumped, and it was in this manner
that most of the injuries were sustained, as the employes, wdio
stuck U) their posts, were unscathed, and had it not been for the
interference of the passengers in their first mad rush for safety,
there is little doubt but that the motorman would have been
able to have controlled the car, as the brakes, upon investigation,
were found to be in perfect order.

■•--•■

IMPROVEMENTS IN LOS ANGELES.

Since the owners of the Los Angeles (Cal.) Ry. acquired the Mt.
Lowe railroad property their engineers have been preparing plans
for the improvement and extension of that unique line. The in-
tention now is to straighten the line from .\ltadena to the base of
Echo Mountain, lay heavy rails and make the road practicable for
heavy cars. Mr. C. VV. Smith, general manager of the Los An-
geles Ry. says: "L^ltimately a trolley road from the top of Echo
Mountain to the .Mpine Tavern will be extended across the ridge
and up to Wilson's peak. We have found it is perfectly feasible to
carry this road to the summit by way of Martin's camp, and it will
surelv be done."

SEMI-WEEKLY TOURIST SLEEPERS CHICAGO
TO BOSTON.

The Wabash Road now operates a line of tourist sleepers be-
tween these cities, leaving Chicago Mondays and Thursdays at
9:25 a. ni., and arriving in Boston 5:20 p. m. ne.xt day. New York
passengers can occupy these cars as far as Rotterdam Junction.
N. Y. (where the train arrives at 11 a. m.). reaching New York
'<<■* 3:15 P- I"- No excess fare required. Write for reservations.
Ticket office. 97 Adams St.. Chicago.

« « »

The ordinance regulating the speed of street cars and limiting the
number of passengers to be carried, recently passed by the council
of Tacoma, Wash., has been vetoed by the mayor on the ground
that its enforcement "would work great inconvenience to the pub-
lic and cause no end of trouble to the officials of the street car com-
pany and its patrons and to the city officials, without correspond-
ing benefit or protection to the public."

The (jregory IJcctnc Co., 54-O2 S. Clinton St., Chicago, has re-
cently purchased the entire stock of completed machines, instru-
ments and supplies of the Siemens & Halske ICIcctric Co. of
•America, and also ihc entire stock of completed machines of the
(iihbs Ivlectric Manufacturing Co., of .Milwaukee, and these addi-
tions to the regular stock of machines enable the Gregory com-
pany to offer some exceptionally good bargains to intending
l)urchasers.

IMPROVED CURTAIN FIXTURE.

The sectional drawing herewith shows the construction of an
improved curtain fixture on which a patent has recently been
granted to James W. Patterson. 4100 .S'. Ashland Boulevard, Chi-
cago. The important feature of this fixture which makes it su-
perior to those heretofore used is the rigid position of the heads
on the curtain rod; there is no end play to the rod so that it is
not pulled from the grooves in the window jamb and the rod is
at right angles to the joints. A hollow rod, or a solid rod with
tubular ends is used. The head of the fixture has projecting arms

PATTERSON Cl-RT.\IN FIXTURE.

with rollers at each end, and this head is secured to the end of a
milled screw, so that the latter is free to turn. The screw fits the
interior of the hollow curtain rod and is thus easily adjusted to
the jamb; the curtain itself covers the head of the screw and pre-
vents meddling by passengers, and if desired a lock nut could also
be used. The friction feet are held in the heads and mounted on
rods passing through the milled nuts mentioned and are pressed
against the window jamb by springs contained in the tubular rod;
the tension of these springs can of course be anything desired.

THE MILFORD (M.\SS.). HOLLISTOX & FRAMING-
HAM STREET RAIL\V.-\.Y CO. has elected the following direc-
tors: John T. Manson. J. Willis Downs, H. C. Fuller and
Charles E. Graham, all of New Haven. Conn., Sidney Harwood,
of Boston, James E. Walker, of Milford, and Arthur R. Taft, of
Uxbridge. .At a subsequent meeting the following officers were
elected: John T. Manson. president: Sidney Harwood, vice-
president; James E. Walker, auditor; Wendell Williams, clerk:
E. W. Goss, treasurer and general manager, and Maxham E.
Nash, superintendent.

» • »

ANNOUNCEMENT.

The Southern Pacific Co. announces that Sunset Limited ser\-ice
to California for the season was resumed November 8th, and will
be tri-weekly. leaving New Orleans 10:45 a- m- Mondays. Thurs-
days and Saturdays.

Detailed information at the company's offices. 238 Clark St.,
Chicago. W. G. Neimyer. G. W. .\.

694

STREET RAILWAY REVIEW.

[Vol. X, No. ii.

HALF FARES.

Burlington, la., has a street railway mail service.

Talk of building an electric line between Riclinunul. \a., ami
Petersburg has been revived.

The Decatur (111.) Traction & Electric Co. has bought two new
2?o-kw. General Electric generators.

The Ohio Southern Traction Co. recently sufifercd the loss of
400 ft. of trolley wire taken by thieves.

A new car house at Watertown, now building by the Boston Ele-
vated Ry., will be completed in the spring.

The Tacoma (Wash.) Railway & Power Co. has reduced fares on
its Tacoma and Puyallup line from one-fourth to one-third.

The St. Louis Transit Co. and the St. Louis & Suburban Railway
Co. have together subscribed $.'50,000 to the World's Fair fund.

The city of Kalamazoo. Mich., has been successful in a suit
brought to compel the Michigan Traction Co. to lay grooved rails.

The City Electric Kailw.iy Co.. of Port Huron, Mich., is about to
purchase property for a park which will ho fitted up for a summer
resort.

Raymond & Co. and the First National Bank have obtained
judgments against the Suburban Street Railway Co., .Austin, Tex.,
for $50,000.

The American Express Co. has closed its office at Cuyahoga
Falls, O., the contract with the Northern Ohio Traction Co. hav-
ing expired.

The Holyoke (Mass.) Northampton Electric Ry., which was re-
cently opened, furnishes through service between Springfield and
Northampton.

Those interested in the interurban electric roads entering Indian-
apolis, Ind., are considering the establishment of a union depot for
trolley freight.

Four persons were injured in a collision between a freight car
and an electric car, at the Hocking Valley crossing in Columbus,
O., October 30th.

It is announced that the Milwaukee Electric Railway & Light Co.
will soon let contracts for a four story car house and office build-
ing to cost $500,000.

Work on the water power plant of the Lake Superior Power Co.
at Sault Ste. Marie is progressing quite rapidly, the foundations
being nearly completed.

Mr. Wilmer H. Shields, of Natchez, Miss., is reported to repre-
sent local and foreign capitalists who propose building an extensive
electric railway in Natchez.

It is announced that the Denver City Tramway Co. has acceded
to the request of its motormen and conductors for an advance in
their wages of 3 cents per hour.

On October 20th John B. McDonald received a check of $265,000
as the first installment of money in payment for the work on the
New York Rapid Transit tunnel.

An improved system of street railway mail service between the
cities in Hudson County, N. J., with the exception of West Hud-
son, went into effect October 15th.

The Board of Public Works of Columbus, O., has taken a de-
termined stand that none but grooved or "Trilby" rails will be
allowed on the Mt. Vernon Ave. extension of the Columbus Rail-
way Co.

Thomas L. Childs ,of .Akron, O., states that the rights of way for
the proposed Akron-Canton lino have nearly all been secured. This
road is to be completed by June i, 1901.

The Indiana Railway Co. has installed an express service be-
tween South Bend and Goshen. The service is received with en-
thusiasm by the merchants along the line.

The ordinance to compel the street railway companies in New
Orleans to operate separate cars for the colored people was de-
feated in the council by a vote of 12 to 4.

The Brooklyn Rapid Transit Co. has changed its organization,
dividing the lines into si.x divisions, each in charge of a division
superintendent, instead of two as formerly.

-\utumn leaves on the rails, by preventing a quick stop, caused
a rear end collision on the Bay View line at Milwaukee, October
2ist. Several persons were slightly injured.

The Milwaukee Electric Railway & Light Co. recently installed
a 2,ooo-h. p. generator in its power house, which will increase the
capacity of the plant from 4,000 to 6,000 h. p.

The Worcester (Mass.) Consolidated Street Railway Co. has
made a new contract with the post office department under which
letter carriers in uniform need not pay fare.

The Palmer (Mass.) & Monson Street Railway Co. has reduced
the fare between Palmer and Ware from 15 to 10 cents. Five cents
will be charged from Palmer to Forest Lake.

The Syracuse (N. Y.) Rapid Transit Railway Co. is equipping
its cars with vestibules, sand bo.xes and transparent signs in
preparation for the winter's inclement weather.

The Toledo (O.) Traction Co. has received four of the eight
new double truck cars which were ordered from the east. The
cars will be put in service on the Cherry St. line.

The Nunnery Hill Street Railway Co., Pittsburg, is suing the
LInited Traction Co.; the former seeks to use the tracks of the
latter in certain streets and also to make crossings.

Thomas H. Regan, of Philadelphia, who has the contract to
build a street railway in Greenville, S. C, has announced that cars
will be running on the proposed line by December 15th.

The street railway mail service on the electric line between Los
Angeles, Cal., Ocean Park and Pasadena has been increased by
a new postal car which was put on the line October 25th.

The Fitchburg (Mass.) & Suburban Street Railway Co. and the
Fitchburg & Leominster Street Railway Co. have paid $12,500
toward the expense of abolishing grade crossings in that city.

October l6th a passenger car on the Columbia and Renton line
of the Seattle Street Ry. collided with a freight car and a number
of persons were more or less injured, none fatally, however.

Experiments have been made in transmitting power current a
distance of 154 miles over the lines of the Snoqualmie Mills Power
Co., between Seattle and Tacoma and Snoqualmie Falls, Wash.

Work of construction on the Grand Rapids, Holland & Lake
Michigan road w^as begun October 29th. Mr. B. S. Hanchett, Jr.,
vice-president of the company, lifted the first spadeful of earth.

General Manager Crawford, of the Hartford (Conn.) Street Rail-
way Co., has invited a committee of the city council to visit New
York and Boston with him and investigate the question of rails.

The question has arisen in Seattle, Wash., whether a dog, whose
fare on the street railway is paid by his master, is entitled to
a transfer on connecting lines. A suit yet pending settlement has
been brought by a man who was denied a transfer for his dog, un-
der such circumstances.

Nov. IS, lyoo. I

STREET RAILWAY REVIEW.

605

I'lie |)r<ii)osc(l cicclric lliir lliroii^li Wumlbiiry. (ionii,, ii( which
Judge Warner of that city i.-. the priiicipal promoter, will lie IjuiU
by a oonipaiiy of New Haven, Boston ami New York capitalists.

riu- Dayton (<).) iSi .Xenia Traction Co. has been sued for $20,-
000 by a young lady of Uayton, wlio claims that in an accident oc-
curring on that line July joth her beauty was permanently marred.

Dead leaves falliitg on the street railway tracks in Cincinnati,

O., have occasioned the motormen considerable difliculty. The

leaves when once ground by the car wheels make the rails very
slippery.

The street railways in (jalveston, Tc.x., have resumed service on
Market St., West Broadway and Center St., power being furnished
from the Brush Co. The car motors destroyed by the storm have
been rei)laced.

The club house erected by the Cincinnati Street Railway Co. on
Eastern Ave. for the use of its employes was completed last nionth.
The plans for this building wore published in the "Review" for
June, page 345.

The Birmingham (Ala.) Railway & lilectric Co.. the Birming-
ham Traction Co., and the Birmingham, Powderly & Bessemer
Railroad Co. have been consolidated as the Birmingham Railway.
Light & Power Co.

On November I4tb the power house of the Ohio River Elec-
tric Ry. was opened. Mr. John Blan Mac.*\fee, of the Railways
Company General and the .'\merican Engineering Co.. issued in-
vitations for the occasion.

The site for the new [lowcr house of the Findlay. Fostoria &
Toledo Electric Ry. has been selected at Fostoria and work on
the new structure will be begun at once. The grading on this
line is progressing nicely.

Joe Murphy, colored, who sued the .Atlanta (Ga.) Railway &
Power Co. for $2,500 has been awarded damages to the amount of
$90. Murphy was put o(T the car for tendering a Coluniljian half
dollar in payment of his fare.

For the year ending June 30, 1900, the Lewiston (Me.), Bruns-
wick & Bath Street Railway Co. reports gross income from opera-
tion, $222,364; operating expenses. $167,590; passengers carried. 3.-
416,141; nunibcr of employes. 195.

.\ company proposing to build a very elaborate electric railway
system to connect Buffalo. N. Y.. with points along the Canadian
shore of Lake Erie, as far north as Crystal Beach, has been in-
corporateil under the laws of Delaware.

The International Traction Go's, tunnel at Newl'ane, N. V.,
has been completed, and cars are running direct from Lockport
to Olcott without change. The through route from BulTalo to
Olcott will be opened in the early spring.

We are advised that the work of building the Kenosha (Wis.')
Street Ry., which was suspended on October 3d, will be resumed
as soon as the necessary men can be secured. The line when com-
pleted will be a link in the Chicago-^^ilwaukee road.

The Grand Rapids (Mich.) Street Railway Co. is building a new-
car house and shop. 220 x 235 ft. The portion to be used for car
storage will have a capacity for 80 cars; the other half of the build-
ing is divided into carpenter, machine and paint shops.

The stockholders of the proposed line between Chillicothe and
Hillsboro, O., have employed an engineer to make the profile
and location surveys. There are two or three routes iii contempla-
tion out of Chillicothe and those interested desire to know which
in everv wav is the better.

Mr. W. .\. Foote. who is chiefly interested in the proposed line
between Lickson. Mich., and Kalamazoo, has announced that the

road will be in operation between Jackson, Michigan Center, Wolf
Lake and Grass Lake by May i, 1901. Rapid progress is being
made in the grading of the roadbed.

1 he Hay Cities Consolidated Railway Co., Bay City, Mich., will
put fenders on its cars in both Bay City and West Bay City, in ac-
cordance with a resolution passed by the council.

On October 27th Judge Johnson refused to make permanent the
injunctions preventing the Swarlhmorc & Philadelphia and the
Media, Middletown & Aston Electric Railway Cos. from building
their lines in tlie city of Media, Pa. Injunctions granted to prop-
erty owners restraining these companies were dismissed.

The opening of the Houghton County Street Railway Co.'s elec-
tric line through the copper belt of Michigan was celebrated in
Hancock, Mich., October 27th with great enthusiasm by all citi-
zens. The entire town was gayly decorated with flags, and thou-
sands of people cheered the first car as it passed over the new
road.

Rapid progress is being made on the Grand Rapids, Grand Ha-
ven & Muskegon Ry., a large force of men and over jo teams being
at work along the proposed route. J. M. Walker, general superin-
tendent, representing Westinghousc, Church, Kerr & Co., con-
tractors, has secured offices in the Houseman Building, Grand
Rapids.

A resolution has been passed unanimously by the Connecticut
slate board of trade to the cflfect that hereafter the state board
of railroad commissioners should have supervision of electric as
well as steam roads throughout Connecticut. The resolution will
be presented by committee at the next session of the state leg-
islature.

The trade unions at Marion, Ind.. on October 16th. ordered a
boycott of the Union Traction Co.. with the idea of forcing the
recognition of a street railway union. Hacks were run (or the
accommodation of union men. but these were not patronized, and
on November 5th their use was discontinued. The boycott was
a failure.

The strike of the employes of the Terre Haute (Ind.) Electric
Co., begun October nth. was settled by arbitration on the 17th.
The motormen and conductors had demanded an increase of from
2'/^ to jVz cents per hour, and the arbitrators recommended an
advance of i cent per hour: linemen are to receive an advance of
2'-$ cents.

Since the opening of the new electric underground railway in
London. Eng., restaurant keepers in the vicinity of the Stock
Exchange have experienced a considerable falling-off in business.
Rapid service on the new "underground" makes it possible for the
brokers to patronize the fashionable West End restaurants dur-
ing lunch hour.

The Fox River Valley Electric Railway Co. has acquired the
street railway and lighting plants at Appleton, Wis., and it is a:;-
nounced will build a temporary power house to replace the one
burned in July last. A permanent power plant will be erected next
season; it will be of sufficient capacity to operate the Appleton
and Neenah line also.

Pres. James D. Hawks of the Detroit, Ypsilanti & Ann Arbor
Ry. and of the proposed .-Xun .Arbor & Jackson Electric Ry. has
awarded Barney & Smith of Dayton. O.. the contract to supplr
10 cars for the latter line. Westinghouse. Church Kerr & Co.
will furnish the electrical equipment, and cars will be running over
the line by June i. 1901.

The Mill Creek Valley Electric Railway Co.. of Cincinnati, will
make extensive improvements along its line. The line between
the Cincinnati "Zoo" and Mitchell Ave. will be entirely recon-
structed. 200 men now bfing engaged on the work. Waiting rooms
will be built at Lockland. ^titchell Ave., and an elegant large
depot will be constructed at Glendale.

696

STREET RAILWAY REVIEW.

[Vol. X, No. n.

IMPROVED VENTILATOR.

CALCULATING FEEDERS.

The Perry ventilator, which is the recent invention of E. S.
Perry, of New Bedford, Mass., is being introduced on the street
railways throughout the eastern states with the most satisfactory
results, the street car companies finding, as had been promised, that
the Perry ventilator refused to leak in stormy weather and pos-
sessed all the other desirable qualities claimed for it. The venti-
lator is so constructed that all dust raised by the car is drawn un-
der the deflector and out through the ends of the ventilator, thus
rendering whisk brooms on street cars superfluous. A strong out-
ward draft removes all impurities, and through the same ventilator
a current of fresh air is constantly poured into the car's interior.
On smokers, especially, the ventilator has been found most eflfective
in keeping the atmosphere clear and pure, all smoke as well as dust

INSIDE VIEW OF VENTILATOR.

being carried away by the outward draft which performs the office
of scavenger while the inpouring current affords a fresh supply of
air to passengers. Less scrubbing and cleaning are required on
cars equipped with the Perry ventilator than on others. It should
be stated, moreover, that though the in-coming and out-going cur-
rents of air are entirely effective for their purpose, they are also
so regulated as to be imperceptible to the passengers.

The American Car & Foundry Co., of Buffalo, N. Y., is building
50 new cars which are to be equipped with the Perry ventilator;
the .■\lbany & Hudson R. R. has equipped all its new cars, which
were described in the October "Review" with these ventilators, and
numerous other orders from steam and electric railway managers
l.ave been received.

A TRIP TO CALIFORNIA

For the winter has become the common thing for those who
enjoy perpetual summer. In returning from there there is one
route that combines far more advantages than any other — the
Shasta-Northern Pacific route. The scenic features between San
Francisco and Portland are unequalled in the United States.
Winding along the upper Sacramento River, and passing over the
Siskiyou Mountains one goes wild. Castle Crags form a never to
be forgotten panorama. After Castella and Castle Crags are
reached frequent glimpses of white robed Shasta are to be had, and
ere long the grand mountain is in continuous sight until the Siski-
yous are crossed. Black Butte, south of the Siskiyou range, and
Rogue River Valley to the north of it also challenge one's admira-
tion. At Portland the Columbia River and Mounts Hood and St.
Helens are reached. Beyond, lies the Puget Sound country and
Tacoma and Seattle; then comes the passage of the Cascades with
Mounts Rainier and Adams mantled in white, standing bold and
high. The Spokane country and the Clark Fork region with Lake
Pend d'Oreille and the Mission and main Rocky ranges form an-
other great scenic panorama with Helena and Butte added. At
Livingston comes the tour through the great Wonderland — Yel-
lowstone National Park, touched only by this line. This is a side
trip unequalled anywhere. _Then the Yellowstone River and Val-
ley, with the boundless plains of Montana and North Dakota; the
picturesque Pyramid Park, the wheat growing Red River Valley
and the Minnesota lake region follow in swift succession and your
train is at Minneapolis and St. Paul, the giant cities of the great
Northwest. Pullman equipment and dining cars are with you the
entire distance. Note this all down and see that your return ticket
reads via the Shasta-Northern Pacific, ajjd in the meantime send
six cents for Wonderland 1900 to Chas. S. Fee, G. P. A., Northern
Pacific Ry., St. Paul, Alinn. The book is a beauty and desci-ibes
the whole region and the route.

Boston, Mass., Nov. 9. 1900.
Editor "Review": What size feeders would be required for the
operation of four or five cars on a suburban line with 30 miles
of single track operated as a loop, allowing for not less than 475
volts at the point farthest from the power house which is at one
end of the loop? What is copper etjuivalcut of a So-lb. rail?

L. J. GORDON.
965 Washington St.

(.Tlic station capacity in watts required per car may be taken as
100 .X W X S, where W is the weight of the car in tons and S the
schedule speed in miles per hour. Thus if there be two 27 h. p.
motors which will drive a 12-ton car at 23 miles per hour on level
track, the schedule speed could be assumed at 12 miles per hour
and the station capacity per car would be 100 x 12 x 12 or 14,400
watts. With a station voltage of 550 this would give 26 amperes
per car.

The ordinary practice on such a line as that mentioned would be
to run three feeders, one to the far end of the loop, and one to
the half-way point on each side. Up to the half-way point the
trolley wire (assumed to be No. o, which has an area of 105,000
c. m.) could be counted as part of the feeder capacity; but for the
far end of the loop the feeder should be designed to carry the en-
tire current.

For the long feeder we may assume a drop of 75 volts and the
area of the feeder would be determined from the formula Cur-
rent = Drop in voltage -=- Resistance. The current we have taken
to be 26 amperes, and the drop in pressure to be 75 volts. The re-
sistance per mil-mile of copper is 57,850 ohms, so that the resist-
ance of the feeder will be the length in miles times 57,850, divided
by the area of the feeder in circular mils. The resistance of the
track return may be taken as one-half that of the feeder, so we
have the total resistance equal to 1.5 x 15 x 57,850 -=- (area in c.
m,). Substituting this value in the formula Current = Drop -h
Resistance and solving for the area of the feeder cross-section, we
get. .,

c. m. = (26 X 1.5 X 15 X 57,850) -=- 75 = 451.230.

For the copper running to the half-way points the formula gives
(assuming a drop of 50 volts)

c. m. = (26 X 1.5 X 7.5 X 57,850) ^ 50 = 338,423;
subtracting the area of a No. o wire, 105,000 c. m. gives as the
area of each of these feeders, 233,000 c. m. A No. 0000 wire has a
cross section of about 212,000 c. m.

A 50-lb. rail has an area of 5 sq. in. equal to 6,350,400 c. m. Iron
has about 17 per cent of the electrical conductivity of copper, and
hence a 50-lb. rail is equivalent to about 1,080,000 c. m. of copper.)

IMPORTANT, IF TRUE.

The St. Louis papers are full of rumors of the contemplated
resignation of President Whi taker of the St. Louis Transit Co.,
to become president of the Boatmen's Bank, of that city; also the
resignation of General Manager Baunihoff, of the same company,
to be succeeded by Captain McCuIlough, now general manager of
the Chicago City Ry. .■\11 three officials, however, positively deny
any truth in the rumor.

The New York papers are reporting the probability of John M.
Roach, president of the Chicago Union Traction Co., resigning, to
become president of the Brooklyn Rapid Transit Co. Mr. Roach
states he has no idea of leaving Chicago at present.

THE BETHLEHEM STEEL CO. has ag?in opened an office
in St. Louis, and will be represented there by Mr. S. E. Free-
man, 930 N. Main St.

THE GARTON-DANIELS CO., of Keokuk, la., is highly
gratified to find an increase of one-third in its business, over last
year, which was double any previous year. The adoption of the
company's lightning arresters on many of the prominent new in-
stallations of the year is indicative of their high merit. This com-
pany expects to place some new specialties on the market in the
near future, with which it has been experimenting for the past year.

STREET RAILWAY KRVIRVV.

697

PUBLISHED ON THE 15TM OF BACH MONTH.

WINDSOR & KENFIELD PUBLISHING CO.,

TULtPHONi;, »t*niti*oN ret.

MONON BUILDING, CHICAGO

SUBSCRIPTION, - ■ - THREE DOLLARS.

Foreign Subscription, l-our Dollars Americnn Money.

Addrtss all Commu»ications ami Remittances ta Winetsor Jt Kettjield PublishiHg Co,.

i/it/ion liuitili/lgy Ctiirago.

H. H. WINDSOR.

Editor.

F. S. KENFIELD.

Business Manager.

CORRESPONOENCF.

Wo cordially invite cc>rri-s.jniii(li-iu:iT on all siiV»jp:cts of itttercst lo those
cnpaffed ill any branch of streoi railway work, aiul will uratefully appreciate-
any marked copies of papers or news items our street railway friends may send
us, perlainiui^ either lo companies or oflicers.

DOES THE MANAGER WANT ANYTHING?

If you contemplate the nurcliascof anv supolies or material, we can save
you much time and trouble. Drop a line to The Kkview, stating- what yim are
111 the markei for, and you will priimptly receive bids and estimates from all the
best dealers in that line. We make no charjjc for publishintr such notices in our
Bulletin of Advance News, which is sent to all manufacturers.

This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.

VOL. X.

DECEMBER 15, 1900.

NO. 12

Our aiiiuial index, which is pubhshetl willi this issue, is arranged
alpliabetically according to subjects and ii an article has dealt wit'i
inore than one topic it has been indexed under all the subjects
treated. Descriptions of street railway, systems will be found und. r
the city where the company has its principal office. .■Ml legal mat-
ters, decisions, notices of suits, etc., are indexed under the head-
in,g "Law."

We wish to add in this connection a word in reference to the
value of saving and binding the numbers of the "Review" for
future reference. Many ineiuiries come to this office aslcing for in-
formation on subjects that have been treated in these columns. We
,ivo more than glad to receive these inquiries and always make
every endeavor to answer them as fully as possible, but subscribers
can save themselves considerable inconvenience and avoid delays
hy filing each number of the "Review" as it is received and binding
them into one or two volumes at the end of the year. With the
aid of the index managers will generally be able to turn to an arti-
cle that will give them just the information they arc seeking.

M Indianapolis and Kansas City certain aldermen are trying
to get city legislation for half fare in one case and a free ride in
the other for standing passengers. The companies might experi-
ment on a seatless car for the Hoosiers and one in which ■it.iii,!m._«
was impossible for the hill city riders.

If all the strange and unexpected causes which are made the
basis of claims against street railways for alleged damages were
compiled, the result would make a very entertaining list. The lat-
est comes from Ohio, where a father sues for $5,000 on account of
a carbarn having fallen upon his son, a minor.

Do the undertakers in .Atlanta. Ga.. think they see their finish
in the proposed electric line to the leading cemetery? M all
events they have united in a public protest against the construc-
tion of the proposed road. Most people are under the impression

that unijtrlakcr'i would still make all necessary profit even if lluy
lost the present rake-off f»n the livery.

Tile city council of Alexandria, \'a., passed an ordinance re-
Siricling the speed of electric cars to not more than five miles an
hour. It did not say how much less, and the interurban line whicli
passes through the town now moves its cars at a snail's pace
wli le inside the city limits. As might be expected the citizens
are up in arms and after the council, clamoring for a repeal.

Virginia proposes to settle tlie separate car question l>y legisla-
tive action, and thus relieve the cities and local interests of what
ha^ of late become a vexing problem. The street railway companies
lire reported as not in favor of the new law, but there is little
prospect that their wishes in the matter will receive much con-
sideration, and ill all probability the bill will become a law.

We have a somewhat indistinct recollection that there was a
lime, which must have been years ago, when the riding public was
comjdaining in the daily papers about refrigerator cars and other
.'\rclic conditions of travel. Kvidently the pendulum has swung too
far the other way, for a New York daily has a long article on
overheated cars, and seats so hot passengers preferred to stand.
The electric heater is evidently a warm subject.

The award of six cents as damages in a personal injury suit in
a case brought against the Third .Avenue road. New York, caused
the presiding judge to set aside the verdict. The court held that
ihc amount awarded was inconsequential, and that if any damage
whatever was proved it was an amount greater than the six cents.
A new trial was ordered.

It has been the understanding by managers generally that a ver-
dict for a few cents was a great victory inasmuch as it prevented
or at least discouraged the plaintiff from bringing suit a second
time, and the payment of the small sum closed the incident.

It is not so very long ago when an interurban line 15 miles in
length was considered quite a remarkable aflfair. Now they are
stretching out indefinitely and it will not be a great while before
lOO-mile roads will be numerous. In many cases these lines follow
old post or government highways. There is a road now building
in Indiana which will be 73 miles long and the half-way stop will
be made at a point where stands an old fashioned tavern which
was the glory of stage drivers 50 years ago. When the road is in
operation the old tavern will be rebuilt and travellers will again
stop for meals as they did half a century ago.

The hack drivers of Detroit seriously object to the operation
by the Detroit street railways of the special car "Yolande," which
enables visitors to make a delightful trip all over the city for
25 cents. The corporation counsel has rendered an opinion hold-
ing that it is illegal for the street railway to charge more than
5 cents for a ride over any established route, but that if the pas-
sengers voluntarily pay 25 cents the company is within its rights.
The ruling is doubtless very satisfactory to the street railw^ays.
and if some passengers declined to pay the fare the roads might
easily establish five separate routes over which to run the special
car.

We commend the article on "Oil on Highways" to the managers
of railways who-find the dust nuisance to he seriou.s. The cost of
oiling the roadbeds of steam railways in the East is given at $150
I rr mile per annum, and Mr. Longden states the average cc=t 0/
oiling highways in southern California is less than $150 per annun<
per mile for strips from 12 to 18 ft. wide. Assuming that water
for sprinkling is available, which is not always the case, the cost
of keeping down dust with water is probably not much less than
?i6 per month per mile of street (the width sprinkled being 18 to
20 ft.) where the company's barns and stables are conveniently
situated. The difference, therefore, between water and oil is not
a very serious one. and if the oil has the superiority claimed for it,
it would be cheaper in the long run to use it.

Steam roads have frequently been dictators where some town
attempted to take advantage of supposed necessities and try a hold-
up game. The remedy has usually been to divert the line to some

698

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

opposition town where decent treatment was assured. Many a
town has not yet recovered from some such policy of 20 years or
more ago, and some never will recover the lost prestige.

It is now probable that the electric interurbans may have occa-
sion to use the same tactics. A certain town in Michigan aspir-
ing to become something of a port, is treating an interurban line
which had selected it as a terminal, with anything but fairness,
and the promoters of the road threaten to make the terminus at
a nearby smaller town which ofTers to help out, build wharves,
etc., and which has an equally good harbor.

sliould be no difficulty in a committee of the American Association
deciding upon a scheme of service stripes that could be accepted
by all members.

The average passenger who does his riding during the rush
hours morning and evening would scarcely believe that a whole,
able bodied franchise could be put up at auction in a city oi
any size and not be bid up over one dollar. And yet that was
precisely the amount of the highest bid, and the figure at wOiich
the franchise for a branch line in Syracuse, N. Y., was knocked
down. It was the first franchise ever sold at auction in that city.
The commissioner of public works conducted the sale, and an
interesting fact in connection therewith is that the city spent $504
in advertising the sale. A St. Louis paper commenting on this
says: "It is only what might have been expected. Franchises
are not like corner lots or draught horses. They are desired only
by companies expressly organized for the purpose of using them,
and such companies cannot be created for the occasion."

The Supreme Court of Missouri has rendered an important de-
cision in the case of a newsboy injured while jumping from a
car in motion after offering his papers on the car. The plaintifli
claimed he was a passenger because he intended to pay fare "if
the conductor asked him." The court rules this alleged intention
does not make him a passenger; that the primary object in board-
ing the car was to sell papers and not to obtain transportation.
Hence "a newsboy who hops on a car while at full speed, tries to
sell papers, and then hops oH again while the car is in rapid mo-
tion, is in no sense, either in fact or intention or law, a passenger."

The court rightly reasons that if a newsboy is a passenger he
could demand the stopping of the car both to board and to leave
it, and if the cars were so stopped for all the newsboys who want
to sell papers on the cars the operation of cars would be practi-
cally at their mercy, and the company and the public greatly in-
convenienced.

The announcement elsewhere in this issue that the Consolidated
Traction Co., of Pittsburg, would at the beginning of the year
decorate its employes with service stripes, a blue stripe for one
year's and a gold stripe for five years' service, calls to mind the
unfortunate lack of uniformity in the service stripe regulations
of different companies. Thus on the Cincinnati Street Railway a
light blue stripe indicates 2 years' service; a light blue stripe
with scarlet edging, 4 years; a gold stripe, 5 years; gold with
scarlet edging, 10 years; gold with orange edging, 15 years' serv-
ice. On the Boston Elevated Railway each stripe indicates five
years' service, but the stripes are of silver for motormen, gold
for conductors, scarlet for linemen, and green for switchmen and
watchmen.

The principal object of such decorations is to bestow on the
faithful employe a badge that will inform the genera! public
with whom he comes in contact, of his honorable service. Stripes
on the sleeve which certify s, 10, or 15 years of service with a
street railway company are also a certificate of honesty, sobriety,
industry and competence, and cannot fail to impress the passenger
and influence his mental attitude and conduct towards the em-
ploye. But by reason of the want of uniformity in the stripes
as prescribed in different cities, a passenger riding on a street
railway other than in his own city gets no information from serv-
ice stripes. What Boston man visiting Cincinnati would suppose
that the orange border on the gold stripe meant the same thing
as three gold stripes at home, or what Cincinnati man in Boston
would think that tour green stripes meant 20 years' service.

We think that what may be called the transient or visiting traf-
fic is quite large enough to make uniformity in this matter desir-
able, and believe that this is one of the things that should be set-
tled by the American Street Railway .Association. There are no
i|uestions of policy or local conditions involved and esthetic pref-
erences for different colors are not very important, so that there

The question of making change does not seem to be a trouble-
some one except where street railway conductors are concerned.
Though it is undoubtedly the duty of a purchaser to tender the
exact sum due in payment, persons who have goods to sell are
always sufficiently anxious to dispose of their wares to waive their
rights. The merchant can always find time to go to his neighbors
or to a bank and get a bill of large denomination changed; it is
the purchaser who is subjected to annoyance because he has to
wait. When the passenger on a street car offers the conductor a
$20 bill he feels much aggrieved if the latter cannot change it.
There have been several decisions in the courts to the effect that
the common rule of furnishing change to the amount of $2 only is a
reasonable one, but occasionally a passenger with a large bill who
has been ejected wishes to try the matter again. At Seattle, Wash.,
recently a suit against the Consolidated Street Railway Co.,
brought by a man who had been ejected because he persisted in
offering the conductor $io in payment of his fare, was decided in
favor of the company; the court held that the $S change rule of
the company was reasonable. The general manager has since
promulgated a new rule, and hereafter conductors are to accept a
large bill when offered, give a receipt, and direct the passenger to
call at the office of the company to get his change. This should
p'ove an easy and effective quietus on the large bill fiend.

We fear that Dr. Franklin would not rest easy in his grave
coidd he read some of the alleged scientific essays that now appear
in the Saturday Evening Post (founded by Benjamin Franklin in
1728). On the editorial page of a recent issue of that paper was
an article, signed by John Habberton, on "Running the World
Without Coal." Some extracts are as follows:

"Reports continue to come from the Paris E.xposition that a
cheap and convenient means has been devised for separating com-
mon air into its component gases so that the oxygen may be
burned to create light and heat. * * * The 'decomposer' of
air for lighting is said to be so small in proportion to fhe service
done by it that one no larger than an egg will light a room
brilliantly for hours; hitherto this effect has required the consump-
tion of a cubic foot of coal or a quart of oil or a lot of naphtha,
or some other of the ill-smelling things that are used by the gas
companies. * * * The source of fuel, instead of being in widely
separated forests and mines, will be within reach anywhere and
everywhere, so battleships and cruisers will no longer be 'tied to
a coal-heap,' all steamers of the mercantile marine can be fast
yet not lessen their freight capacity by setting aside hundreds of
cubic yards of space for coal bunkers, and locomotives will never
be obliged to slow or stop to 'coal up.' * * * Also within the
general understanding is a fact almost as cheering; without coal
or the demand for coal there can be no more miners' strikes, to
take food from the mouths of women and children, array class
against class, and stimulate the latent meanness and brutality of
both classes, give demagogues a chance to make money and
political capital out of the conflicting interests while widening the
breach between them, and lessening respect for human nature in all
spectators of the contest."

If the editor has a mission other than that of filling the columns
of his paper each publication day, we suggest that the space taken
by Mr. Habberton might have been used to better advantage by
pointing out that even if o,\ygen is to be used as "fuel," "steamers
and locomotives" would have to carry something to combine with
it, which something would probably be carbon in the form of coal.

The "Review" has from time to time made mention of street
railway funerals at various cities, including among others, Mil-
waukee, St. Louis, Oshkosh, Wis., Chicago, Mexico City, Hart-
ford, Detroit and Cleveland, and in this issue we describe a funeral
car in Baltimore. We believe the electric railway is soon to find
a broadening sphere of usefulness in this direction. And why not?

It has well been said that funeral customs and prevailing modes
of treating the dead may be taken as evidence of the modes of
thinking and the degree of civilization of a people. History points
out that as nations have risen above the plane of superstition and

Dec. is, 1900.]

STREET RAILWAY REVIEW.

699

iyiiurancc lluy liavc laid aside soiiictliiiig at llic elaborate cere-
monies siirroiiiKling the burial of the bodies of dci)arle<l ones, and
have been willing to mold Iheir funeral customs more in accord-
ance with common sense and a due regard for the comfort and con
venicnce of the living. The funeral pyre and open bier have given
way to embalming and the sealed germ-proof casket.

In this country for many years relatives and friends of the de-
ceased followed the body on foot in coui)les, the body being car-
ried on a bier on the shoulders of men. The first funeral in Salem
where a hearse was used occurred in 1817. Coaches were not em-
ployed until 1830, and even for some time after that date it was
considered an unfeeling and indecorous custom to ride to the graxi'
of a friend.

But as this sentiment in lime disappeared, we believe also that
any lingering disapproval of the funeral by trolley, that may be
manifested now, will be overcome as soon as the advantages arc
more generally knowh. For instance, why should a funeral party
be subjected to 'all the jolting and discomforts of a long ride ii'
uncomfortable, uiiheated and ill-ventilated coaches, often over the
worst kinds of roads, when it is possible to take a clean, well-
heated funeral car at the door and ride in one-half the time to
the gate of the cemetery. And when it is considered a car built
as the one in Baltimore, described in this issue, will accommodate
32 persons in addition to the casket, or a capacity equivalent to
eight carriages and a hearse, another potent argument is intro-
duced, for the car costs but $20 to $25, and the carriages for the
same occasion would cost $50 to $75. And after all why should
there be any more sentiment against carrying a body to the grave
on an electric car than in sending it in the baggage car of a rail-
road train?

We believe managers can take up this question of providing
funeral facilities with profit to themselves and with real benefit to
the community.

♦ « » ■

SPECIAL SCHOOL RATES PROPOSED FOR SAN
FRANCISCO.

The Board of Supervisors of San Francisco has been making
determined efTorts to enact legislation of some sort that will effect
a reduction in street car fares. Some time ago the program was
to have cheap fares for wage-earners going to or returning from
work. More recently a bill providing that only half-fare should be
charged for standing room, was proposed. Both of these ordi-
nances failed, the street railways being able to satisfy the Board
tnat the roads could not afford the reduction in their incomes that
would follow. Now the proposition is to give low fares to school
children.

INTERURBANS ENTERING COLUMBUS, O.

The number of street railway companies proposing to make
Columbus, O., the center of operations for extensive interurban
lines, or trying to effect an entrance into Columbus has increased
during the past year until now there are 16 such companies. Ttie
latest of these are the Columbus, Lima & Northwestern Railway
Co., recently incorporated to extend the Columbus, Lima & Mil-
waukee, a steam road, to Columbus and Lake View, 21 miles; the
Columbus, Winchester & Lancaster Traction Co., which will ex-
pend $700,000 for the construction of a line to Lancaster, and is
being promoted by Howard C. Park and David Beggs; the Colum-
bus, Mount Sterling & Washington C. H. Electric Railway Co..
which was reccivtly incorporated by C. P. West and D. T. Worth-
ington; the Columbus & Portsmouth Electric Ry., which will run
through Shadeville, Lockbourne and Chillicothe to Portsmouth;
and the Columbus Suburban Electric Railway, the Columbus &
Southern Electric Railway, the Columbus & Xenia Traction, and
the Urbana, Mechanicsburg & Columbus Electric Railway Cos.
Other interurban roads seeking entrance into Columbus have
been noted in the "Review" during the current year in chrono-
logical order. They are: The Columbus, London & Springfield
Ry.; the Columbus & Lancaster Traction; the Grove City & Green
Lawn Street Ry. ; the Columbus, New Albany & Johnstown Trac-
tion; the Columbus, Buckeye Lake & Newark Traction; the Chilli-
cothe, Clarksburg & Columbus Ry. ; the Worthinglon, Clintonville

& Columbus Street Ry., and th» Chillicothe, Mount Sterling &
Columbus Ry. Such of these roads as will effect an entrance into
the capital over the lines of the Columbus Railway Co. will operate
under what is known as the "Dayton plan," by which the Columbus
company will provide the tracks and power, receiving as com-
pensation 3 cents for each passenger carried over the city lines on
the interurban cars.

Satisfactory progress is being made by most of the interurbans
in obtaining necessary rights, and the construction of many of
them is well under way. When they shall be completed and in
operation Columbus will be the equal of any of the larger cities in
the matter of extensive interurban street railway service.

TRIAL TRIP ON MANHATTAN ELEVATED.

Experimental trips over the Manhattan Elevated Railway, New
York, were made on November 19th, 20lh and 21st, with an electric
train of six cars, and the equipment was found to work with
perfect satisfaction. The two end cars are each equipped with
four iso-h. p. motors, giving a total of 1,200 h. p. for the train,
and both motor cars arc controlled from one end on the General
Electric Co's. multiple unit system. The two motor cars weighed
66,000 lb. each, and the four intermediate cars about 29,000 lb. each.
The couplers used were the Van Dorn No. 3 and No. 4, and it is
reported that they worked so smoothly that the train was like
a single car; these couplers were illustrated in our October issue.

-Among those present on the trial trips were: W. E. Baker,
general superintendent of electrical construction for the Manhat-
tan; President Vreeland, of the Metropolitan Street Ry.; President
Kossiter, of the Brooklyn Rapid Transit Co.; J. S. Doyle, master
mechanic of the Metropolitan; W. A. Potter, of the General Elec-
tric Co.; W. T. Van Dorn.

STREET RAILWAYS ARE CORPORATIONS FOR
PECUNIARY PROFIT.

The general incorporation law of Illinois provides for the incor-
poration of societies "not for pecuniary profit," and an attempt
was made by C. L. Bonncy, of the Chicago General Raifway Co.;
Lyman M. Paine and Emil A. Bazner to incorporate as the Citi-
zens' Street Railway Association. The secretary of state refused
to grant the license, and application was made to the Supreme
Court for leave to file a petition for a writ of mandamus against
the secretary of state.

December 5th the Supreme Court denied the motion, saying that
a street railway or a heat and power company cannot be organized
and put in operation without the expenditure of a large amount of
money, and that the difference between a corporation organized
for profit and one not for profit seems to be that if the corporation
is organized for the purpose of gain upon the investment, then it
is a corporation for profit.

» « »

ELECTRICAL GARDEN OF EDEN.

Dwellers in the Southland are justly proud 01 what Mother Na-
ture has done for them, but it has remained for Mr. Geo. H. Conk-
lin, claim agent of the .Augusta (Ga.) Railway & Electric Co., to
discover that the Garden of Eden is now located in his city. He
writes:

"We have an odd pair of names in our armature room. There
are but two winders; they came to the shop at different times, and
were placed in that department entirely by accident, and they had
been there several months before attention was called to the sig-
nificance of their being together. One is Jolm H \dam, and the
other is O. B. Eve."

The City & Suburban Railway Co., Portland, Ore., has placed in
operation on its Mount Tabor line four new cars, made in the
shops of the railway company.

The managers of the Milwaukee Electric Railway & Light Co.
and of the Higgins street railway system, at Manitowoc, are con-
templating a number of extensions which will ultimately place Mil-
waukee in direct electric railway communication with Sturgeon
Bay. over a route 125 miles long.

700

STREET RAILWAY REVIEW.

[Vol.. X. No. 12.

The New Jersey & Hudson River Railway & Ferry Co,

The railway of the New Jersey & Hudson River Railway &
Ferry Co. is locally known as "The Hudson River Line," and it
is claimed by the managers that a trip over their lines presents
the most picturesque trolley ride to be found in America. Be that
as it may, it is certainly a very interesting system, both from scenic
and engineering standpoints. Starting from the New York side at
i.ioth St., the passenger after leaving the ujlh St. or Boulevard
cars of the Third Avenue R. R., passes under the new viaduct
of the Riverside Drive, and arrives at Fort Lee Ferry on the Hud-
son. This ferry is owned and operated by the railway company.
and is the only ferry crossing the Hudson River above 42d St.
The boats are large and are of about the same type as those
operated by other New York ferry companies. The landing at
Edgewater on the New Jersey shore is directly under the bluft'
of the Palisades, that strange formation of trap rock which is one
of the principal natural features that make the shores of the
Hudson famous. From the deck of the ferry-boat, in crossing,
one gets an extended view of the river, up and down, including the
most interesting portions of the Palisades. The ferry house on
the Jersey shore is a commodious structure with a single slip, and
in a portion of the building is the office of the superintendents of
the railway and of the ferry. There is also a storeroom for street
railway supplies. The tracks are directly in front of the ferry
house, and here the cars are always in waiting on the arrival of

East River and a ridge of hills on Long Island are clearly seen.
Strangers on making this trip for the first time are charmed with
the scenic effects, and are surprised to find that there is a place

MA1> OK HUDSON RIVEK I.IXE.

the boat. Half-hourly trips arc usually made, but on Sundays
and holidays a 15-minute schedule is maintained.

The cars on leaving the ferry house immediately begin the ascent
and pass near the power station and car houses which stand just
above the ferry house. A bend is made to the right, then to the
left, crossing a small stream, which is alive only in the
winter time, and continuing on a s^ per cent grade aloiig a road-
bed cut in the face of the Palisades to a point about half way to
the top. Then the track turns on a still wider foundation and
continues upwards in the opposite direction to near the top, when
it turns west, and reaches the highest point by gradual ascent, the
highest point being 260 ft. above the Hudson. The two inclines
were, until recently, connected by a switchback arrangement of
tracks, but during the present season the rocky face of the bluff
at this point has been blasted away and a retaining wall with
massive buttresses built, making a shelf about 130 ft. wide or
sufficient for a double track loop of 45 ft. inside radius, and leaving
5 perpendicular rock face of over 50 ft. On the trip up or down
the bluff, one gets an extended view of the Hudson and of the
New York shore, including the tomb of General Grant, the build-
ings of Columbia College, the Teachers' College, St. Luke's Hos-
pital and the high arches of the new Cathedral. The view on a
clear day extends across and beyond the city, so that boats in the

sn wild in its environment so near New York City, and from
which so much of the city can be seen.

On reaching the top of the bluff the line passes the border of a
new park of seventy acres recently laid out by the railway com-
pany, and then plunges into a dense forest and continues through
an avenue of trees in a northerly direction parallel with the Hudson
two miles to the village of Fort Lee, which is located on the
highest point of the Palisades at about hall a mile from the river.
From Fort Lee the line passes down and across a valley to the
heights beyond, and then descends a long 10 per cent grade into
the valley of Overpeck Creek, giving to the passenger on the way
a most beautiful view across this valley and that oi the Haeken-
sack River to the Ramapo mountains, 12 or 15 miles distant. At
the foot of the hill near Leonia the main line turns north, and
terminates at Englewood, and near the same point from which
the turn is made a branch that was constructed during the present
season turns west, across the marshes of Overpeck Creek, then
over the Teaneck Ridge and across the marshes bordering the
Hackensaek, and on across the Hackensack River to the town of
the same name three miles from the main line. The Englewood
branch passes the grounds of the Englewood Golf Club, and past
numerous truck farms and cottages, when U enters Englewood. a
town of 8,000 inhabitants.

The Hackensack branch crosses by means of trestle bridges, the
tracks of the West Shore R. R. and also those of the Northern
R. R. The former consists of a steel trestle 500 ft. in length, and

FERRY HOUSE, EDGEWATER, N. J.

a 70-ft. plate girder span immediately above the tracks of the steam
line. The second trestle is also constructed of steel and is 1,150
ft. in length, with a 70-ft. plate girder bridge over the tracks as in

D>:<

nxx).

STREET RAILWAY REVIEW.

701

llic other case. Tin- foiinclaliiins of ilic l.iilcr trestle rest on piles
with concrete caps, as the strtu-tiire is throiiuli a marsh. The
road also crosses the Overpcck Creek on a dravvhridKe. The teed
wires over this draw are supported \>y poles 55 ft. ali^ne the water.
This in order to avoid a caljie crossing.

'I'he I [nckeiiMuk River is crossed on wlial i- s.iid lo Ik- the largest

are provided at a distance of 150 ft. from each bridge portal and
one indicating lamp on the bridge. The siKnal circuits arc closed
by the bridj{e lender just before openinff the draw.

The ron.strnction of the llackensack branch inclnded many intcr-
c-ling features, as on a portion of the route it was necessary to cut
throuKli 3 stretch of swamp with a dense growth of timber and

I'UWliK IIUUSK, IvDGKWATI';

lAKK sifl-: l.llOI'.

drawbridge designed pnrely for a street railway line that is to be
found in the country. The draw is 160 ft. long, and it is of the
riveted truss type. The foundation of the center pier consists of
piling on which is a grillage above which is heavy masonry. Froin
the illustration it will be noted that the cross section is spaced
for two tracks, the track centers being 11 ft. ij.'j in., to provide for
the passage of wide cars. The bridge is kept in line by four end
rests which are adjustable from above, and the alignment of the
track is maintained by means of four shoes at each end, under the
end of the rails, and the bridge is locked by the usual spring
latches. The draw is so designed that it can be operated by band
or electric power, there being a G. E. 800 motor with a train
of gearing, by means of which the draw can be opened and closed
in i^{. minutes. Current for operating the motor is taken from
a submarine cable which connects the regular feeders with the
center pier. The bridge is capable of carrying a 30-ton car on
each track. Trestle approaches to the draw arc provided on each

underbrush, and over a portion of the way the roadbed was built
upon logs and timber work to prevent it sinking into the soft
ground. In digging holes for the side poles it was nececssary
to curb the excavation, and when the pole was in place the curb
was filled with concrete, giving a mass sufiiciently large and heavy
to hold the poles in position. Improvement now being made, and
proposed improvements include the double tracking of the line
along the bluff, between the ferry and the new park. A large addi-
tion is being made to the car houses. An addition will be made
to the ferry house" on the New Jersey shore, sufficient for a second
slip, and a new, commodious, double-slip ferry bouse is to be built
on the New York side.

The new park, which will extend to the very edge of the Pali-
sades, is shaded by a thick growtb of trees. It has been graded
and laid out in drives and walks, a casino is to be erected, and
all the attractions and conveniences to be found in first-class street
railway park= will !>■■ iii-i:iI1id. It is the intention of the manage-

S\VITCH11.\CK \v.\i.r..

WE.ST SliOKE K. R. TRE.STLE.

side; that on the west side is 915 ft. and the eastern trestle 285 ft.
long. The trolley wires are supported by steel latticed work thor-
oughly braced as shown. By this means and the substantial sup-
ports at the shore ends the trolley wires can be kept taut. Safety
devices are provided which are located 800 ft. from each end of
the bridge, and consist of a cluster of five green lamps furnished
with a reflector with a suitable housing. In addition four red lights

meni to make this as good as. if not better, than any street lailway
park in the country, so that it may be attractive to the best class
of people from New Vork and the neighboring Jersey villages. A
real estate company has recently purchased a large tract of land
on the line of the railway on the top of the Palisades and is
making improvements with a view of bringing the region into the
market as a new settlement. In addition to this, real estate com-

702

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

panics arc developing additions in tlie neighborhood of Hacken-
sack, all of which will give added patronage to the line.

Entirely new rolling stock has been purchased for the system
during the past year, and among the new cars are 10 double-truck
open cars, having a seating capacity for 84 people; these are 41 ft.
6 in. long, and arc mounted on Peckham trucks, type 14-B-3, anil
equipped with G. E. No. 67 motors, and the new type K 6 con-
trollers. The closed cars are five in number of about the same
length as the open cars, and will be mounted on the same trucks.
These cars are finished in quartered oak, and, as well as the open
cars, were built by the American Car Co., of St. Louis. In addi-
tion to the ordinary brake equipment, the cars have the Price
friction momentum brake, which is said to be giving excellent
satisfaction, as the equipments that have been run during the entire
summer do not show any wear, and it has not been found ncces-

rea<
d'sl

arc headlights. Van Dorn drawbars. Sterling fenders made by the
Sterling-Meaker Co., DeWitt sand bo.xes, and Wilson trolley
catchers which were furnished by the Frank Riillon Co.. of Boston.
The power equipment has also been increased during the past
season, two 500-h. p. Heine safety-boilers and a cross compound
Hamilton-Corliss engine of 750 h. p. having been added. This
engine has been running temporarily belted to a 500- k.w. gen-
erator. A direct connected generator, however, Ts to be put in.
The temporary generator is mounted in a novel manner, with the
base at an angle of about 45 degrees. As it is located directly over
a storage battery which occupies the basement, it was necessary
to provide a timber foundation and mount it above the floor to

_ . /

-^1

^^^ilJiiiMiiiiwri'i^lM

I>^; ■-. . srm- -«-

— -^

-I

HACKSNS.-\CK DR.iW BR I DOE.

make room for the belt. The storage battery consists of 258 cells,
with a capacity of 300 amperes, and was made by the Electric Stor-
age Battery Co. This battery was installed two years ago, and
is quite essential to the operation of this system, in order to take
care of the fluctuations in the load, as the power varies from zero
to 1,200 h. p. at times. The original equipment of the station
consisted of two single E. P. AUis engines, of about 300 li. p.
belted to M. P. General Electric 200-kw. generators.

The system includes about 12 miles of track, but the longest dis-
tance to which the current is transmitted is eight miles. At the
turn-outs block signals are provided, and at each turn-out is a
telephone housed in an iron case. At some of the turn-outs and at
points along the line board signs are provided which read "Bicycle
Station." At these points wheels are taken on and are carried by
means of hooks attached to the dashboards at both ends of the cars.

The line enjoys a large shopping patronage from people from
Englewood, Hackensack and neighboring towns who patronize
the large store, in which is known as the "Harlem District" of
New York, the principal stores being located on i2Sth St. Besides
this, the line caters to a large pleasure traflfic during the summer,
as the wild region on the top of the Palisades has a great attrac-
tion for city people. The ferry fare is 5 cents, and two fares are
charged to and from Englewood and Hackensack. In connection
with the operating department a time table folder is published

which gives a panoramic view of Riverside Drive from the top of
the Palisades, and also contains a colored map made from the
United States Geological Survey, which shows New York City,
the Hudson River, the rivers, steam railroads and wagon roads
w-ithin a radius of 18 miles from the center of population of Man-
hattan and the Bronx, which from the census of 1900 is saiil to be

I'KKI'.^KING THK WAV.

at the intersection of sth Ave. and 53d St. A reproduction of the
Hudson River view mentioned was published in our issue for Sep-
tember, page 53.S.

The officers of the company are: President, A. M. Taylor; vice-
presidents, W. H. Clark and F. R. Ford; secretary and treasurer,
VV. N. Barrows; ferry superintendent, E. W. Lawson; railway
-superintendent, F. W. Bacon. The line was built by the engineer-
ing firm of Ford, Bacon & Davis, of New York.

HORSE ROADS INCREASING IN VAtUE.

Our English contemporary. Lightning, in commenting on the
tramway situation, says that since it has been demonstrated that
to get hold of a horse tramway and convert it to electric working
is very near a certainty in the way of profitable business, horse
tramways are becoming more difficult to acquire. In addition to
the stockholders of the old horse roads, promoters also have to
contend with the local authorities, who either decline to grant any
concession or drive a hard bargain in the matter of compensation.

ROAD BETWEEN BEAVER FALLS AND NEW
CASTLE, PA.

November 26th a charter was granted to the New Castle (Pa.)
& Beaver Falls Street Railway Co., which is to build between
the towns named in the title, a distance of i6!-4 miles. The capital
is $100,000, and the directors are: William S. Foltz, George Greer,
J. Norman Martin, New Castle; Theodore P. Simpson. John C.
Whitla, Beaver Falls.

The same parties are interested in a proposed line from New
Castle to Sharon.

« » »

ALLEGED INJURY FROM ELECTROLYSIS.

An action brought by the Manufacturers' Natural Gas Co., of
Indianapolis, against the Indianapolis Street Railway Co. to recover
$50,000 damages for deterioration to gas pipes caused by electrolysis
is pending in the Superior Court at Indianapolis. The gas com-
pany complains that disintegration of the pipes has been caused
by the inability of the street railway comp:Miy's conduits to carry
the return current of electricity back to the power house, as a
consequence of which employes of the gas company have received
shocks and burns when the gas has been ignited by the electricity.
It was argued for the defense that the street railway company's
rights to the use of the streets were prior to those of the gas com-
pany, and that the latter was not entitled to recover because it made
no pretense that its property rights had been damaged.

I)i:i', 15, ii/K). J

STREET RAILWAY REVIEW.

703

HOME-MADE FUNERAL CAR AT BALTIMORE.

Tlic latest stri-ct railway to provide funeral facilities is (lie
United Railways & Electric Co., of Haltiinorc, and this coinpany
has probably gone into llu- business on a more elaborate scale than
has before been attempted.

Baltimore has a number of fine suburban cemeteries, all of which
are reached by some division of the street railway lines, and the
company found that by puttinK in a few crossovers, it could take
a car from any part of the city to any one of the burying grounds

The interior arrangement is shown in l-'ig. 3. 'i'he car !■> divided
into two compartments, the smaller one of which has running its
full length another compartment or vault, in which the casket is
carried. This receptacle for the coffin is 26^ in. high, 26<4 in.
v\idc and 7 ft. 9 in. long. It is made of cherry paneling lined with
zinc so as to be absolutely odor-proof, and in addition has a tin
vent pipe running up to the roof of the car to ensure a frctiuent
change of air.

Access is gained to the vault from the out'.idc by means of a
heavy plate-glass door, running its entire length and hinged to

I'lC. 1 FlINKRAT^ C.KU OF THE UN'lTEl) RAILW.WS & ELECTRIC CO., BALTIMORE.

without serious inconvenience. It was llu'iefore decitlcd to try the
experiment of offering cars for the transportation of funeral parties,
the idea as at first proposed being to use regular cars for this serv-
ice. The innovation, after a little educational work on the part
of the company, soon met with extended popular endorsement,
and it was not long before the management became convinced it

FIG. 2— INTERIOR OF CAR.

could afford to go into the business on a broader scale and make
the carrying of funerals a regular operating department.

One of the results of this decision was the special funeral car
shown herewith, which was designed under the direction of the
mechanical department and built at the company's shops from an
ordinary 22-ft. double truck car. mounted on Brill Ko. 30 trucks.

swing downward. The vault floor is in reality a sliding shell, the
construction of which will be inore readily understood from Fig. 4-

When a casket is to be placed in the car, the shelf is drawn out,
the casket lifted upon it, and the shelf is then pushed back into
place, carrying the coffin with it. The shelf runs upon rollers and
will support 1,200 lb. when drawn out. The casket is anchored
tirndy in position by means of rubber protected metal pins at the
sides and ends, those pins fitting into holes or sockets arranged as
shown in Fig. 4, and spaced 3 in. apart. Burial caskets are made in
.standard sizes as regards inside measurements, but vary greatly
in outside dimensions, outlines and weight. It is believed, however,
that holes arranged and spaced in this manner will accommodate
practically every variety made.

The larger compartment into which the car is divided has 12
cross seats, with center aisle, giving a seating capacity 01 24. The

FIG. 3 PLAN OF CAR.

smaller one, in addition to the receptacle for the casket, has four
scats, as shown in the plan. By means 01 heavy black curtains the
two pairs of seats may be shut in, making practically two private
compartments. These are tor the pall-bearers or immediate family
of the deceased. The top of the casket vault comes about level with
the window sills and upon it the floral contributions are piled, in
which position they are \-isible to the occupant; of the car and also
through the windows, from the street.

The car is finished inside and out in black enamel with all trim-
mings, lamp fixtures, etc.. of nickel. Seats are upholstered in black
imitation leather and heavy black curtains are placed in the win-
dows and at the doors.

704

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

A suitable light truck shown in the foreground in Fig. i, having
pneumatic-tired wheels and folding sides, is carried in a box un-
derneath the car for the conveyance of the casket from the car to

WEIGHT OF STEEI. IN BRIDGES FOR ELEC-
TRIC RAILWAYS.

Fit;. 4-Sr.,IDIN'G SHELF.

and through the cemetery, or from the residence to the nearest
.-trcct railway line, if it is desired.

The charges for the use of the car are as follows: From city
points to any cemetery in Baltimore, $20; to Pikesville, Towson or
Catonsville, $22; to EUicott City or Reistertown. $25. The car has
been named "Dolores." meaning sorrow.

REPORT OF MANHATTAN ELEVATED.

The annual meeting of the stockholders of the Manhalian (.Ele-
vated) Railway Co., New York, was held November 14th. No
changes were made in the directory, and the officers were re-
elected. The report of President Gould for the year ending Sept.
30. 1900, shows substantial gains in traffic as compared with recent
years, the total number carried being
183.788.851, against 177,204.558 in 1899.
The number carried last year was in
excess of the traffic in any year since
1895. The figure however, is still far
below the record year, 1893, when 2ig,-
621,000 passengers were carried, or 35,-
832,000 more than in 1900.

As compared with 1899, gross earn-
ings increased $625,624; operating ex-
penses, however, were $90,870 less, so
that net earnings were $716,494 higher
for the year. Bond interest was about
$73,000 less, but this was offset in part
by an increase of $45,000 in taxes,

so that total net income available for dividends was $745,139 more
than a year ago. Last year's dividends accrued on the full volume
of stock now outstanding, $48,000,000, while in 1899 half of the 4
per cent dividend disbursement was payable on $30,000,000 of stock.
This last accounts for an increase of $36o,o(X> in dividend payments
last year, but, nevertheless, the company is able to report a surplus
over all charges and dividends of $146,779 for 1900, as against a
deficit of $238,360 in 1899.

BEAM BRIDGES SPAN~rT

TRI-CITY COMPANY'S IMPROVEMENTS.

The Tri-City Railway Co., operating between Davenport, la.,
and Rock Island and Moline, 111., with headquarters at Davenport,
in November finished a year's work for the improvement of its
system. The company has spent $200,000 in the reconstruction of
eight miles of track and the building of a new four-mile line, and
in the reconstruction of about to miles of overhead work. In addi-
tion to this all switches, curves and crossovers have been renovated
or replaced. A 400-ft. steel bridge on the route of the extension
to the arsenal shops has been completed.

TVRRELL, C. E.. NKWTOX, M ASS.

^The acoiiipanying curves give the total weight of steel in single
track bridges for electric railways for spans up to 200 ft., according
to the new specifications recently adopted by the Board of Railroad
Commissioners of Massachusetts. The weight of steel in bridges
to carry two tracks of railroad will be about 90 per cent greater
than that given for one track. These bridges are designed for
railroad traffic only, no floor being provided for carriages and
pedestrians. The weight of ordinary street bridges with provi-
sions for car tracks has already been published by the writer in
London Engineering, June 8, 1900.

The electric railroad bridges described in this article have steel
stringers. Weights are given corresponding to live loads of from
1.000 lb. to 2,000 lb. per lineal foot of track. These weights are
conveniently expressed by the following lorpiulas where L is tlie
length of span from center to center of bearings. Weights are
given in pounds of steel per lineal foot of bridge.
Beam bridges, 50 -(- 5 L

Truss bridges for 2,000 lb. live load per ft., 250 -f 1.5 L
Truss bridges for i.ooo lb. live load per ft. 200 -f .8 L
Extracts from the specifications are as follows:
For bridge floors either a 20-ton 4-vvlieel car with 7-ft. wheel
base, or a 30-ton 8-wheel car with 17-ft. total wheel base and 4-ft.
truck wheel base. The fibre stresses to be used in the floor are as
follows, the material being medium steel, namely: for I-beams 12,-
000 lb. per sq. in., properly reduced according to the ratio of width

1,000

r¥

3.0a)

2j000

IflCP

mn*

C0,00

-S

^Kf.

.0,000

fLjrm

^*5

—

-■\

The Keokuk (la.) Electric Street Railway & Power Co, has
completed a short extension of its line.

TRUSS BRIDGES SPAN- FT.

WEIGHT.S OF StBCTKIC H.\II.W.4Y BRIDGES.

of flange to total length when this ratio exceeds 20. For plates
and shapes 12,000 lb. per sq. in., in tension, and 12.000 lb, per sq. in.
reduced by the usual formula acording to the distance unsupported.
Rivets in shearing lo.oco lb. per sq. in, and in bearing 16,000 per
sq. in. for shop driven rivets; field driven rivets to be reduced 25
per cent below these figures. No rivets less than }^-m. to be used.

For trusses, uniform loads shall be assumed, varying according
to the length which is to be covered by live load to produce maxi-
mum stresses, from 1,500.1b. per running ft. per track for a loaded
length of 100 ft. down to 1,000 lb. per running ft. of track for a
loaded length of 300 ft. and proportionately for other lengths. Due
account must be taken in the case of pieces which receive concen-
trated loading from the floor loads.

The factor for trusses may be larger than that for the floor.

The following, may be the stresses per sq. in.: for tension 15.000
lb. per sq. in.; for compression 12,000 lb. reduced by the Rankine
formula; for rivets, however, the same stresses should be used for
the floor.

< • »

The question whether street cars should be purmitted to operate
on Sunday has been hotly contested recently, in West Superior,
Wis. A decision in favor of Sunday traffic was finally rendered,
the authorities having conceded that street cars were a necessity
(.ich day of the week.

Due. 15, nj(«)..

STREET RAILWAY REVIEW.

705

Electric Railway for Georgetown, Denierara,

BY N. SWAN * -^1'

Tlif cily of Guorgclowii, Denicrara, J'rilisli Guiana can now buiiil
iif iKiviiig a most inocleni electric tramway, and one thai for care-
ful and solid construction, and quality of ninterials used is probably
uMsmpassed today. A city of over 60,000 people, besides suburban
villages, Georgetown occupies an important position amongst the
connnercial ports along the northern coast of South America, and
though perhaps but little heard of by the public generally, is never-
theless slowly and steadily making vast strides in commerce, popu-
lation and trade. The capital of the colony, the finest town in the
West Indies (for allhongh Georgetown is a South American port,
it is so nearly identified with the West Indies in every way, as to
he classed with them rather than with the former), the point of call
for at least five great steamship companies, connecting the colony
with England, France, Germany, the United States and Canada,
Georgetown may certainly be said to be a go-ahead cily.

Up to within a year ago its citizens had been content to jog along
tran<|uilly with their primitive mule cars, but following the example
set by Jamaica, and doubtless also owing to its increasing pros-
perity and importance, the people finally clamored for a more rapid
mode of transit, and clamored with such purpose that at length
their desire has become a reality. A little more than a year ago
Mr. W. B. Chapman of Montreal, who it may be remembered was
the promoter of the Kingston, Jamaica, electric system, and who is
as much at home amongst the West Indian Islands as he is in
Canada, went down and secured the franchise which was at once
financed by a Canadian company with Sir William Van Home at
its head. This comjjany inmicdiately look matters in hand, sending
down engineers to lay out the proposed lines, and lawyers to
arrange business matters. The Georgetown Tramway Co., whose
motive power was mules, was bought out as well as the British
Guiana Electric & Power Co., and these two united under the
style of the Demcrara Electric Co., Ltd. Amongst its ofiicers are
.Sir William Van Home. B. F. Pearson, of Halifa.x, W. B. Chap-
man, .Miner Kingman, James Hutchinson and Ernest .Alexander,
of Montreal. This last named gentleman is the secretary of the
company.

No time was lost in beginning construction and in March last
Mr. Frank P. Brothers went down to begin operations, and pushed
the work with such energy that the close of the month of August
saw the construction books practically closed. Mr. Brothers, who
is well known throughout Canada in railway circles, and who was
manager of construction of the Kingston electric system, was the
right man in the right place, his previous tropical experiences
serving him in good stead. It was said in Demerara, that never
before in the history of the country had the natives been seen to
work — nor was it believed they could w^ork — as they did on the
construction of this road.

The ditTiculties of construction in such a country as British
Guiana can hardly be estimated, nor can it be thoroughly under-
stood except by those who have had experience of similar works
in tropical lands. The intense heat and glare of the sun, so par-
ticularly depressing and enervating to a northener. the difliculty
in receiving and landing the heavy material, the slow and uncertain
arrival of goods, the heavy tropical rains and storms, the clay form-
ation and frequent visitations of fever and sickness may be men-
tioned as chief amongst the many difliculties to be contended with,

Georgetown, though, as has been already said, "the finest city in
the West Indies," is built upon a thin coating of alluvial clay.
directly over a mud-swamp and under the sun, being but six or
seven degrees from the equator, so that during the period of the
day when the sun is at its highest it may properly be called a
■'veritable furnace." At full tide it lies from four to six feet below
the level of the ocean which is held in check by a granite wall of
massive construction stretching for nearly two miles along the sea
shore of the city front. The city and country is drained by a sys-
tem of canals and dykes which intersect the land in all directions,
and flow into one large main canal whose gates are opened at
ebb-tide to permit the outflow of drainage and excess water.

In times of extraordinary rains these are helped along by pump-
ing stations of which there are several at diflFcrcnt points, but in
spite of this the canals are often taxed to their utmost capacity and

'■\Lill'>w tlicir boumls iiinndating the country all about. The ex-
treme difliculty of construction under such circ\imslanccs is qMilc
apparent and on days when such extraordinary rains fell, work
had to be entirely suspended. At one lime during the construction
there was not one period of 24 hours passed in 92 days that some-
time rain did not fall, and as at drycst the country is but a mud-
flat its condition may well be imagined. Before resuming work
after a cessation of rain, it was necessary to bail the water out of
the trenches which had already been cut and prepared for receiving
the rails. This occupied no little time.

The streets are very fine and well laid out and arc always kept
in splendid condition, indeed from this fact Georgetown might well
be called a "bicyclists paradise," and there arc probably more
wheels in Georgetown lor its size than any city in Canada; thi-^.
however, I think is but the usual craze that struck our northcri
cities some years ago when wheeling first came into public favor,
anri the bicycle will doubtless become less popular as ihc novelty
wears o(T. Some of the residential streets or avenues are most
ornamental, and are beautifully laid out being over a hundred feet
in width with canals running down the center, and lines of tall
foliage shade trees stretching down Ihc drives at either side Many
of these canals are at certain seasons of the year covered with the
beautiful Victoria Regia water lily, and present a singularly hand-
some appearance.

The sanitary condition of the town is almost perfect for which
thanks are due to the capable town superintendent, Mr. Luke Nf.
Hill. Mr. Hill, who is also the city engineer, has much to occupy
his attention having to look after the water works, roads, fire
department, sanitary aflfairs and police. On account 01 the scarcity
and cost of stone, which cannot be got within a radius of 75 or 100
miles inland and is brought down the rivers in punts at a cost of
$3.50 per ton broken, most of the highways are made up of a mix-
ture of burnt clay and sea shell. The former is most largely used,
and well beaten in by traffic and rains gives an almost perfect road
of a deep red-brown color, smooth, hard, and pleasant to the eye.
This clay is burnt in kilns about the city and its cost varies, but
may be said to be generally in the vicinity of $1.60 per cu. yd.
Schooners run continually between Georgetown and Barbados, and
do a fair trade in supplying the city with shell and other road
material. It is estimated that the cost of public road material per
mile amounts annually to about $675.

Owing to the clayey formation, of necessity the buildings are of
light construction, wood cr plaster, and it is believed that in the
whole town there is not one house of stone. In the first place
the cost of stone is too great, and again should the building be of
heavy construction it would have to be so enormously spread out
to prevent its setting that it would be impracticable. .Mthough of
light construction some of the buildings present a very fine appear-
ance, there being much orncmentation. The finest are the Govern-
ment Buildings, the Market, the Roman Cathedral, the Law
Courts and the Banks.

Nearly everything for construction purposes had to be imported
into the colony, and the failure of contractors to ship materials on
specified dates greatly hampered the rapidity of construction.
Materials not sent forward on stated steamers had to lie over on
the wharves until the following ship was ready to sail, and there
was on more than one occasion an inter\-al of two or three weeks
between arrival of vessels; work in consequence had to be held
back. Steamers not having sufficient cargo for Demerara were
switched off on the return trip, not visiting Georgetown at all.

The climate though extremely warm and trying to a northener
is healthful and the death rate is small. From January to Decem-
ber the thermometer varies but little ranging from 80 to 88 de-
grees with but little change at night save the absence of the in-
tense glare of the sun. On the coast there is always a strong
breeze which renders the houses cool and pleasant even during
the hottest period of the day. We are told that the year is divided
into two wet and two dry seasons, but the experience of many is
that these vary greatly.

In spite of the rainfalls, there is rarely a day without sunshine,
the sky clearing almost immediately after the showers, and as the

706

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

roads arc so hard and wtU-crowncd the rain soon runs off them
into the trenches, and save in places where the ground is open for
repairing or construction purposes, dries up almost at once. On
account of the dampness of the atmosphere, the commonest
diseases are malaria and low fever, while yellow fever is practically
unknown.

The city may well be called a cosmopolitan one. and in a prom-
enade alon.i; Water St. — the principal business thoroughfare — on
a busy market day one rubs shoulders with all sorts and conditions
of men. The Portuguese, who migrated in large numbers from
the Island of Maderia and settled in the colony head the list, then
come the negroes, the East Indians or coolies, the Europeans
(whites), llie aboriginal Indians and the Chinese, while quite a

under cultivation liave improved their methods of manufacture,
enlarged their fields, and reduced the cost of their product. It is
therefore evident that while the plantations arc now less in num-
ber than they were fifty or si.xty years ago. their output has in-'
creased considerably.

During the season the shipping trade is most brisk. Every
vessel that comes cither from the United States, Canada, or
Europe, after discharging her cargo of flour, meal and groceries,
loads up with su,gar, rum, molasses, lumber or lish. The bulk of
the sugar goes to America.

The gold industry is apparently going ahead, but on account
of the difficulty of getting at the precious metal, only those with
cNpcricnce and cajiital can npcrato. T( is not a case of just bring-

l-Cliurcli St.
4— Law Courts.
T-PublicS.|.

2— Callieilral.
5— Market Sfj.
8 — Portuguese Ctiurch.

SCKNES IN GEORGETOWN", DEM KH.VR.\.

3— Plantation Road.
6— Town Hall.
9— Water St.

few Arabs and Syrians may be seen, and vvc are told that the only
race that is not represented is the Polynesian. Of them all the
most interesting to a stranger arc the East Indians, or coolies as
they are comiuonly called. About 5,000 of them are annually
brought out from India by the British Government at consider-
able expense, and arc bound under a five years contract to in-
dustrial labor in the colony.

Demerara sugar is too well known to require much comment.
There is a large out-put annually, but the heavy cost of drainage,
dams and dykes, prevent any but capitalists from carrying on this
industry successfully. The result is that during the last half-cen-
tury, the number of estates has greatly diminished, while those

ing along your spade and washing pan and digging wherever you
fancy gold may be found as is done in other places. An expedi-
tion must be fitted out with men, boats and tools, while an ample
supply of provisions for at least six months or a year is absolutely
necessary. Nothing can be bought in the bush save from an oc-
casional passer-by whose supply of stores is sufficiently large to
enable him to dispose of some of them. The hardships experi-
enced on the journey up-country are very great and two or three
weeks are generally taken to arrive at the destination. The total
export of gold from January 1st to about the mid4Ie of the month
of August amounted to 69.263 ounces, yielding a royalty of $48,486,
which is slightly under the amount taken out the same date last

IJkc. 15, KJOO. 1

STREET RAILWAY REVIEW.

707

year. During lliis pcriiKl H44 claim licenses were issued. The
yield of course varies. The largest migxel ever known to have
been found in the colony was discovered in 1891 by llie I.uckie
syndicate on their placer on Conamarook Creek; it weighed 5oy
ounces containing 274 ounces of gold and 4 ounces of silver and
was worth £1,067 7s- 7d. During 1891, 20,000 laborers were regis-
tered at the different districts. These served on an average of three
months each, so that there were always from 4,000 or 5,000
laborers in the bush. Since then, of course the number has in-
creased considerably. A duty of 90 cents per ounce was formerly
imposed by the Government on all gold taken from the mines, but
we understand that in July last this was lowered to 70 cents. The
rules and regulations governing the gold export are very strict,
and the penalty imposed on any one falsifying the return of yield
is most severe. Matters are so arranged that all gold passes
through the hands of the Government, and is subject to this duty.
The latest and most important find in the way of minerals is that
of diamonds, and during the last three or four months prospecting
parties have brought down over 1,500 stones of rare quality and
value. While there has been no actual diamond mining going on,
the gems have simply been found in the clay while washing for
gold, and doubtless more will be heard of this again.

To return to the tramway; 10.2 miles of track were laid in all.
A 62-lb steel T rail was used with girder rails at curves and
switches. Both straight track and special work were supplied
from the United States. The lines branch out from the
Post Office which is in the heart of the city, and bring the out-
skirts and suburbs within easy reach of the business portions. On
account of the town being so small and compact, much special
work is used. There arc two belt lines, one of yA miles, the
other of about 5'/^ miles, another line runs from one point at the
Sea Wall through the heart of the city, returning again to the
Sea Wall at a difTerent point and along a different route, making
a distance of about 41/2 miles; another short line runs from the
railway station to La Penitence covering about l>4 miles. The
rails are set on concrete stringers 22 in. wide by 10 in. deep, with
steel ties 10 ft. apart.

The Sea Wall route is the most important one from a pleasure
riding point of view. This wall is broad and flat on the top form-
ing a wide promenade provided with benches and rain shelters.
At certain times of the day, and on moonlight nights this prom-
enade is thronged with visitors, and on Saturday afternoon a band
concert is held. Here, after five o'clock in the afternoon society
gathers to chat and gossip, and meet one another. Here the
"Four Hundred" come in their carriages to take the air and hear
the music, while a little further down on another part of the
promenade the masses congregate. What Central Park is to New
York, Hyde Park to London, the Eois to Paris, the Sea Wall
is to Georgetown.

The overhead construction is single No. o copper with Hcckla
bronze insulation as supplied by the .'\lbert & J. M. .Anderson
Co. Iron tubular poles set in concrete support the feeder and
trolley wires, and as the company controls both the private and
public lighting of the city these wires are also being transferred
to the iron poles, and the old wooden ones removed. Both
bracket and span wire is used in different portions of the city. Mr.
J. W. Morris, of St. John N. S., who has had a large experience
in Canadian and American cities, as well as in the tropics, has
entire control of this branch of the work.

The company will commence to operate with 14 open cars made
by the St. Louis Car Co. These arc 8-bench cars with reversible
seats, monitor top and bonnets, end bulkheads with glazed sash
and double thick glass, revolving signs, etc. They are handsomely
painted and decorated, and are fitted with Providen,ce fenders.
The electrical equipment consists of a Westinghouse No. I2.\.
30-h. p., 500-voIt, slow-speed single motor with G. E. controller
R-17. As there is hardly a grade in the whole city, cars should
be operated at a very small cost.

The existing car sheds, with alterations and additions, have
been transformed into first-rate car barns. In accordance with
the style of building most in vogue in the tropics, they are open.
and have a capacity of i6 cars. Four tracks run into this shed,
which has also pits and machine shop. There is additional space
for three other tracks when required. .-\ part of this building is
devoted to storerooms.

Outside are three tracks on which cars can be run on emergency,
or stored there at will.

The ijowcr station which has bec-n built for some years and was
originally the property of the British (iuiana Kleclric Light &
Power Co., has been tlioroughly overliaulcd and reconstructed by
the present company, which has also put in two additional engines
and generators for railway work, and (he supplying of power. The
franchise of the company gives it the exclusive right to make
and supply electricity for the term of 30 years, with renewals
features which make it practically perpetual. The original station
comprised a duplicate plant for lighting purposes, consisting of
two vertical and three horizontal engines giving a power supply of
about f?oo h. p. These have batteries of Babcock & Wilcox and
Stirling boilers, which arc also in duplicate, and suffice to supply
steam for the two new engines installed.

These new engines were supplied by the Robb Engine Co.,
of Amherst, N. S., and comprise one 200-h. p. direct-connected,
tandem-compound engine and "one 200-h. p. belt-connected, tan-
dem-compound engine. The two latter engines and generators
suffice also to form a duplicate plant for railway purposes. It is
the intention of the company later on to extend the lines into
the suburban districts, which are thickly populated and give
promise of good traflic.

NEW OHIO-PENNSYLVANIA COMPANY.

The stockholders of the Voungstown & Sharon Railway Co.,
which will build a road between Youngstown, O., and Sharon, Pa.,
have arranged for a consolidation of the electric light properties
of those two places and the Sharon railways. The companies
included are: Youngstown Electric & Gas Co.; Merchants' Heat,
Light & Power Co., Youngstown; Valley Electric Railway Co.,
Sharon; Sharpsville (Pa.) Electric Light Co.; Sharon & Wheat-
land Electric Railway Co.; Sharon Gas & Water Co.; Sharon
Electric Light Co.; Youngstown & Sharon Electric Railway Co.

The Youngstown-Sharon road will be 19 miles long, with steel
bridges and standard steam railroad roadbed. Some 4'/i miles
of the old road will be rebuilt and larger units installed in the
power station. Sanderson & Porter, No. 31 Nassau St., New
York, will specify all material. Park & Hamilton, Youngstown,
O., are the contractors.

It is rumored that the promoters of the consolidation contem-
plate getting control of the Mahoning Valley line and the Park
& Falls Electric Ry., of Youngstown, and also the newly organized
New Castle & Beaver Falls road.

CHECKING BOOK TICKETS.

The Galcsburg (III.) Railway & Power Co. sells individual book
tickets containing 25 coupons for one dollar. To determine the
exact number outstanding at any time, and particularly to guard
against counterfeiting, Mr. Seacord uses a specially ruled book

which has too spaces to each horizontal line. Each coupon is num-
bered consecutively, and checked off in its proper space when
turned in. The checking requires only one hour daily. The illus-
tration shows the method of ruling and checking.

A NEW INTERURBAN LINE FOR NEW
ENGLAND.

The Haverhill, Salem & Hudson Street Ry., running between
Nashua. N. H., and Haverhill. Mass., a distance of 22 miles, is
nearly completed. Passenger, baggage, mail and express cars will
soon be put in operation through a section of the country hereto-
fore without railway service of any kind, affording a more rapid
service than any other electric line in New England. This new
intcrurban will shorten the time required to travel from Nashua
to the ocean beaches at Salisbury and Hampton by two hours.
Express cars on a level grade will be operated at the rate of 40
miles an hour.

708

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

, E^PAN^'ON lOiNl SPLICE 9Afl

S£

NSULAIOR--tJ INSULA10»S TO BE PLACED EVERY 9

I'll.. 1. Kl.KVA IIDN Ob* CON"r.\CT V.\\\,

CONTACT RAILS ON MANHATTAN ELEVATED.

By courtesy of Mr. W. E. Baker, general superintendent of the
electrical construction department of the Manhattan Railway Co..
New York, we have received drawings illustrating the contact rails
which the company is installing in preparation for electrical opera-

Thc expansion on either side of the anchored rail is taken up
at the joints at the ends of the 300- ft. sections; one of these joints
is shown in Fig. 3. The distances to be allowed between rail ends

FIG. 2.— JOINT.

tion. The rails are of a T-section, 6 in. high, and weighing 100 lb.
per yd.; they wTre rolled by the Lackawanna Steel Co., and have
the following composition, aside from the iron: Carbon, 0.073;
manganese, 0.340; sulphur, 0.073; phosphorus, 0.069 P^r cent. The
rails are each 60 ft. long and are erected in sections of 300 ft.; the
middle rail of each section is fastened by four anchor clips, spaced
4 ft. 6 in., to prevent longitudinal motion, but elsewhere the rails

FIG. 4. — .\NCHO;< CLII'.

are free to slide in the clips on the insulator block. The insulator
blocks are placed every 9 ft.; they are made of artificial gratiite.

The joint that is used between the five 6o-ft. rails constituting
a section of the contact rail is shown in Fig. 2. For these joints
the rails are drilled with five %-in. holes, three through the web
and one in each of the lower flanges. Four solid copper bonds
are used, two being under the splice bars. The cross section of
each bond is .344 sci. in., equivalent to 437,675 c. ni. The bonds
are riveted in place with hydraulic riveters.

FIG. 3. -i;XP.\XSIl)N- JOINT.

at expansion joints when laying the rail arc given in the table:

Temperature of rail. Distance. Temperature of rail. Distance.
0° 3 in. 70° ij'4 in.

10° 2J4 in. 80° I in.

20° zYz in, 90° Yn in.

30° 2J4 in. 100° Yi in.

40° 2 in. 110° ^ in.

50° l^^ in. 120° 0 in.

60° lYz in.

.^t these joints four stranded cojiper bonds hS in. long between
terminals are used. The strands a"re rope laid and not larger than

FIG. .•^. - IN.SlII,.\TOH.

No. 14 B, & S,; the sectional area of each bond is ,353 sq. in, or
450,000 c. m. These bonds are all riveted to the lower rail flanges.
The splice bar for expansion joints has a slot at one end, as will
be remarked from Fig. 3. Figs, 4 and 5 show the insulator block
and the anchor clips.

* « »

.*\ petition has been presented Mayor Cabell of Dallas, Tex,,
signed by 8.000 citizens, demanding a mimbc." 'A street railway re-
forms in that city.

Dki. is. njfx). 1

STREET RAILWAY REVIEW.

70'J

-t

, ijANCHORCLIP

ZB:

SIDE

ExPiNBiON joiMi spi «:t Bin

-)lf-i'-''5l

(iMIACr KAIl CLIP

MANHATTAN K\'., NKW VOKK.

DEMERBE TRACK CONSTRUCTION.

Ill SopU'iiibi'i' l;isl Mr, William Uawioii, cU'piUy riiginoer of llic
Uradlord (l'2iiglaiul) Corporalioii, read a paper before the British
Assoeialioii for llie Advaiiceniciit of Science describing the De-
iiicrbe system of street railway trade construction. A sliort section
of this was laid in Bradford in 1894 as an experiment, being placed
end to end with a similar length of girder construction. Mr.
Dawson says of it:

"Bnlli portions have been subjected to a five minutes' service of
stiaiii locomotive cars since that time. About three weeks ago
{after six years) a Demerbc rail was removed, in the presence
of the Tramway Committee, to ascertain its condition. The rail,
joint, and gage were found to be in every way perfect, and it was
only after repeated blows with heavy hammers that the rail could
be detached from the concrete foundation, and when raised it
dragged up with ij part of the foundation. No money wliatever
has been spent in repairing this portion of liemerbe tramway, but
the adjoining portion of girder rail has been several times re-
paired during the six years it has been laid down. The setts used
alongside the Demerbe rail are splayed to fit the sides of the rail,
and laid directly against it, the rail thus serving as a support
for the paving; and there is no tendency either for the setts to
rise or fall as is the case with the girder rail. There are in Brad-
ford 40,',-i miles of tramways, of which ,?6',j miles are laid on the
girder system, with rails weighing 105 lb. per yd., and fishplates
weighing 80 lb. per p.iir. There are four miles of Demerbe tram-
way, constructed of rails weighing 70;^ lb. per yd., and fishplates
weighing 5i',< lb. each, and the corporation has further in course

l-'IC. 1 — SliUTlON TIIKOIO.H JOINT.

of construction an additional 10! j miles of tramway, which it is
putting down on the Demerbe system."

A cross section through a joint is shown in Fig. i. The rail,
A. is a hollow trough and the fishplate, B, exactly fits its interior
contour. When this system w^as first introduced the fishplate was
pressed into the rail by means of bolts, but it was soon found that
this was not satisfactory, and cotters, E, were used. .\s the holes
in the fishplates and rails are cut at diflferent depths, when the
cotters are driven in the fishplate is forced close up to the under-
side of the rail. The ends of the cotters are then clinched against
the side of the rail, and are thus fixed and prevented by any pos-
sibility from working loose. The rail when laid in position in the
carriageway is completely filled, by means of specially designed
tools, with concrete, composed of four parts of H in. uncreened

granite shingle to one part of portland cement. The rails arc a
ft. long and the fishplates about .ij'/i in. long with six pairs of cot-
ters, three in each rail. Crown rail bonds art used.

.\l intervals of 3 ft. 6 in. there are tie bars of flat bar iron ar-
raiigiil as shown in I"^ig. 2. To avoid the use of bolts and nuts
two oblique grooves are cut at each end of the bar; the outer

HIG. 2— TIF. IIAK.

groove fits onto the rail llangc and the other groove is wider and
receives a wedge.

In England, as a rule, a concrete foundation is laid the whole
width of the carriageway to receive the paving, and when the De-
merbe rail is filled with concrete in the manner above described it
becomes attached to the concrete foundation, and is practically
part and parcel of the carriageway.

The detailed cost per yard of single track on the two systems,
based on the price of materials delivered at Bradford, is as follows:

Demerbc System. s. d.

Rails 10 7.9

Fishplates o 9.4

Tiebars i 6.8

Wedges o 1.4

Cotters o 7.1,

Track labor, including curve 2 6.0

Rails, etc., carting o i.i

Packing rails (labor) o 1 1 . 1

Half-inch unscreened granite shingle i 0.0

Cement on. 5

Team labor o 3.2

Girder System.

Rails

Fishplates

Marshall's patent joints o

Bolts and nuts

Soleplates

Tiebars

Unscreened granite shingle

Cement

Labor (packing rails)

Road scrapings (for plastering ra:

Track labor

Team labor

Soleplates punching o

Blacksmiths' work

Repairs to punche>

£1 3 1.4

The totals reduced to dollars arc: For Demerbe system, $4.71
per yard; $8,200 per mile. For girder system. $5.60 per yard: $9.-
856 per mile. The principal saving, it will be remarked, is in the
liahtcr rail that can be used with the Demerbe svstem.

II. 2

8.8

9-9

5-4

0.3

2.8

4.0

5 >

3.6

0.6

3-0

1.6

«-9

« .?

The .\lamo Heights Street Ry.. of San .\ntonio. Tex., was sold
by order of the court, November gth. The purchaser was Otto
Koehler, who will remodel and extend the line.

710

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

OIL ON HIGHWAYS.

Results of California Experiments in Sprinkling Com-
mon Roads with Crude Petroleum Data on Cost
— Application to Roadbeds of Steam Railroads
— Possible Advantages of Using Oil on
Street Railways.

Dust is a very serious annoyance to many suburban and inter-
urban electric railways laid in highways, for sprinkling which no
provision is made, and we feel confident that the question of oiling
such highways will be given earnest consideration in the near
future. A car filled with flying dust, and with a thick layer of it
on all the seats anci window sills is not pleasant to ride in, and
the road where these conditions obtain can expect only the patron-
age of those who ride because they must; pleasure riding is un-
known on such roads.

In May last the writer rode over a newly opened road laid along
one side of the highway, and at the end of the journey emerged
from the car with his hair, eyes, lungs and clothing full of dust.
The manager remarked that the dust was one of his worst wor-
ries, and that he was going to look up the matter of sprinkling
the road with oil. Another shorter road with which the writer
is well acquainted extends for half a mile along one side of a much
used highway which is never sprinkled, and unless there has re-
cently been a rain or there is snow on the ground the dust makes
riding on the rear platform a most disagreeable experience.

In 1897 crude petroleum was first applied to the roadbeds of
steam railroads (by the Albany & Hudson and' the Long Island)
to lay the dust and prevent the growth of vegetation in the ballast,
and the results have been considered very satisfactory. The cost
of this treatment w'as reported at about $150 per mile per annum.

About 18 months ago it was announced that the experiment of
treating common roads with petroleum was to be tried near Dcs
Moines, la., under the direction of the United States Department
of Agriculture, but we have seen no report of the results obtained.
The first account of oiled highways of which we know is that
given by Mr. O. W. Longden. of San Gabriel, Gal., in a paper
before the Good Roads Association of Southern California. The
following is an extract giving the results obtained:

"The first application of oil to the highways of Los Angeles
county, for the purpose of laying the dust, was made in the summer
of 1898, six miles being oiled. In 1899 the same roads were again
oiled and seven miles of new road treated. This year 50 miles of
road have been oiled, most of it receiving two applications, and
we are much pleased with the results.

"While we have much to learn regarding the best manner of
applying oil, the best manner of repairing oiled roads, the most
economical quantity of oil to use, and the kind of soil and condition
of road surface best suited to its use, yet on these points we are
fast forming an opinion, and on one point we are agreed, and
that is, that well oiled roads are dustless, and dustless roads are
a boon to any country, and particularly so to California, with its
climatic conditions. When people have become accustomed to
traveling on dustless roads, whether water-sprinkled or oiled, the
dustless condition must be maintained. The demand for good
roads free from dust is growing daily.

"There is no doubt as to the efiicacy of oil on roads. It is
superior to water in that, when properly applied, it is lasting, costs
less, makes a desirable road and can be used in districts where
water cannot be had. It coats the road with a wearing surface
that needs but slight attention to keep in good repair. It builds
up the weak places and makes an even surface, while water finds
and increases the number of chuck-holes. Oil soaks in and re-
mains a part of the road, while mud sticks to the wheels and water
evaporates. Oiled roads, properly made, are free from dust in
summer and free from mud in winter.

"The first requisite for a good oiled road is tlie proper prepara-
tion of the roadbed by grading and crowning the road so that it
will shed water — rolling the road thoroughly after a thorough wet-
ting, if possible, filling all uneven places that develop. The better
the foundation the more satisfactory and lasting the oiled surface.
We apply the oil hot, by means of the De Camp machine. The'
hotter the oil the quicker it unites with the dust, and the more
readily it is absorbed by the road surface. Cold oil rolls up in balls

and will not take kindly to the dust, nor spread evenly over the
road. Hot dust and hot oil, thoroughly mixed, is the motto of
our oil men, and the result is a dustless road, approaching asphal-
tnm in texture and appearance.

"The heavy oils, carrying from 25 to 50 per cent of asphaltum,
have given the best results, the light gravity oils being not much
better than water on account of their tendency to evaporate.

"A loose, dusty surface is as necessary for the successful applica-
tion of oil as a good foundation is necessary to make it lasting;
therefore, when our road is prepared, as stated above, we do one
of three things before applying the oil: First, use the road until
the ordinary travel and summer drouth have made the road surface
loose and dusty; or, second, cover the road surface with a coating
of dust and loose earth from the roadside by means of the grader;
or, third, loosen the surface of the road itself with a harrow, and
then apply the oil. All three of these methods have given satis-
factory results, and each has its place in our varying soils.

"It is claimed by the California Dustless Roads Co., which con-
trols the patent for the use of oil on roads, that oil will lay the dust
and improve the surface of a road on any kind of soil, it being a
question of 'oil, not soil.' While this may be, and doubtless is,
true, yet the question of economy confronts the supervisors, who
have ten dollars' worth of work demanded for every dollar of road
money in the treasury, and our experience has been that results
do not warrant the outlay for oil on light sand, alkali, or coarse
gravel roads, the best results being obtained on our mesa roads,
sandy and gravelly loams, decomposed granite and clay soils. On
coarse gravel roads the rocks in the gravel soon cut through the
oil and dust cushion, the rocks become loose and chuck-holes are
formed. On alkali roads the oil lays the dust for a short time, but
it is not practicable, for the alkali soon destroys the oil and the
desired effect is lost.

"We have also observed that old roads that have been sprinkled
for years, with very poor results, have been put in good condition
with one or two applications of oil. On most of our roads the oiled
surface is 12 ft. wide. On a few of our heaviest traveled roads we
have oiled 18 ft. wide. The first year two, and frequently three,
applications of oil are necessary, the second year two applications,
and the third year one application. This is not an absolute rule,
however, as quality of oil, quantity applied, kind of soil and amoimt
of travel on the road will vary requirements in different places.
On the first application we have averaged about 60 barrels to the
mile, 12 ft. wide; the second application, where made, has varied
from a slight touching-up of weak places to a 40-barrel covering.
The oil costs up from $1.10 to $1.25 per barrel in Los Angeles, and
25 cents additional delivered on the road, making the average cost
under $150 per mile per annum.

"Our best samples of oiled roads are those that have been oiled
for three successive years, these roads requiring this year only one
application of from 40 to 50 barrels per mile. Our experience has
suggested the following points as among the essentials for making
and maintaining good oiled roads, namely:

"A well-graded road, packed by the winter rains or by thorough
rolling. Oil as soon as there is sufficient dust on the roads in the
late spring or early summer. Oil often enough and with sufficient
quantity of oil to make them pack. Apply the oil when the weather
is hot. Loosen the surface of hard roads. Re-oil dry places to
prevent chucks. Oil and dust of the street are good materials
with which to repair chucks on oiled roads or dry roads. Rolling
a few days after oil is applied is beneficial. Occasional going over
the road with a plank-drag helps it, where the traffic is inclined
to wear the roads in ruts. Have the road foreman keep a few
barrels of oil on hand, with which to repair chuck-holes and weak
places. A little oil and a hand-rake will work wonders on the
imperfections of an oiled road.

"There are some people who object to oiled roads. When the
oil is first applied the oiled road is not a place for fast driving, as
particles of oil not thoroughly incorporated with the dust are liable
to be taken up by the wheels and be thrown on the vehicle and
its occupants. This objection disappears in a few days, however,
for as soon as the oil is absorbed by the dust and roadbed it has
no affinity for buggy wheels, and sticks fast to the roadbed, where
it belongs.

"There are people who object to the odor of crude oil, but as
this odor lasts only a week or two while the volatile oil is evapo-
rating, this objection is not permanent. Some teamsters claim

Dec. is, 1900.]

STREET RAILWAY REVIEW.

711

dial a load pulls liardtr on an oiled road tlian on a spiinklcd or
dry road; others claim the reverse. It will take a scientilk lest
to prove wliicli is right. Some people claim that an oiled road is
hotter than a dry dirt road, and others hold the contrary to be
true. Some wheelmen detest, and others are loud in their jiraises
of oiled roads. You can laUe yom- choice of opinions. The fad
remains, however, that while the first oiled roads caused much
criticism and many scoldings for the supervisors, yet the lasl 50
miles oiled have won the api)roval of the public very largely. For
every word of adverse criticism now wc have hundreds in praise of
oiled roads. The oiled road has come to stay."
— « « »

THE TROLLEY IN THE PHILIPPINES.

(From Our Own Special Correspondent.)

The riiilipiiiiie Islands appear to offer an excellent field for the
promoters of electric railways. In Manila all inlcrcstcd parlies
were quite confident that trolley lines connecting that city with
the surrounding cities, towns and barrios would be well patronized.
.■\t Ilnilo, on Panay, those in charge of the railroads have pre-
pared pl.iiis liir an extensive system of electric lines to connect
the capital with the chief interior points. On Negros I was told
that there was plenty of money available for such enterprises and
that the wealthy natives — that is, the sugar mill operators and the
rice and tobacco and fruit planters — would gladly take stock in
railway companies if provision were made for li.iiidling freight, as
well as passengers.

I visited the island of iMindinao with a party of miners anil
saw the essential need of belter means for handling ore traffic.
There are gold, silver, lead, copper and coal mines already operated
on Mindinao and the work is greatly hampered by poor trans-
portation facilities between the mines and the coast. Some of the
richest mining concerns have been making estimates on the cost
of the building of narrow-gage freight roads for their special
use, but those with whom I talked stated that if a trolley line were
put in and platform cars provided for carrying ores, they would
certainly patronize the new road. As there are great sections of
rich mining lands idle in the interior merely because of the great
difliculty experienced in getting the output to the coast, it is
safe to assume that the success of a trolley line would be assured
at the start.

Even on the little island of (jimeras the peojjie want a line for
the purpose of carrying passenger traffic and dye woods. This
island is rich in dye woods, but the roads are so bad that the woods
cannot be taken to shipping points and therefore the owners
of the great forests arc obliged to check the cutting and send

m:m^

N.\TIVE R.\II.KO.\D I,.\BOKEKS.

to market only what little wood they arc able to move by means
of native animals and drag sleds. The same conditions prevail
on Ccbu, where there are great forests of hardwoods, including
mahogany, black walnut, rosewood and other valuable woods.
which for years have been permited to go to decay through want
of means to move the prepared timber to a marketable point.

But, of course, the central point of interest for all enterprise
is the great commercial district in the vicinity of New and Old
Manila. Iloilo ranks next in importance. In both of these places
important steps have been taken towards the establishment of
trolley lines and there is no doubt that before the close of an-
other year several lines will be in operation at these points.

In Manila they now have the Manila & iJagupan K. K., in oper-
ation as tar as Tarlac. The line beyond Tarlac is bring put inlo
order as fast as prissibic and will be running in a few months.
The natives started this line, together with the Spanish, and it
has, up tr> (he present, been one of the worst railroads in the
country, so far as c(|uipmenls and acconimodalions are concerned.
They say thai in order to get a ride on the cars a year ago one
had to remain over night al a station so as to be the first to
mount. I always had to ride by hanging to a hand-rail, for all
seals and standing space on the liltle cars are taken promptly
by Ihe crowds thai want to ride at any price. Although the road
is run by steam engines, the cars arc very like trolley cars for
freight. They arc small, always breaking down and running off
the crrioked and worn-oul track, and look like cattle cars fixed
up with seats. Like almost everything else of the kind on the
.\rchipelago, the rolling slock of llic road has seen service and
was worn out in Spain or some other country before it was sent
here. In riding from Tarlac to Dagupan I noticed at the sta-
tion called Bautista thai the roadbed was in bad shape and the
train rocked dangerously.

The road would promptly lose its custom if an up-to-date Amer-
ican trolley line were put in to compete with it. There is more
than business enough for two roads running through the same
places, while the extent of country which could be covered for
miles on cither side is unlimited. Lines of trolleys running
through the cocoanut region on Luzon during the harvesting
season would make fortunes carrying natives and their products
from the groves to the central markets, .'kt present this traf-
fic is all conducted by pack animals or the caribou and drag
sled, both of which modes are very slow and costly.

The Manila & Dagupan company is planning to build a new
line to Hocus. This should properly be a trolley road, as the
character of the business in this section calls for trolley lines
with passenger cars to which are attached one or more platform
cars for carrying freight. All along the road at present one may
see natives carrying loads of farm products and merchandise from
their homes to Manila or other central point. These persons
necessarily occupy a day and experience considerable tedious work
in covering eight to ten miles, while if there were a trolley line in
operation they could be carried for 5 or 10 cents, with their pack-
ages on the platform car. Those who have been enterprising
enough to start stage lines, charging high rates per mile to carry
merchants and their loads, are making much money, although
they do not assist the merchant very much.

To establish trolley lines in the city of Manila itself would in-
volve some serious problems for the reason that the streets are
exceedingly narrow. The cars now in use through the streets
of the city are all very ^horl and small, drawn by two native
horses, and they are pulled around the short turns readily; an
ordinary .American car could not be taken around the curves.
Therefore, it is proposed by engineers to overcome the trouble
by tininelling. and already some important steps have been taken
in the proper direction. The city authorities are concerned in
the matter, for they are aware that by tunnelling for the cars and
removing the tracks from the streets that the serious congestion
in Manila will be relieved. This congested condition has now
existed for over a year and has been notably increasing. I was
there a year ago and noticed then the crowded state of the streets,
and several months later found that the conditions were worse. At
present it is simply impossible to move about with ircedora and
the cars, carts and foot traffic are constantly mixed.

There are many canals in and about Manila and it has been pro-
posed to build lines of bridges along the wharves for the street
railways, for in most cases the main car lines are on streets paral-
lel with the wharfage. But to erect wharves would mean the
blocking of the channels to shipping and serious trouble would
result. A main trouble in putting in tunnels, on the other hand,
would rest in the uncertainty of the ground. The earth about
Manila is unreliable and I recollect seeing engineers at work with
a pile driver, where the piles would often drop through the
slimy strata of their own weight without finding any foundation
strong enough for a support. I have seen piles put down with a
few strokes of the driver and two or three others caused to fol-
low on fop of each, without striking solid ground. The condition
of the ground, therefore, would be one of the problems to struggle
with in Manila, while out in the country, so far as is known by

"1.

STREET RAILWAY REVIEW.

[V:

X, Xc

the engineers, the ground is as firm as desired. If tunnelling is
resorted to, it is evident that the Pasig River bed will be c.\t
through from Intramuros to the Custom House, making a short
cut to Binondo.

While capitalists arc thinking about how to relieve the situation
in and about Manila, some of the smaller capital cities of the
southern islands are going quietly to work and building roads. In
Cebu the Cebu Street Railwaj' Co. has been organized with a
capital of $200,000, for the purpose of putting in an electric sys-
tem for the operation of trolley cars from the city of Cebu, the
capital of the island of the same name, to the surrounding cities,
towns and barrios, of which there are a large number, all thickly
populated. Owing to the delay in getting an electric plant in
operation, the directors at one of the recent meetings voted to
begin operations just as soon as possible by using horse power,
but at the same time to begin at once the erection of a power
plant. I ascertained that the cost of getting the proposed lines
in operation with horses would amount to about $25,000 gold and
that this money and much more was available. The people of
Cebu have always been industrious and many of them control sec-
tions of the country that bring them large financial returns. I
am personally acquainted with some of the native owners of the
pearl industries that make large profits. Then there are the sugar
and tobacco plantations, all of which pay handsomely. When it
was proposed to get together thirty or forty rich Filipinos and
Spaniards for the purpose of putting in a trolley line, it was only
necessary to announce it through the Filipino and Spanish papers
that circulate there and the moneyed men were promptly on hand.
The road is to run through De Mabola, the Escolta, Calle Infanta,
over the bridge at Taboada and to the interior points where the
commercial interests are such as to warrant the undertaking of
establishing trolley lines. The Tagalons and some bodies of Vis-
ayans are still operating lawlessly in Cebu, and this, of course,
tends to hamper the working of the proposed new road, for the
projectors fear that the insurgents may tear up the tracks and do
other damage. But if this road is established, .A.mcrican soldiers
will protect ft, for the reason that there is no better or quicker
way to end the rebellion than to introduce modern methods of
business and works on which the idle population may secure em-
ployment, thus diverting their minds from things warlike. The
busy engineer, motorman, conductor or track man would have no
time to light ind he would become an industrious and peaceful
citizen. No company need hesitate aboiit erecting trolley lines in
any portion of the Philippines for fear of interference on the pan
of ladrones, bandits and rebels, as the Americans will protect,
iheir interests.

In promoting railways in this territory, however, there are sev-
eral points that should be observed. In the first place, the pro-

HAUI.I.NG SUPPLIES.

nioter should go over the territory thoroughly and become familiar
with the character of the land. I know of several instances in
which promoters of railroad schemes operated from Spain, and sold
considerable stock in projected roads to natives,, and then finally
failed to carry out the plans, ofifering as excuse that the nature of
the country prevented it. Some of these schemes were evidently
instituted with a view to fraud. The earnesi parties who calculate
to operate trolley lines here will go over the ground thoroughly
and establish their headquarters in one of the leading cities to be
traversed by the road. From this point they can handle the af-

fairs of the new company to advantage. The rails, cars, steam
power, plant and all desired machinery and supplies can be ordered
just as soon as the location of the road is settled upon and pro-
posed capital available. Then while the material is on its way from
America, the country can be gone over for the purpose of exam-
ining and putting in the roadbed.

There are many rivers in the Philippines and the interior points
can be reached readily by means of boats manned by natives, who
follow the river to the beach and there get a boat load of gravel ■
and take it to the desired point. This gravel makes a very excel-
lent ballast and as it can be mixed liberally with earth, one boat
load of the gravel goes a great ways. Two natives to a boat are
sufficient and these two natives work for 15 cents per day each
and furnish the boat themselves, and also care for themselves.
The company can keep a fleet of boats engaged at this rate at low
cost and secure excellent ballast. At some points immense quan-
tities of sandstone are located in the interior, and this stone
breaks easily into a crumbly condition suitable for purposes of
grading. Large gangs of native labor can be hired along the road
for 10, 15 and 20 cents per man per day. The natives have only
the crudest sort of tools to work with and fneans should be taken
to provide the proper tools.

There are numerous rivers to cross, and a year ago I observed
that about one-half of the rivers were without bridges, these hav-
ing been burned by. the rebels or permitted to decay. Crossings
were eflfected by fording or on rafts. But the United States mili-
tary officials have compelled the people to rebuild the bridges, so
that at present practically all of the rivers are provided with strong
bridges, in some cases heavy enough for a trolley line, but as a rule
the railroad people should expect to put in iron bridges at the
various river crossings or at least good, stron^; wooq'MI bridg'as.
Thii- will be quite an item of expense, but the way it -s rione i'l this
cou'itry, if a sugar mill owner wants to bridge a river so ;i5 to ac-
commodate his sugar teams, he posts a toll collector at one end
who collects toll for every passenger and team. Those who do
not want to pay ford the stream. The railroad would be per-
mitted to charge toll for the use of its bridges except for UnitcJ
States troops, horses and wagons. The same conditions apply to
the rafts and ferries at the wide rivers. The expense of getting
rolling stock here and the purchase of tools, and supplies are dis-
advantages, but these are more than balanced by the difference in
cost of labor in the islands.

Horses, caribou and oxen, with sleds for moving supplies, can
be secured for 10 cents per day each. When the road is complete
conductors, motormen, and, in fact, the entire force of the road,
can be engaged at wages which seem simply ridiculous. But the
people of the islands have been accustomed to working for 15 and
20 cents per day all their lives and they know how to live on these
wages. Foremen of sections, engineers, head clerks, office men
in general, and others concerned in the management of the road
would of course be paid as high salaries, if not higher, than in
.America. Possibly the chief engineer of the works would have to
be engaged from .'\merica at five, six or seven dollars gold per
day, while the superintendent would be worth eight or ten dollars
per day.

The government has not been able to secure efifective means for
distributing mail in the Philippines and often bags of mail are held
at central points for weeks before some army train goes out to
the destination of the bags. If trolley lines were in operation, the
companies could derive considerable revenue handling the mails
for the government.

INSPECT NEW YORK AND BOSTON STREET
CAR TRACKS.

.'\ party comprising President E. S. Goodrich and General Man-
ager N. McD. Crawford of the Hartford (Conn.) Street Railway
Co. and a number of city officers of Hartford left that city No-
vember I2th on a tour of inspection of the grooved rail street car
tracks in Boston and New York, with a view to deciding which
sort of rail used in these cities would be most suitable for the
proposed street railway construction in Hartford. The committee
was entertained in both Boston and New York by officials of the
cities and the street railway companies, and returned to Hartford
November 14th after a profitable trip.

Di'.c. 15, 1900/

STREET RAILWAY REVIEW.

713

CLUB HOUSE OF SUBURBAN EMPLOYES,
ST. LOUIS.

MINUTES OF A DIVISION MEETING ON THE
BOSTON ELEVATED.

The St. Louis & Siibuibaii Railway Co., of St. Louis, has plactd
one of the buildings owned by it at the disposal of its employes to
be used as a club house. The building was formerly the depot of the
old steam dummy line, which was merged with (he Suburban, and
is a one-story buildiiiK centrally located so that it can be reached
from the terminus of any line within 20 miniues.

The company has installed baths and toilet conveniences and
furnished a gymnasium and billiard and card rooms. Three bath
rooms arc provided, one being a shower. The billiard room has
two combination pool and billiard tables; tables for cards and
similar games are provided, and the principal daily and technical
pa|)ers are kept on file. The gymnasium apparatus includes rings,
ladders, horses, rowing machines, punching bags and boxing
gloves.

The club house is conducted entirely by tlie employes themselves,
who are nearly all members of the Suburban Mutual Aid Associa-
tion, though all expenses arc borne by the Suburban company.
The house is open from 7 a. in. to 11 p. m.; a janitor is in attendance
to act as caretaker. The management is vested in a house com-
mittee of five members.

The Suburban Mutual .Aid .Association makes its headtiuartcrs at
the club liiiuse. This association pays sick benefits of $7 per

In our issue for May, lyoo, in describmg the system of the
boston Klevaled Railway Co., mention was made of the semi-
monthly meetings of the division superintendents with the general
superintendent, and the similar meetings of the inspectors and
starters with the several division superintendents. At that time
we published the minutes of one of these meetings, and now we
give the report of another meeting, that held by the inspectors and
starters of Division 'j, on Veb. 8, 1900. The record is as follows:

Meeting of inspectors and starters, held at my office today.
All present except Starter Doloff. excused.

Chief Inspector Stearns reported thai some of the new con-
ductors, in looking over the general order book, had found a gen-
eral order slating that snow plow wings must be ridden. Recom-
mended that said order be declared void, since levers arc now
provided for the work.

Inspector Kingsbury had noticed conductors on duty with pants
tucked into rubber boots. This was thought to be a good point
and inspectors and starters were notified to report conductors thus
offending. Did not think conductors should be allowed to have
uniform covered up in this manner, any more than they should
by wearing cardigan jackets over vests. Now that nearly all
switches have a switchman, did not think conductor was obliged

EMPLOYES CLUB HOUSE, ST. LOUIS AND Si;BURB.\N R.AILW.AY CO.

week, the dues being 50 cents per month. The officers of the
association are: President, Thomas F. VVhalen; recording secre-
tary, R. C. McGilaway; financial secretary, Edward M. Spates;
treasurer, James Gibbons.

We arc indebted to Mr. T. ^L Jenkins, general manager of the
St. Louis & Suburban Ry.. fo-- the photographs from which our
ilIuv:'rations were made.

ACCOUNTANTS OFFICIAL REPORT.

In less than 30 days after the .Accountants adjourned their annual
convention at Kans.is City. Secretary Brockway had issued in book
form his official report of the meeting. It is unusually complete.
:ittr:iclive and a handsome piece of printing.

DAYTON (O. 1 & TROY ELECTRIC RY.

Work on the Dayton & Troy Electric Ry. is being pushed raoid-
ly. Contracts have l>een closed with the Westinghouse company
for two 400-k\v. generators, the Carnegie Steel Co. for 2.500 tons of
70-lb., 64-ft. rails, and the New Castle (Ind.) Bridge Co. for the
bridges. The power house, car barns and repair shops will be at
Tippecanoe City.

to leave the car enough to warrant him wearing boots. Inspector
Kingsbury also stated that he thought some cars had brakes se»
loo tightly, i. e., shoes too close to wheels, so that when there
was a little snow on the rail wheels would skid. He was instructed
10 turn in a report of all such cases which came under his obser-
vation, that action might be taken to remedy difficulty.

Inspector Carl, in speaking of some of the cars, thought that
It a wider iron strap or support was placed in the car floor over
the trucks to support traps, same as the Laconia cars had. much
cold air could be kept out of the car.

Inspector Russell had nothing of importance to offer at this
time.

Inspector Miller had been asked by conductors what thev should
d) ■! a man persisted in spitting on floor after he had been g'.ve
a ipit t.ctice. Had instructed them to get person's name .~n,'
address if possible, also to get good witnesses and turn in a report
to superintendent's office.

Starter .Abbott had noticed that a good many headlight glasses
were broken by jolting of cars in running over special work and
switches. Thought that a good preventive would be a felt rubber
washer to be placed between glass and iron frame, also that the
washer would aid in keeping out dust, thereby keeping glass and
lamp cleaner.

714

STREET RAILWAY REVIEW.

[Vol. X, No. i2.

Starter Day brought up the subject of cold cars, particularly
on 12 o'clock midnight trip. This to be remedied by substituting
car with six heaters for one with four now in use. Car with
four healers had been used on account of a certain car being
required on Adams Sq. trips.

Starter Wright wished to mention that of late conductors had
not been as particular as they should in making out accident re-
ports, and had neglected to state whether the time given was meant
to be a. m. or p. m. Also sometimes omitted car numbers. He
was instructed to make a report of all such cases that he noticed,
that suitable discipline might be given offenders.

Starter Walsh, transfcrman at Cooiidge's Corner, complained
that it was almost impossible to see to punch transfers after dark
at Cooiidge's Corner, owing to lack of light. Wished to have a
light or cluster put on a pole at this corner. (To be taken up later.)

Starter Buxton wanted conductor's attention again called to
necessity of keeping car doors closed.

No further remarks being forthcoming, a portion of the minutes
of the last superintendent's meeting was read for the men's infor-
mation. Particular emphasis laid on necessity of cars being prop-
erly spaced on street. No excuse for motorman of rear car to
say that he is on time and man ahead late. If motormen are no-
ticed chasing other cars too closely inspectors must board car and
warn motorman that he must discontinue such practice. No ne-
cessity for men to hurry and crowd other cars, so as to get back
exactly on the schedule time. What is known as allowed time, i. e.,
lay off at end of route between trips, if less than 30 minutes, is
paid for and men might just as well spend some of it on the
street as sitting down in the car at end of route.

Memoranda in regard to carrying articles on platform of cars,
also in regard to delays by "Funeral Procession," and what action
conductors should take in case of recurrence of this in this Divi-
sion, also concerning delay caused by Father Morris' funeral read
from minutes.

Inspectors were instructed to look out for flat wheels and report
all cases noted. The attention of inspectors also called to exces-
sive-crowding of passengers. Heavy riding trips should be reported,
that steps may be taken to relieve such crowding by adding or
inserting trips where needed.

Meeting of about one and one-half hours.
» « » •

MASSACHUSETTS ELECTRICAL COMPANIES.

Under date of Nov. 7, 1900, President Gordon Abbott, of the
Massachusetts Electrical Companies presented his report for the
first fiscal year ending Sept. 30, 1900. The properties controlled by
this company are managed by trustees who on June 30, 1899, held
a majority of the whole of the stock of 30 street railways, 2 light-
ing companies and a park company, operating in Massachusetts,
Rhode Island and New Hampshire. Since that time the trustees
have purchased the stock of the New Bedford, Middlcboro &
Brockton company, 12,000 shares of the Lowell & Suburban Street
Ry. and 6,574 shares of the South Shore & Boston Street Ry.

In order to facilitate operation and improve the service which
was greatly hampered by various contracts and agreements be-
tween the companies a number of consolidations and mergers were
eflected,thereby reducing the total number of companies from 36 to
14. These companies own 776 miles of street railway track in 23
cities and 62 towns and are: Beverly & Danvers; Brockton; Globe;
Gloucester & Rockport; Hyde Park Electric Light Co.; Lowell,
Lawrence & Haverhill; Lowell & Suburban; Lynn & Boston;
Nashua; Newport Illuminating Co.; Newport & Fall River; North
Woburn; South Shore & Boston; West Roxbury & Roslindale.

The gain in economy of operation and the betterment of the serv-
ice are reported to be most gratifying. During the year $1,055,245
was spent in improvements and extensions which included 19.3
miles of new track mostly go-lb. girder and 70-lb. T rails, 15 miles
of track reconstruction, 61 miles of additional feeder lines, 16 box
cars, 31 open cars, 34 snow plows, 156 new motors with controllers.
a new brick car house at Brockton, and addition of machinery at
the power stations. The company has 19 power stations and 2 elec-
tric light stations; it is the policy to combine stations where con-
ducive to economy and it is expected the present number will be
further reduced.

The balance sheet for the 14 consolidated companies shows as-
sets of $30,427,189, of which $28,631,989 is in the property account.

For the year ending Sept. 30, 1900, earnings were $5,518,838; ex-
penses, $3,659,337; charges, $994,294; net divisible income, $865,206;
dividends paid $645,545; charges to renewal funds, $89,000; charges
to depreciation and sundry accounts, $93,229; surplus for the year,
$37,432.

The only income of the Massachusetts Electrical Companies is
from the dividends on the stocks owned and interest on loans
made. Its income was $904,758, of which $807,311 was from divi-
dends. Its disbursements were: Salaries, legal and miscellaneous,
$18,900; interest and other charges, $44,024; dividends, $480,000;
leaving a balance of $361,834. This balance, some 26 per cent of
the income available for dividends is held to provide reconstruction
reserves.

The report says: "An important fact concerning the net divisible
income for the present year should be noted. Almost all of the
companies were not insured against accident at the time when you
became interested in them, and it was felt that conservative manage-
ment demanded that insurance should be provided. A mutual in-
surance company charter granted in 1895 was therefore acquired,
a company formed called the "Massachusetts Street Railway Acci-
dent Association," and in that company each one of the street rail-
way companies in which you are interested is now insured.

"The institution of this system of insurance, while advantageous
from every point of view, has caused practically a double expense
for accidents during the past year, as the companies have paid out
considerable amounts in settlements of claims due to accidents
which happened before the beginning of their insurance, and have
also paid the premiums for the present year, all of which has been
charged to operating expense. Had the companies continued with-
out insurance, paying claims as they were settled, in accordance
with the custom which obtained down to your acquisition of their
shares, the amount of net divisible income for the past fiscal year
would obviously have been increased by the amount remaining in
the treasury of the Insurance company on September 30th, last;
this balance amounted to $103,000. It is probable that the last of
the claims which antedate the beginning of insurance will not be
settled until the latter part of the present year, but when that lime
comes the income of the companies will quickly feel the full benefit
of the new system." __

During the year Mr. Amos F. Breed, the first president of the
companies, died.

The present officers are: President, Gordon Abbott; vice-presi-
dent, Charles E. Catting; general manager, P. F. Sullivan; secre-
tary, Everett W. Burdett; treasurer, Joseph H. Goodspeed; general
auditor, D. Dana Bartlett.

STREET CAR AS A HOUSEBOAT.

The retirement of the time-honored horse cars all over the
country has diverted many of them from the tracks into all sorts
of odd uses and purposes. In one case three of them end to end

are being used as a little chapel; in Providence several serve as
lunch rooms, and in St. Louis as a photograph gallery. In each
instance the wheels have been removed and the box set up on
short posts.

In Chicago one of the old City Railway cars has been mounted
on a scow and transformed into a very respectable houseboat.

The Massachusetts Railroad Commissioners are now investigatr
ing the desirability of placing vestibules on Boston electric cars.
A number of witnesses, among them several motormen, testified
that the vestibuled cars were equally as safe as the others to operate.

Dec. 15, n/K). '

STREET RAILWAY REVIEW.

715

WHAT WOULD THE IDEAL FRANCHISE
CONTAIN.

Till; followiiiR letters were received in reply to an inquiry sent
out by the "Review" asking what an ideal franchise — one that
would be desirable from the standpoint of the company and at the
same time, just and fair to the city — should, and should not con-
tain, as regards paving, sprinkling and repairing streets, taxes and
percentage payments to the city, rates of fare, etc.

Mr. Samuel M. Jones, mayor of Toledo, writes: "In my opinion
no private franchise or privilege for operating a public utility for
the purpose of making private profit out of the necessities of the
people can be, in the best sense of the word, 'ideal.' Ideality is,
in my mind, so closely allied with the idea of unity, of oneness, of
equality, of brotherhood in short, that I cannot associate the word
ideal with any relation in life that admits of one man using his fel-
low man as a mere instrument out of which to make profit. The
streets of the city arc the common property of the common (all)
people. Clearly the people are entitled to the free and untram-
melled use of the streets, or ought to be, without paying tribute of
any sort to any private profit getter. Under the specialized con-
ditions of today, a street car is as necessary a part of the street as
the paving, and there would be as much justification in scientific
fact for granting a franchise to private contractors to pave and
repair the streets and collect toll from the people who use them
as there is for granting private franchises to street railway com-
panies. But we have not yet reached this state of idealism, and it
is probable that we shall not for many years to come, although it
is as surely ahead of us in the future as was the electric car ahead
of us 25 years ago. More marvelous developments are to be wit-
nessed in social and political relations during the next quarter of
a century than the wonderful things we have seen in the material
world during the past half century. The world is rapidly learning
that things should be made for use rather than for profit, and once
the people fairly grasp this truth the day of the private profit-
getter, and the idle shareholder, and those who exist on dividends
which are the result of the toil of other people will be at an end.

"Meanwhile private franchises will probably be the rule of the
day. As to their terms while this immature state exists, I would
be inclined to be exceedingly liberal with the franchise owner, de-
pending for 'protection' to the city's interest upon the growth of
the morality and public sentiment of the people themselves. I
think I would favor stipulating the portion of the street that the
car company should care for, which will in every case be a subject
of dicker, bargain and sale, or trade between professional traders —
the lawyers who represent the railway company and the representa-
tives of the people. Then I would endeavor to fix the rate ot tares
as low as could possibly be secured, leaving entirely out of consid-
eration the question of paying any percentage of gross earnings
into the city treasury. The percentage should go directly to the
people who pay the fares; they and not the tax payers and heavy
property owners who ride in automobiles and fine carriages are the
ones who should receive the benefit. Next I would limit the fran-
chise to the shortest time practicable so as to prepare the way for
making the transition from private to public ownership as easy as
possible. I am an advocate ot public ownership of everything in
sight. I believe in all of the people and in the morality and integ-
rity at the heart ot the nation.

"Because even the conditions of our developing commercialism
are better today than in the past, because the sum total ot human
happiness is greater today than at any other period of the world's
history, because in short the present is better than the past, I be-
lieve that the future is to be better than the present: and I think
the people are learning this lesson, that they cannot lift themselves
by their boot-straps, that is, they cannot, without violating a fund-
amental principle of justice, make something out of nothing. By
and by the ethical point v/i\\ be revealed that no government, mu-
nicipal, state or national, has a right to deliver its people over to
be used for purposes of profit: that it is not only the privilege but
it is the duty and business of government to operate every public
utility for the benefit of the people at actual cost without profit to
any.

"In the developmental stage that we are now in I would espe-
cially avoid complexity in franchises. I would make simplicity the
main point, and. as I have already said, secure as good a bargain
as can possibly be had by dealing with the fundamental points that

I have mentioned. I think the representatives of the cities should
stand (or these points above all others: low tares, short term fran-
chises, dcfinitencss with respect to the corporation's share ot the
paving, repairs ot bridges, tic. While the franchise system con-
tinues the city is, ot necessity, in copartnership with every owner ot
a franchise. Kthically I believe it to be an immoral relation for
the reasons that 1 have stated. The franchise owners— that is a
tew of the peoide — have no moral right to make |ir<>fil out of the
necessity of the rest ot the people. But taking things as they arc,
there is a certain mutuality of interest between the owners of a
private franchise and the city, and for this reason the city may be
better served in that class ot utilities known as natural monopolies,
such as street railways, by one corporation than by inviting a com-
peting corporation into the city and thus authorizing the invest-
ment ot double and triple the capital required to carry on the busi-
ness. In consequence ot this wasteful and strifetul competitive
method through which we have passed, the street railway lines ot
this city are today capitalized tor several times what it would cost
to replace the entire system, and the people must pay the penalty
ot the warfare that has gone on in years past between private cor-
porations striving for private advantages. There is probably no
room for reasonable doubt but that were it not tor this phase of our
civilization the people of Toledo could have 3-ccnt tares, and the
earnings would provide amply tor all the necessary expense of car-
rying on the work, and leave a handsome margin in the bargain.

"I have endeavored to present this question fairly, as it appears
to me. It is well known that I am unalterably committed to the
policy of public ownership. I believe in it as a fundamental princi-
ple of right relation between men in the alTairs of government.. I
know that it is the order of the future, and I believe that the early
years ot the 20th century are to witness marvelous and rapid
changes in social and political relation along these lines that shall
put the municipalities of the United States as far ahead of the cities
of the old world, ethically and politically, as they are today in ma-
terial and economic development."

Mr. Albion E. Lang, president of the Toledo Traction Co.,
writes: "Conditions of course vary in different cities. Generally
speaking, however, I believe a street railway franchise should be
perpetual in order to enable the company to borrow money at the
lowest rates ot interest as do steam railroads, and also in a sense
a monopoly which would secure to the company the right to ex-
tend lines from time to time as the city develops. On the other
hand the franchise should require the company to build extensions
under just regulations. In all cases it should carry with it a re-
quirement to transfer passengers from one line to the other, so that
one fare will carry persons to any part of the city.

"Such franchises should also require the company to assume ob-
ligations to either pave and repair portions ot the streets occupied
by it or pay a given percentage of its earnings to the city — cither
or both, as local conditions may be deemed just. I sometimes
think that the city should do all of the paving and repairs of streets,
making such charge against the company as may be lair, thus si-
lencing the citizen, who is constantly complaining that the com-
pany avoids its obligations in this respect.

"I believe that street railway companies at a proper time in their
existence can well aflFord to pay to the community all earnings in
excess of the true expenses of operation, plus taxes, interest on
fixed debt, an allowance for depreciation and a reasonable dividend
to its stockholders, or in lieu thereof, such percentage of its gross
earnings as may be deemed the equivalent.

"Under a franchise constructed along these lines the rate ot fare
should be 5 cents."

Mr. H. A. Everett, president of the Cleveland Electric Railway
Co. writes: "I think that franchises ought not to have any clauses
which may cause litigation. I suppose the theory of the company
paving its tracks in the old horse car days is so established that it
would be impossible to secure franchises without that clause. The
sprinkling of the tracks is certainly of mutual advantage to the city
and the company. I think that the railway ought to pay taxes on a
fair and equitable property basis, similar to other properties, and
if a percentage of the gross receipts is paid to the city, the same
should be nominal. As to the rate of fare. I think 5 cents cash, or
6 tickets for 25 cents, with unlimited transfer privileges for contin-
uous rides, is the correct rate, but think the company sKould have
some protection against trafiScking in transfers."

716

STREET RAILWAY REVIEW.

[Vol. X. No. li.

Mr. \V. F. Kelly, general manager of the Oakland (Cal.) Tran-
sit Co.. writes: "The tendency of the rapacious politician who
controls municipal aflairs is to burden the street railway interests
with numerous petty restrictions which increase the cost of opera-
lion and hinder the development of street railway systems. The
newspaper press is unceasing in its attacks upon corporate invest-
ments of this character and creates a hostile sentiment in the minds
of the unthinking public so that they are incapable of judging or
dealing fairly with street railways. My own idea is that the matter
of franchise should be as simple and clear as possible. From a
public standpoint a street railway system should be so constructed
and operated as to aftord ample, speedy and safe accommodations
to the traveling public. Construction should be first class, equip-
ment up to date and kept in good order and cars run with suffi-
cient frequency to meet the needs of the traveling public. Transfers
should be issued to and from all lines. Under such conditions the
public is well served and it would seem that nothing more could
be reasonably asked or required in the matter of service.

"Now what should the company pay for the privilege of doing
this? To my mind the simplest solution is a percentage of the
gross earnings paid into the city treasury. What is a reasonable
percentage depends much upon the local conditions and earning
capacity of the system. In the smaller towns and cities the munic-
ipality could well afford to pay a bonus for the construction and
operation of a street railway as no other enterprise would enhance
property values so much. It is scarcely possible that any of the
citizens of such a community would be far-sighted enough to do
this, but under the conditions named they could at least grant a
franchise without requiring any percentage of the gross earnings
or imposing burdensome conditions as to street paving, car license,
etc.

"Again in large cities where the profits arising from the business
are large it is but right and reasonable that a percentage of the
gross earnings should be paid into the city treasury for the public
benefit. The difficulty in determining what is a reasonable per-
centage grows out of the fact that the average city official has an
e,\aggerated idea of the profits of the company, and the manage-
ment of the company from a selfish standpoint is loath to surren-
der any portion of its earnings for the city's use. A graduated
percentage ranging from i to 5 per cent would under existing con-
ditions be a fair compensation for the franchise. So far as the
whole public is concerned a better arrangement to my mind would
be no charge for franchise, street paving, car license, etc., but a
condition that every 10 years the council should have the right to
fix the rate of fare, but in no case should the rate of fare be fixed
lower than the operating cost plus 6 per cent of the capital actually
invested in the enterprise. A lower rate of fare is always to the
advantage of the millions who use the street railways while a large
franchise tax, and other burdens such as paving, sprinkling, car
license, etc., render the lower rate of fare impossible and only con-
tribute to reduction of ta.xes for city uses which in turn benefits the
large property owners and tax payers and not the large number
who pay but a limited amount of taxes.

"Another difficulty in the way of percentage on gross earnings is
in the matter of extensions to existing lines. With the growth of
the city, the lines are reaching farther and farther into the outer
limits. They arc not new and distinct lines in many instances and
are not operated as separate lines, and the earnings arising from
such extensions cannot be kept separate from the older portion of
the system. To include in the franchise for such an extension a
requirement that a certain percentage of the gross earnings of such
extension should be paid to the city is an absurdity as there can be
no means of ascertaining what the gross earnings are.

Under existing conditions as many street railways have fran-
chises in perpetuity and others for long terms of years none of
the street railway companies nor the city government would be
willing that the present conditions should be changed and new
franchises granted on a radically different basis, no matter how
great a benefit such new franchise might be to the general public.
It seems therefore impossible that there will be any decided change
in this matter until public sentiment is educated to the point of
believing that a first class railway system is a great benefit to the
community and that the tendency of all legislation regarding street
railways should be towards betty service and lower fares."

Electric Co., writes: "I would briefly state that in my opinion the
function of a street railway is to convey the population to and from
their homes to places of business and for business purposes, as
well as for recreation. In other words, it is recognized as a neces-
sity, and my idea is that franchises should be granted without any
restrictions as to paving or keeping up of the streets in any way,
except where the street railway disturbs a street in relaying or re-
pairing its track. I believe that the paving of streets would never
have been required of street railways, had it not been for the fact
that the original service lines were mule and horse lines and that
the animals tore up the streets to such an extent that the citizens
concluded that the company should keep the portion of the street
between its rails in repair. This was an equitable assessment but
since the roads are propelled by electricity or steam the same obli-
gation is not due from the railroad companies. I think that in ex-
change for franchise privileges the cities should assess the railway
companies a certain percentage of their gross receipts."

Mr. A. C. Frost, vice-president of the Chicago & Milwaukee
Electric Railway Co., writes: "Personally, I have always held that
the best compensation a transportation company can give to a
municipality is good, efficient and frequent service at a low or at
least a reasonable rate, and that municipalities in their greed to get
large compensation overlook the most important points, namely,
service and rates. Where a street railway company operates in a
city of several hundred thousand people, it may be reasonable to
ask for compensation but where it operates in a community having
a population of fifty thousand or less, or in new territory, I con-
sider that it is unreasonable to ask compensation or any other
concessions except, perhaps, to pave between the tracks in im-
proved streets."

Mr. Charles T. Yerkes. of Chicago, sneaking before the Ameri-
can Street Railway Association last year, upon the subject of street
railway franchises made the following remarks:

"The most important matter in regard to the security of street
railway securities is the length of charter under which they are
operating. This question is of as much importance to the people
as it is to the street railways themselves. The longer time that is
given to a charter to run, the greater improvements and the more
expensive plant can be operated by the companies. That is to
say, it can be made more permanent than if the charter was of
short duration, and naturally it would be. If a company had a
charter with but a few years to run, the improvements will be of a
cheap character, commensurate with the length of that charter,
and the better the improvements, the better it is for the people.
Not only for those who own property, but for those who ride and
have no property. We see this exemplified daily. Let us ask the
question, how many bridges of iron or stone would the steam
roads have if their charters ran for only a few years? There would
certainly be none, and the speed of trains would be greatly reduced.
Years ago 30 miles an hour was considered rapid traveling, with
20 as an average. Now the rate has been run up to more than 80,
with 45 as an average on fast trains. This 'alter condition would
never have existed if the steam roads had not had charters long
to run. Why should not the charters of street railways be equal to
those of steam railways? In fact, considering them all in all, they
should be longer. The cost of a steam railroad today is not nearly
equal to the cost per mile of a street lailwa^, even counting all the
appurtenances that go with each."

RENO INCLINED ELEVATOR AT MANHAT-
TAN STATION.

Mr. D. B. Dyer, president of the Augusta (Ga.) Railway &

The Manhattan Elevated Ry.. of New York, has recently in-
stalled a Reno inclined elevator at its sgth St. and 3d Ave. station.
The moving platform is 17 in. wide and beside it is a flight of steps
2 ft. 6 in. wide for use in descending; the angle is 42^°. The sur-
face speed of the platform is 90 ft. per minute and at this station the
time required to carry a passenger from the street to the platform
is 30 seconds. To walk would require about 22 seconds. By walk-
ing on the moving platform the time can be easily reduced to 14
seconds. The capacity of this elevator is stated to be 3.000 persons
per hour.

Dkc. 15, KJOO.

STREET RAILWAY REVIEW.

717

MANCHESTER 1 ENG. ) CAR SHED.

liy ccnnlcsy <jf Cmiiicillor Boyle. cli;iirni:iri oi ilii; lraiiiw;iys
coMiniiltfC of M.iiiclR-slcr, ICiiglaml, we are eiial)le<l to show the ac-
companying plan anil exieiior view oi the tramway car siteil re-
ceiilly conipUled liy the immicip.ilil y. IIik Imildinn is known as

alion to V'orkville, the southern lerminiis, hy early in iJeceniher.
'I'he constriiclion is of the most modern an<l snhslanlial char-
acter. 60-lb. T-rails.-oak lies. Kravel ballast and standard appliances
beiiiK used. The overhead line is No. 00 trolley, supported on
brackets where the road is built at the side of the luKhway, and by
span construction elsewhere. Three miles of yrivatc ri^ht of way

EXTERIOR OF yUEEN'S KOAD CAR SHEIi, MANCHESTER ( E.VC.) TK AM WA\ S.

the Queen's Road car slicd. the main front being on that street.
It will be at once remarked that this building is of more imposing
appearance than most American car houses: another peculiarity is
that of putting the special work all within the building. The long-
est side of the building is about 670 ft. and llie width at the nar-

rowest part. 240 ft. There are 42 storage tracks 16 ft. long, a of
which have pits 147 ft. long. The total capacity is 250 cars. In the
rear of the car shed is a yard with sheds for storing track supplies.

A NEW ILLINOIS INTERURBAN.

One of the recently completed electric intcrurban lines in north-
ern Illinois is that of the .Aurora, Yorkville & Morris Railway
Co.. operation over the whole line having commenced early in
the present month. This company was incorporated in 1897 with
the object of building a railway from .\urora to Morris, via Mont-
gomery. Oswego and Yorkville, a total distance of nearly 30 miles.

Nothing was done beyond securing a right of way. until .August,
1899. when the project was taken up by Col. H. H. Evans, of
.Vurora. \'. .\. Watkins and S. H. Case, of Chicago. The com-
pany was organized with Mr. Watkins as president. Mr. Case, sec-
retary, and Mr. Evans, treasurer and general manager. Three
miles of line were then built, connecting .-\urora with Montgom-
ery, a village of 500 inhabitants, and this line was operated during
tile winter of 1899 and i<)00 with cars belonging to the .Aurora
Street Railway Co.

In the spring, it was decided to extend the line to Oswego and
Yorkville, making a total of 12 miles, and to abandon the plan
of building to Morris. The line was completed as far as Oswego
on July 1st. and has been in operation since that time. The rest
of the line was built during the summer and fall and was in oper-

was acquired to shorten distance and avoid grades. The company
has no power station or car house, but the line is operated liy
the .Aurora Street Railway Co.. which, under contract, supplies
power, maintains the equipment and line, and furnishes car men
and other help required. The company owns lour double-truck
Brill cars of the interurban type and proposes to furnish an hourly
service with a maximum fare of 20 cents.

The district served lies south of .Aurora along the beautiful Fox
river, the country is rich and thickly settled and has formerly
depended upon the meager accommodations furnished by the Fox
River branch of the Chicago. Burlington & Quincy R. R. York-
ville is the county seat of Kendall County, and has a population of
2,500, while Oswego, lying midway between .Aurora and Yorkville.
has a population of i.coo. .\t Oswego the line crosses Fox River
on a new bridge built jointly by the railway and the township
authorities, and enters the town over a trestle goo ft. long and 30
ft. h gh, which permits it to avoid a dangerous grade crossing and
a steep hill. The country for 2'i miles north of Yorkville, where
the line runs through private right of way, is picturesque and
beautiful. Heavy woods, deep ravines, and the river always in
sight, makes the ride a particularly delightful one and insures the
popularity of the line for summer business.

The company purchased 50 acres of land lying along the bank ol
the river three miles south of .Aurora, and converted it into a
park, the railway passing directly through the center. This parft
has been equipped with pavilions and all the buildings usually
found at resorts of this kind, and it proved to be very popular
during the past summer. The entire line was constructed by Mr.
D. .A. Belden. general manager of the .Aurora Street Railway Co.,
and of the .Aurora & Geneva Railwav Co.

During the recent Fall Festival in Cincinnati the Cincinnati
Street Ry. carried more passengers than during the great G. A. R.
encampment of 1898.

The Washington (D. C.) Traction & Electric Co. has been re-
quested by the commissioners either to use or to remove the street
car tracks in various parts of the city that are not in regular use.

The Omaha (Xeb.) Street Railway Co. will improve its ser\-ice.
establishing a tive-niinuie schedule on local lines. The capacity of
the power plant is to be nearly doubled.

The Michigan Traction Co.. operating the new interurban line
between Kalamazoo and Battle Creek. Mich., will carry the mails
between the two cities and the villages of Augusta, Galesburg and

Comstock.

718

STREET RAILWAY REVIEW. [Vol. X, No. u

INTERNATIONAL TRAMWAY CONGRESS.

The International Tramway Congress was held at Paris, Septem-
ber 10-13. 1900. under the auspices ot the Union Internationale Per-
menante de Tramjj'ays. Wc give below short abstracts of the 1 1
reports presented to the congress. M. Nonncnberg, secretary of
the Union, has already issued a printed summary of the procced-
ini;*. and the verbatim report is promised within a few weeks.

TR.\M\V.\Y F.JiRES.

Mr. Geron, ot the Cologne Tramways, presented a report upon
rates of fare and the eflfect of modifications made within five years.
The replies received indicated that wherever fares had been reduced
there had been an increase in tratfic and in most instances an
increase in net profits. Mr. Geron's deduction was that the bases
for the formation of a tariff are essentially diflfercnt according to
circumstances, and that only general conclusions can be arrived ;U.
These are (i) that the tariff of urban tramways should be simple
and cheap, and established to meet the requirements of the par-
ticular localities; (2) for large cities it is advisable in general to
provide an interior zone with a tariff at a single price, and in whicFi
should not be comprised any suburban lines; (3) that the system
of transfers is to be recommended, but it will be advisable to
examine in each particular case if there should be a charge for the
transfer, and what should be its amount.

The discussion was principally on the third conclusion. Mr.
Dubs. Marseilles.preferred to lower the fare rather than give trans-
fers. Mr. Pieck, Berlin, was opposed to free transfers, and thought
th6y should be graded as to cost. The congress concurred in the
first two conclusions of Mr. Geron and a committee was appointed
to further consider the third conclusion and report on it at the ne.xt
congress.

EFFECT OF ELECTRIC TR.\CTIOX.

Mr. Pirch. of the Barmen-Elberfeld Tramways, discussed the
results of electric traction from the points of view of traffic ex-
penses and profits, but all the data he had been able to secure
related solely to the overhead trolley system. His conclusion,
adopted by the congress, was:

Overhead electric traction recommends itself in place of animal
traction and also in place of traction by locomotives, when the
system demands small trains succeeding each other at short inter-
vals, on long lines, and with heavy trafific, on the conditions that
the duration of the concession is sufficiently long and that the other
conditions are favorable to the equilibrium of the undertaking.

X.ARROW G.\GE RO.\DS.

Mr. Gunderloch reported on the relative advantages and disad-
vantages of a narrow gage (i m. or 39^8 in.) as compared with
standard gage. From the replies of 11 companies he drew the
following conclusions:

1. The narrow gage permits an easy rounding of sharp curves.
With the present types of motor cars, with a wheel base of from 1.6
m. to 2 m., this advantage is not a very important one. tt has
been found that of 61 electric roads having curves of 20 m. radius
or less, 33 employ the standard gage, and only 28 the meter ga.gc.
This shows that the occurrence of a few sharp curves should not
be sufficient cause to induce railway companies to adopt the narrow
gage.

2. There is less expense connected with the construction an'
maintenance of a narrow gage than standard gage. This, of
course, only becomes of importance where the coinpany builds its
own roadbed, and where the .same is of considerable length. The
narrow gage requires a smaller expenditure for roadways, the
transportation of earth and general construction.

3. As the electric roads are feeling more and more the compe-
tition with steam roads, especially in the transportation of freight,
it is to their advantage to use the standard gage, as it enables the
electric freight cars to traverse the tracks of the steam road, thus
saving the cost of unloading, and vice versa. To permit this the
following conditions, however, must be observed in the buildin.g
of the street car line:

(a) There must be no curves of a radius less than 150 m.

(b) The rails must be so supported that they can resist at any
point a moving load of 6,000 kg. at a speed of 30 km. per hour.

(d) The track centers must be 4 m. apart.

(e) There must be no grades which would overload the niolors
for too long a time.

(f) Such brakes must be installed and such a speed mnA be
chosen on public highways that the train can be brought to a stop
within the distance required by law.

It is worthy of note that a number of original narrow-gage roads,
in order to become more serviceable, have changed over entirely
to the standard gage, or have laid a third rail.

4. As the motors are mounted between the wheels of the motor
car, it is evident that larger motors can be installed on standanl-
gage cars than on those built for narrow gage.

5. The use of large motors on narrow-gage cars takes up all iho
room between the wheels. Thus the accessibility to the various
parts is made more difficult, which is a great disadvantage. The
motors are further exposed to a greater extent to the water thrown
up from the track during travel, as the space beneath the motors
is too small to allow for the provision of proper guards.

6. The small space also forbids the mounting of air pumps for
the use of air brakes alongside of the motors, and in any case the
arrangement ot the brake mechanism is less convenient on narrow
gage than on standard gage cars, on account of the crowded condi-
tion between the wheels.

7. The standard gage cars are also more stable than narrow
gage cars. In the latter cars with longitudinal seats the wheel
boxes become very objectionable.

8. In conclusion, a few remarks should be addressed on this
subject to the owners and maintsiners of highways who are in the
habit of advising the railw^ay companies to build narrow-gage roads
because they take up less room than those of standard gage. This
is an erroneous idea, however, as experience has shown that other
vehicles will not use the narrow gage tracks, but travel alongside,
and thus take up a great deal of valuable space on the roadway.
As the narrow gage cars have the same width as the standard gage
ones, the space taken up by them is the same. There will, further-
more, be fewer collisions between vehicles and cars on broad-gage
roads, as the former are kept further away from the gage line.

From the above it will be seen that for electric street railway
service the standard gage possesses many advantages, and is more
commonly employed. A change to the narrow gage, which would
exclude the possibility of running street cars over steam railroad
tracks, should not be recommended. ,

Mr. de Burlet. director-general of the National Local Railway Oi.
of Belgium, objected to the conclusions as applied to country roads
for freight traffic. He said there were 100 local lines in Belgium,
aggregating over 1,500 miles, and that 1.200 miles more were under
construction. Of these 100 lines only three had normal gage. The
cost of narrow gage lines, including rolling stock, was 48,000 francs,
while for the normal gage it was 100,000 francs. In 1890 the Tram-
way Congress had approved of the narrow gage.

Other members believed that conditions had changed since 1890.
and that the conclusion of the report was correct. Decision on
the conclusions was postponed till a later con.gress.

POWER ST.\TIONS.

Mr. Thonet. of Liege, and d'Hoop. of Brussels, presented elabo-
rate reports giving detailed information concerning the equipment
of street railway power stations, and concluded that: In large
installations it is necessary to adopt compound steam engines,
direct connected and condensing. In installations of medium si.^e
there is generally room in or near the works for a battery of
accumulators. In small installations, if fuel is dear, the employ-
ment of gas engines, even with poor gas, gives very advantageous
results.

An amendment was made to the first conclusion as follows: In
large installations it is necessary to adopt steam engines, either
compound or triple expansion, connected direct and condensing,
seeing that triple expansion engines secure a notable economy, and

Df.c. 15, i(j<x). ]

STREET RAILWAY REVIEW.

719

]n'riiiil very ni\:ii f.ui lilies in cinipliiiK' .iltirii.ilnr^ in |i.ir:il
coiK'hisions were llieii adopted.

rl. -Ill-

{URRIvNT DISTKIIUrnoN.

Mr. VaTi Vliileii, linisscls, reported ii])iiii llie (|iiesliiiii oi llie
best method of dislrilnitinR current to a lar^e system of tramway.-.
with suburban bnes capable of Iouk extensions.

The deductions were:

(l) When the line is not longer lli.ni K lo 10 km. from tlic
works, and with a not too heavy service, the preference should be
accorded in general to ordinary distribution by continuous cur-
rents with or willioiu secondary batteries; (2) when the line ex-
tends under llie same conditions to 15 or 16 km. from the works
the distribution of continuous current from the central station willi
transformers and secondary batteries presents advantages; (.3) in
certain altogether special cases the preference should be given to
traction by means of accumulators when the line is not more than
IS to 20 km. in length; (4) the distribution of continuous current,
in scries, can be applied to stil! longer lines, above all when it i-!
possible to utilize the power of a distant waterfall, but that distri-
bution from the traction point of view has the inherent defect of
systems in scries (risks of powerful perturbations afTccting the sur-
roundings of llie installation), so that it is not advised when the
intensity of the service is vcriablc; (5) for these reasons the dislri-
ution of polyphase currents with converting stations lo continuous
current feeding the working lines is a distribution which presents
the same advantages from the point of view of the utilization of
waterfalls, and is more convenient, principally when the service
is intense and variable, the trains heavy, and the line long — say
from 20 to 30 km.; (6) the direct distribution by polyphase currents
with revolving field motors on the vehicles docs not seem to adapt
itself to the same conditions of traflic, length of line, etc., so well
as to the ordinary railways, independent of the working of urban
tramways, and const ructcd on a special platform.

FALK JOINTS.

l\fr. Fisher-Dick, Berlin, submitted a report upon the Falk cast-
welded rail joint and its application to many railways in Europe
and America. Mr. Thonet stated that railbonds had at first been
used with Falk joints in France, but had been found unnecessary
and were not used in later installations.

ACCUMULATOR TRACTION.

Messrs. Broca and Joliannet, Paris, had the report on .Vccumu-
lator Traction, which included Icngthly communications froin the
Hanover Tramway Co., describing its system, and from Mr. E. E.
R. Tratman of the Engineering News, describing the Chicago Elec-
tric Traction Co's. road. Mr. Tratman's answers were doubtless
prepared some time ago, as no mention was made of the fact that
the Chicago Electric Traction Co. has abandoned the storage bat-
tery in favor of the overhead trolley.

After an .•miniated discussion the congress adopted the following
resolution:

Ignoring the greater cost of accumulator traction, and speaking
only from the point of view of the service the public deserves to
receive, traction by accumulators does not ensure in a sufficient
degree the necessary regularity, elasticity and capacity; that up to
the present no important advances have been made in accumulator
traction for tramways; that the accumulator system is much less
sure and much more onerous than the overhead trolley system, and
can be recognized as applicable only in certain very exceptional and
very special cases.

CAR HE.\TING.

]\Ir. de Burlet, Brussels, presented a repiirt on car heating. It
appears that the heating of cars on urban tramway lines is not the
common practice in Europe. In Aix-la-Chappelle briquettes arc
used; in Stettin, stoves; in Vienna and Hanover, electric heaters;
the Svi'iss General Tramway Co. uses hot water heaters.

The Hanover company has no room for heaters under the car
seats, the space being taken by the accumulators, and a form of

healer lo be attached to ihc vertical surface of the seal and exteU'l-
ing the whole length of the car was devised. This is shown in
section in the illustration. The length and diameter of the wire
arc 50 chosen that it may be heated lo redness by 3.5 ampere at
SCO voltii. These heaters will raise the temperature in a car 10
degrees (C. or R. not stated) in ten minutes. The cost of instal-

Pcrforatcd >hr«l
mciat.

Healing wire.

A\\jc^o% packing

*"""•—••--- — --■-••-"— — - Wooden Irougfi,
SECTION OF BEATER. HANOVER.

lation is $10 per car, and the current consumption is 1.75 kw. h. per
hour, costing 2V2 cents. This method of heating is sufficient for
suburban runs, but has been (liscontinued provisionally in the center
of the town because of the doors being opened so frequently.

The congress adopted the following resolution: It is desirable
that the question of heating urban cars and the cars of local lines
of railway should remain an order of the day of the Union of
Tramways, and that the inquiry which has been commenced should
be followed up for succeeding meetings. The affiliated societies are
therefore invited to collect information on the question, and to
make known their experiences.

OPER.ATION OF LIGHT RAILWAYS.

Mr. ZifTer. N'ienna. presented a brief report on the question of
operating local (or light) railways, whether they should be oper-
ated by the owners, or by the great railways to which they are
feeders. But two replies were received, one from Belgium and one
from the French General Tramway. In Belgium the system of
the National Local Railway Co. leases some of its lines to the main
railway companies, some to companies working several lines and
some to companies working one line only. Mr. ZifTer concludes
that it is difficult to make any general recommendations, and that
each case must be considered on its own merits.

R.^TING OF ELECTRICAL MACHINERY.

Mr. Macloskie. Paris, submitted a report ba-icd upon the ques-
tions: Is it desirable to adopt a standard rating for generators
and motors? On what should it be based? Can the same rating
be applied to other electrical apparatus used on street railways?

The replies received from member companies were mostly in
the afiirmativc. Mr. ilacloskie's conclusion was that it was pos-
sible to fix a single method lor rating all electrical apparatus used

720

STREET RAILWAY REVIEW.

[Vol.. X, No. 12.

on cars. While the ma.ximum current capacity is (he determining
factor for controllers, circuit breakers, etc., such apparatus is always
used with motors and could be given the same rating as the motor.

For a motor rating the combination of three things is sug-
gested, the data to be written in the form C-.'\-B. where

.'\ is the current in multi-amperes to produce a tractive cfTort oi
1 kilogram with a wheel 8oo millimeters in diameter (31 J'- in.); .\
varies somewhat with the speed, increasing as the speed increase.-;.

B is the current in amperes required to compensate for niechan
ical and electrical losses in the motor. For modern motors
B = A P H- 5,000, where P is the weight in kilograms; this is only
appro.ximate for large motors.

C is the kilowatt input under which the motor will work lor one
hour with a temperature rise not exceeding 75 degrees C.

The tiuestion was remitted to the next congress.

BR.^KES.

Mr, Monmcrque reported upon new developments in brakes for
street cars. Only four companies sent data, three were using air
brakes and one hand brakes and electric brakes. There were -w
innovations to report, and it w,is recommended that this topic be
kept open as one of the questions of the day, because of the great
importance of efficient braking with mechanical traction.

to 20 m. in the tliird case. (1) The short circuit brakes gavfi'trie
best results as emergency braKes, but they presented serious im-
perfections when constantly or partially used as regular service
brakes. (2) The electro-magnetic brakes gave good results, and
can be recommended, especially in systems where heavy cars are
used, or where the topographical conditions are very varied. (3)
Compressed air brakes generally gave good results, but they should
be further e-xperimcnlcd with, (4) Other brakes have given rr-
sults which are insulTicicnt to warrant a pronouncement respecting
them. Mr. Rochl, of the Hamburg Tramways, stated that the
Hamburg tests had not been conclusive and the authorities had not
been aide to base reiiuircments on them.

AN ODD JAPANESE CAR.

A tourist has discovered an interurban railway in Japan which is
operated by man power. The line is seven miles Icnig and con-
nects the two coast towns of Atami and Yoshihonia in the province
of Izie. The train crew comprises two men and a boy. The men,
muscular coolies, push the car on the up-grades and jump on the
n,ar platform for a ride when the car is coasting on a level or
down-grade. The boy rides on the front platform and it is his
duty to blow a horn as a warning at hills and curves, and to manip-

SUlil :1<U.\N CAR SERVICE LIETWEEN ATA.Ml AMi VuSUlUU.MA, JAl'A.X.

Mr. Monmcrque added some information concerning the brakes
required by the regulations in effect in Paris. The specification is
that each car shall be equipped with brakes sufficiently powerful
to make stop from 20 km. per hour in 20 m., the rail being dry.
The General Omnibus Co. placed five brakes on each of its electric
vehicles, of- which three could be worked by the driver and the
others by the conductor in the rear of the vehicle. The driver
worked, first, a compressed air brake; second, a reversing brake,
and third, a hand brake. The conductor at the back had an auto-
matic compressed air brake and a hand brake. .411 these brakes
were inspected for each vehicle, and the company invited the gov-
ernment engineers to assist them in its efforts. The brakes were
tested every morning by the drivers who had to use them.

In the discussion reference was made to brake tests made al
Hamburg for the German Tramway Union. These had been con-
ducted under three different conditions — with sanded rails, with dry
rails, and with wet rails — on automatic vehicles with two axles,
with one motor and with two motors, as well as on vehicles with
four axles and two motors. The vehicles running at 22 km. per
hour stopped themselves at a distance of 9.5 ni. to 10.80 m. in the
first case, and 9.90 m. to lo.go 111. in the second case, and at 14 m.

iilate the brakes. The fare, including tii-s lor the crew, on tliis
road is the equivalent of 21 cents per roi iid trip.

A FRANCHISE BRINGS $1,00.

On November gth the conmiission of public works sold at pub-
lic auctiou a franchise asked for by the Syracuse & Oneida Electric
Railroad Co. The cost for advertising alone was $504 and there
were other expenses connected with the sale. A certified check
. for $5,000 to guarantee that the purchaser would comply with the
condition of the sale was required, and the terms were one-half
cash down and one-half within 30 days. The attorney for the street
railway company was the only bidder and the franchise was
knocked down to him for $1. He did not ask for the .30 days' time,
but paid the purchase price all at once.

The Dcs Moines (la.) Street Railway Co. desires a francliise to
enable it to haul freight between the brick yards and the railroad
stations. A popular vote on the proposition is necessary but it
was not submitted at the election.

Dice. 15, I9<«J. 1

STREET RAILWAY REVIEW.

721

THE WORK OF THE LIGHT RAILWAY COM-
MISSION.

A |)ii|)r|- vi':n\ at lln- Li^-lit Kailwax and Traniwav t'imfrrriici;, I.imuIoii, liy K. H.
SiMitlcr, C. !•;., M. I. M.-ch. K.

(I'lic iiKMiiiiiK iif tln' Icrin.s used in tliis paprr will be ljL-lk-r 1111-
diTsldod l)y American readers afler a reference to tlie article on
"Hiilisli Metlinds of Tramway Promotion" ])nl)lislie(l in the "Ke-
\ ii'w" for l'"el)riiary, n;oo, page ys. — Ed.)

When the history of the li^ht railw.'iy niovenieiu in this cumitry
comes to be wrillcii, two points will come out very prominently,
hotli ilkistratinK the ileejily seated need which existed and which
called forth IcKislation on the matter. 1. I'lie non-political, or.
rather, dii.d ptditical character ot the agitation, both in and out of
I'arlianieiU. j. The rapidity with which the facilities ofTcrcd by the
.■\ct were seized and taken advantage of all over the country.

Both these are very encouraging factors in the work we. both in-
dividually and as an association, have undertaken to ])erfurm. The
progress of the movement has been especially encouraging to those
who ha\c Iriccl for so many years to convince the people ot this
country that clieap and ready transit from producer to consumer
is an absolute necessity if we are to maintain our position in the
world's commerce. The fact that both political parties are con-
vinced of this assures us a steady run in the future, unhampered by
general elections, or a chance vote snatched at a moment of polit-
ical or municipal excitement. It is with these fads before me that
I venture to call the attention of the members of the Tramways and
l-ight Railways .Association to the work which the I-ight Railway
Commission has accomplished, and to attempt to call attention to
some of the good points and some of the weak points of the Light
Railways Act, i8g6. I consider this a most opportune moment to
bring the matter forward, because the act itself expires next year,
and I feel that this Association can hardly render a better service
to the public and the tramways and light railway industry generally
than by discussing freely the working of the act, and before Parlia-
ment undertakes its revision, by submitting to the proper quarters
some practical suggestions for its improvement. With the forma-
tion of the Light Railway Commission, the distinct advance in
procedure introduced by the Commissioners, and the popularity
which has attended its work and results, we are aii more or less fa-
miliar. The bold attem|>t at decentralization introduced by the act.
by which duties hitherto performed by the House of Commons were
delegated to the Board of Trade and Light Railway Commission,
caused many old parliamentary heads to shake with ominous dis-
trust. But after watching the movement very carefully, I. for one,
must unhesitatingly state my opinion that the step wdiich has been
made in this direction is an unqualified success. .\t the local en-
ipiiry, much more real information is forthcoming than in the
House of Commons committee room; and this, together with the
unvarying kindly patience and courtesy extended to all by the Com-
missioners, has done much to interest public bodies and the public
generally in light railways and tramw-ays. This in its turn has influ-
enced the large development in the movement, as it is useless for
engineers to spend time and thought and money in framing schemes
to meet local needs if the public are not also interested. The suc-
cess of the movement is evidenced by the large number of applica-
tions made, and the length of mileage asked for by promoters under
the .\ct of 1896. When it is stated that between December, 1896,
and May 31, 1900, 3!/ years, proposals, plans, and estimates, have
been received by the Commission for a mileage of 2,800 miles, a
length greater than the total mileage of Irish raihvays equal to the
London & Northwestern and the London & Southwestern com-
bined, and greater than our longest railway, the Great Western,
and more than double the total mileage constructed in 30 years un-
der the Tramways .\ct. the magnitude of the need becomes appar-
ent. Nor is the need confined to one part of the country or to one
class of district. Places as far distant and as dissimilar as Pen-
zance. Wick, and Inverness, Colwyn Bay, Bedgelert, and Southend-
on-Sea. have benefited by the .A.ct. as well as the most thickly popu-
lated manufacturing centres in the North and Midlands of England,
and in the metropolitan area.

During the years 1897-98-99. 1900. the commissioners have held
208 local enquiries into the merits of 247 schemes, the general re-
sult being that 55 per cent were granted: 24 per cent rejected: 14
per cent withdrawn; 7 per cent to be dealt with. .At the present

time the account stands thus: 258 applications rccicvcd for per-
mission to construct 2/)S7'A miles, and capital estimated at £17,-
W'^.ooo. Add to this 24 applications lodged .May 31st for about
J40 miles, and the total capital may be placed between 18 and 19
millions sterling. Mow have these orders been dealt with? 0(
the 258 recieved to end 1899 — i.j8 have been granted; 65 rejected;
,l6 withdrawn; 19 not dealt with or deterred. .So that the com-
missioners start next nionlh with an arrcar ot only about 7 per cent
10 pull up, and then they have 34 schemes presented last nionlh
to take in hand. So tar tor the local enquiry. When the Light
Railway Commissioners have satisfied themselves that a scheme
is a good one, we should think the Board ot Trade, the commis-
sioners, promoters, solicitors, and all concerned, would hurry
matters forward, so that the line might come into existence as
soon as possible. But such is not recent experience. Ot the 138
fortunate schemes approved to date by th^ Light Railway Com-
missioners. 108, representing 112 schemes, have been sent to the
Board of Trade for confirmation. Of this number, 77 have been
confirmed, leaving 61 approved schemes at the present lime await-
ing confirmalicm. It will therefore be seen that very often con-
siderable time elapses between the verdict given by the com-
missioners in favor ot the scheme and the actual issue ot the order.
The average time between the deposit ot the plans and the issue
of the order is 16 months, or nearly double the time required for
. the obtaining of similar power per act ot Parliament or provisional
order. Of this period not more than six months elapses between
deposit and local enquiry; hence on an average, ten months are
occupied in the process of "settling the order." Here. then, appears
to be one weak spot in the constitution ot the Light Railway Com-
mission. More help is re<|uired. in order that the order, when once
.approved, may be rapidly settled. This point has been brought
out very forcibly by the commissioners in their reports. They
say that "the time lost in traveling from place to place is very
considerable, and the ever increasing number of applications will
make it impossible to deal with them in the proper time unless
some fresh arrangements are made." I would suggest that the
attention of Parliament might be directed by this association to
this point. That an increase ot the number of commissioners might
be suggested with a view ot curtailing the time allowed between
approval and confirmation, and also to granting some additional
powers by which the commissioners might "spur on" both pro-
moters, objectors and their solicitors to prompt action within a
given time. .'\t present valuable concessions are often hung about
by frivolous objectors, who take advantage of this flaw in the act,
and impose upon the courtesy ot the commissioners, in or<ler to
obtain some real or fancied advantage. While they arc thus hang-
ing matters over public interest flags, the scheme is somewhat dis-
credited, and the chances of local financial support minimized by
the dog-in-the-manger policy adopted by objectors. If a "time
limit" were imposed, no injustice would be done to either side, and
many frivolous objectors would be brought to their senses. .At
present. Parliamentary procedure is "limited" by the length of the
session; a bill must be passed or thrown out during that period.
Under light railway procedure, much of the money saved by simpli-
fication is lost, either directly or in<lirectly. by the scheme "hang-
ing fire" after it has been approved by the commissioners.

Two other facts have been noticed with the development of the
light railway movement in this country, and I venture to think we
who are so closely connected with the industry cannot afford to
overlook them. In the early days of the movement, the existing
railway companies gave no encouragement to the light railway
movement. Wherever they could they opposed, taking refuge in
that bogie "competition." We contend that a light railway, prop-
erly designed, cannot compete with an existing line, because the
true function of a light railway is to continue into hitherto unre-
munerative districts the facilities offered by the railway. The light
line can live where the "heavy" one would starve, because it has
a smaller carcase to keep up. Railway companies, however, held
aloof from the movement, no doubt because their managers very
little understood that light railways would bring grist to their mill
at little or no expense to themselves. When, however, it dawned
upon them that the movement was one come to stay, they very
cutely stood aside, nodding approval while other people found the
money, and now their attitude is wholly different. Scarcely a rail-
way in the country. I believe, maintains its former attitude. Sev-
eral are promoting light railways themselves, and others are on the

722

STREET RAILWAY REVIEW.

[Vol.. X, No. 12.

watch to get their hands on the purchase clause. Herein a word
of caution is necessary. We must not give away our birthright for
a mess of pottage; 25, 30, or 42 years is short enough lime for re-
payment of capital in an enterprise which is absolutely new, and
which depends for its existence on crumbs which have been cast
from the rich man's table. In other words, light railways and
tramways tap districts hitherto untapped by railway companies be-
cause they would not "pay." They will rely largely upon creating
new traffic. When it has been created and nursed, it will not be
fair that our quasi-benevolent neighbors, the railway companies,
should then swoop down and take all the profit. It is a point which
must be taken into account and kept in mind when railway man-
agers smile approval upon the promoters of a light railway. Men-
tion of the purchase clause, too, reminds me of the altered attitude
of local authorities, and the county councils in particular. I be-
lieve in many parts of the country, the local authorities, having
their hand on the pulse of the people, are more keenly alive than
any other class of the community to the importance of light rail-
ways and tramways. Their support has been loyally and heartily
given to many good schemes. But here, again, a word of caution
is necessary, so that too much may not be given away by promot-
ers. Some county councils — I do not refer to the London County
Council — are making efforts to obtain a clause in each li.ght railway
order promoted within their area, that at the expiration of 25 or
30 or 35 years, they shall have the power to purchase the undertak-
ing if the local authorities fail to do so. Now this introduces a new
element. We all know that the chances are very much against the
whole of the local authorities agreeing to purchase. But when the
county council comes along, with its respectability, its weight of
influence, its massed debt, and its ability to borrow money, the
chances of the light raihvay company having short notice to quit
are enormously increased. I am quite aware this card has two faces,
but that it must be considered as a new element in the game I
think all will concede, and it must receive most careful attention
when the act comes on for revision in 1901. Cannot this new bill
be made to settle once for all the supposed difference between a
light railway and a tramway? Cannot we insist upon the Tramway
.\ct of 1870, being revised at the same time? I believe it will be
possible to effect such a change, if we show ourselves desperately
in earnest about the matter.

It will be noted that the Light Railway Commissioners them-
selves divided all applications into two classes: a. Light railways
resembling ordinary railways; b. Lines which may be shortly de-
scribed as road or street railways. By approving over 250 miles of
the latter class, they have set their approval on the use of the ordi-
nary roads of the country for the carriage of both passengers and
goods traffic. I believe this practice to be a good one, and that it
opens up an enormous field for electric traction, as steam locomo-
tion is by no means suitable for this purpose. In many cases the
roads have to be widened before the lines can be laid. I think this
a wise and fair regulation, but I consider that provision should be
made in the revised act to prevent promoters of light railways
being mulcted when carrying out what is undoubtedly a public im-
provement. Wider roads are for the benefit of all the users of those
roads. Hence when a railway or tramway company finds it cannot
buy land for that purpose except at an abnormal rate, legislation
should step in. Undoubtedly one great improvement which the
act will allow to be carried out will be a solution of the housing
problem. It can only be solved by allowing the worker to live away
from congested town centres. To do this local authorities have
tried and failed. If light railways and tramways accomplish this
end, they should certainly feel that the local authorities will help
them over the purchase question. In revising the Tramways .'\ct
our policy must be to get rid of Clause 43. Parliament has gone
half way by allowing promoters of light railways a longer time than
21 years in which to recoup themselves. Here, again, tramways
and light railways should be put on the same footing. But let us
have Clause 43 abolished from the statute book forever. No clause
has been so detrimental to the progress of electric traction. I pre-
sume, however, its funeral will be attended by our legal friends in
full force. But no one else will be there! On the question of finan-
cing light railway and tramway undertakings, I will content myself
with mentioning the fact that although Parliament some four year^
ago sanctioned the spending of £ 1,000,000 by way of loans at 3'/^
per cent for the purpose of helping the development of light rail-
ways, the concession is so hedged in by "provided thats" that so

far only half a dozen grants have been promised. I think that the
future of the movement depends very largely upon the support pri-
vate enterprise can give it, and in this direction I would point out
that although investors have not given great attention to light rail-
ways, they will certainly become paying concerns in the future.
The Bcird of Trade and the Light Raihvay Commissioners e.\ercise
such a rigid control over the financial side of the matter that ■)ver-
capitalization is practically impossible. This should go far to in-
duce local capital to be invested in an enterprise which depends for
its success upon local opinion and local support, and is specially
concerned with the development of the country through which it
passes. In conclusion I trust the association will strengthen the
hands of the Parliamentary committee by sending in full and prac-
tical information upon the working of the Light Railways .^ct, and
endeavor, by discussion, by meetings, by agitation, to formulate
and transmit to the proper authorities such practical amendments
of both acts that we may obtain a light railways and tramways act
which may enable us to make up for lost time, and bring electric
and other systems of traction in this country up to tlieir proper
level.

I feel the Association, by pursuing this policy, will confer a ben-
efit not only on the industry, but upon the whole community.

DEVICE FOR TAMPING TIES.

Mr. Frank P. Sheppard, of Boody, 111., has devised a simple
apparatus for tamping ties which he states has been tested to satis-
faction with finely crushed rock, burned gumbo, and gravel bal-
last. From the illustration, for which we are indebted to the Rail-
wav and Engineering Review, it is seen that the device consists of

£:'^:^-'fi^-^^^^i^~£<'^: -^.-^ -» .i^L-r-

M Opinflon

THE SHEPPARD TAMPER.

two hooks, similar to ice-hooks, for gripping the tie, and two tamp-
ing heads with sockets into which wooden handles are thrust for
operating. It is presumed that three men are required, one at each
handle and one to shovel the ballast in front of the tamping heads.

CINCINNATI, NEWPORT AND COVINGTON.

The condensed statement sent us by Mr. J. C. Ernst, president
of the Cincinnati, Newport & Covington Railway Co., shows for
the month of October the company had gross receipts of $66,640;
operating expenses, $27,167; tolls, taxes, damages, etc., $12,479;
net profit, $26,994. For the 10 months of the current year the net
profit is $266,158 as against $229,830 for the corresponding period
in 1899.

Die.

1 900. 1

STRKF/r KAII.VVAY REVIEW.

723

EXTRA TRAINS ON CHICAGO METROPOLITAN.

CAR SANITATION.

have

\';irious limes comiiictiU-i! on llir incrt-asc of tralVic
llir CliiciiKO clcvateil luruK aflir tlir opening of tlif

W
Ihal raiiK' I

UniciM Loop in iH<j7. wliicli Rave tliesr roads Rood Icrniinal facili-
ties in the bnsincss district. During llie nisli Iionrs in tlie evening
llie tr.iins are crowded by lite time they leave llic loop and llins
jjassenRers at intermediate stations often find it necessary to wait
for several trains before one cotiies tltat can accomnifxiate them.

The Metropolitan Klevated fonnd that a lar^e number of passen-
gers delivered a( its r.iiial .St. station fthis is not shown on the
ni»p, but it lies jnsi west of the river) between 6:30 and 8:30 a. m.
wished to start hnnie lietween 5:30 and 6:15 p. m., thus greatly in-
creasing the density of traffic in the evening. A count showed that
only two-thirds as many persons were carried from this station as
were delivered there and it was decided to try and regain the lost
traffic by putting on additional "shuttle" trains.

The main line has four tracks and extends from tlie loop to
Marslifield; one of the two platforms at Canal St. was extended and
a stub track laid between the regular tracks, with switches to each
of llieiii. Ten extra trains of three cars each have been put in
service during rush hours and two of these make two trips, giving
12 extra trains. They are run on the Humboldt Park and Logan
Square branches with no stops on the main line between Marshfielfl
.■Xve. and TIalsted St.. and an' put in belwccn lh<' reindnr trains.

The nuthod is to switch one of the shuttle trains onto the stub
track at Canal St. where it is loaded and then let it follow one of
the regular trains out. These 12 trains arrive at Canal St. between
the hours of 6:25 and 8:15 a. m. and leave this station between 5:15
and 6:20 p. m. Since the additional .service was put in the evening
traffic has increased to the normal.

Many of the persons working in the manufacturing districts near
the Canal St. and the Halstead St. stations live near the northwest-
ern terminals of the Metropolitan and the shuttle trains also relieve
the regular trains of the large transfer at ^^arshfieId .^ve. from the
south to the north branches.

The Metropolitan has recently issued a i6-pagc pamphlet de-
scriptive of the line and pointing out the advantages of the West
Side as a residence district. The company is making every efTort
to accommodate patrons, as the following paragraph will show:

".Ml stations on the system have free wheel racks for passengers
who like to ride to and from trains on bicycles: and the terminal
stations have special rooms for storing wheels. If a woman starts
down town w'ith a baby she may check the baby carriage at the
station to await her return. The stations contain toilet rooms, cigar
and news stands and waiting rooms, the approach of trains being
indicated by bell signals, so that in stormy weather passengers need
not wait for trains on open platforms."

•-•-♦

The statement of the Consolidated Traction Co.. Pitt.sburg. for
the month of September. 1900. shows: Gross earnings from opera-
tion. $247,810: net earnings from operation. $142,871: total net
earnings, $170,955: surplus after deducting fixed charges and divi-
dends on preferred stock, $20,496.

IJr. J. N. Ilurly. secretary of the Slate Hoard of Health of
Indiana, presented a paper on "Pa.sscngcr Coach Sanitation" at
the thirteenth annual meeting of the International Association of
Railway Surgeons, in which he discussed the subject with particular
reference to the coaches ol steam railroads. Those portions con-
cerning cleanliness and disinfecting are of interest to street rail-
ways also, and we make the following extracts:

The interior of coaches should be as plain as possible. Panels,
angles, carvings, bead and channel work arc costly, are not neces-
sary for ornament, make cleaning difficult and are great catchers
of dirt and filth. Window frames and sills should be rounding, the
car sides perfectly smooth, the scat frames should be perfectly
plain, the seal arms never upholstered, but on the contrary made
fif hard polished wood or enameled iron, and round, simple and
plain. The seat supports next the aisle should be simple, round,
enameled iron posts. Curved, fluted and elaborate supports should
not be thought of. and it would be well to do away with foot-rests,
for they arc not really necessary, favor dirt accumulation, and arc
a hindrance to cleaning. The floors should be hardwood, well
filled, and kept so.

There is no reason why duplicate cane seats and backs could
not be provided for the hot months. Slats or blinds should never
be used at the windows. Only smooth, impervious material on
automatic rollers should be tolerated. The plain, uncarvcd interior
need not be without ornament, for painted panels, stenciling and
frescoing would take their place to relieve the eye.

Being sanitarily constructed as described, a coach on arrival at
a cleaning station should have the bottom? and backs of seats taken
out and immediately placed in a steam sterilizer of sufficient
capacity where they would be thoroughly sterilized and afterward
dusted by means of the air blast. Or, ordinarily, they might be
dusted first and then sterilized. If the seats and backs were kept
in duplicate, clean sterilized seats could always be at hand. As
soon as this first cleaning step has been taken, the floor of the
car should be lightly sprinkled with water containing a very small
amount of some efficient disinfectant (formaldehyde preferred)
and then swept. Scrubbing with soap and water should then
follow, the arms of the seats and all surfaces which need it should
be washed and wiped and all dust taken up with damp cloths.

If a car thus cleaned be closed and allowed to stand a while in
the sun, upon opening oflfensivc animal odors are in strong evi-
dence, hence the necessity of disinfection. For car disinfection
Mr. W. Garstang. superintendent of motive power of the Big Foi r.
has invented a giant spray. This is a strong copper can with a
capacity of one gallon, provided with an atomizing tube of proper
size. It is attached to the air hose, and after filling with formalde-
hyde the workman enters the car and proceeds to the opposite end.
dragging the hose after him. He now quickly backs out. spraying
the chemical cnto the fioor. side walls, window sills, mi'o corners,
and onto bottoms and backs of scats. The air pressure is so
strong and the atomizing tube so well adjusted, that the formalde-
hyde is driven forth more as a nebula than a spray. By means of
this nebulizing the formaldehyde gas is set free and penetrates
every part of the car. eflFecting complete disinfection. A car thus
treated does not manifest animal odors upon standing closed in
the hot sun. "
» « »

TAXING TEXAS CORPORATIONS.

The District Court of Dallas County. Texas, has upheld the
legality of a tax on franchises. The assessors in several counties
have placed the assessments of corporations at high figures on
the theory that the franchise enhances the value of the corpora-
tion's tangible property and is therefore taxable as part of the
whole property. There is no state law directing the assessment
of franchises and the assessor's action is said to have been sug-
gested by speculators who have contracts with the counties for
collecting the tax. In Dallas countj- alone the franchise assess-
ments of all corporations amounts to S20.ooo.ooo.

It is .said that the city of Lake Charles. La., offers exceptional
inducements to the promoters of street railways. .\ road is desired
to carry freight from the rice fields to the shipping station in Lake
Charles.

724

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

AUTOMOBILE EMERGENCY WAGONS.

The rapid strides made during the last two years in the develop-
ing of the automobile warrants the assumption that the self-pro-
pelled vehicle has" come to stay, and the builders of these vehicles,
encouraged by the success that has thus far attended their efforts,
are already looking for new fields to conquer. One of the latest
uses to which the automobile is being put in as a substitute tor
the horse drawn emergency wagon for street railway repair work.
E.xperiments have been carried on along this line during the past
few months on the Consolidated Traction Co"s. system at Pitts-
burg, on the Columbus (O.) Ry., at Washington. D. C. and at
other places, but with the exception of the work at Washington,
these experiments have not resulted in anything tangible as yet.

The possibilities in this direction however are worthy of close
attention on the part of managers. The same arguments that ap-
plied to the substitution of electric traction for horses on street
railway lines will apply in this case. Horse power is always ex-
pensive at the best and any mechanical substitute is, as a general
proposition, desirable. The electric vehicle is readily controlled,
can be backed, turned or stopped at will, and is capable of fast
•.peeds, especially in crowded streets. Furthermore the current for

at a speed of 12 miles per hour, and is guaranteed to climb a 15 per
cent grade. As the vehicle is equipped with a rheostat for charging
.inywhere on the line, the mileage radius is practically unlimited,
and the repair crew can answer any number of calls in rapid suc-
cession. Two powerful band brakes, sufficient to stop the vehicle
within its length when going at full speed are furnished, and to
prevent any possibility of the wheels slipping upon sudden appli-
cation of the brakes in smooth, slippery places, two sand boxes
are installed in the body of the wagon, and sand can be caused to
flow to the tread of the driving wheels by pressing a button in the
foot board.

The wagon is equipped with a sledge hammer, axe. pike, machine
hammer, Stilson wrench, two monkey wrenches, and an A ladder,
9 ft. 6 in. in height, the top of which, when in place, stands 13 ft. 6
in. from the ground. The crew consists of three men. Complete,
the wagon weighs 7,000 lb. and has a normal carrying capacity of
4.S00 lb.

The body is painted a Paris green, the side rises and running
gear a Brewster green, the moldings and battery compartment in
black. Striping consists of two 54-in. lines of gold. On the side
panel the company's name appears in plain gold letters.

A hand rail runs the full length of the body, from scat to the

.\UTOMOBILK EMERGE^'CY WAGON, WASHINGTON, D. C.

the batteries can be taken from the line at any point without any
appreciable effect on the power station load.

The principal difficulties encountered in designing an electric
emergency wagon are of course the scarcity of good storage bat-
teries combining efficiency with light weight, and the severity of
the service on the gears. But these obstacles are not unsurmount-
able and we look for a more extended use of the electromobile re-
pair wagon in the not distant future.

Through the courtesy of Mr. H. L. Hart, until recently general
superintendent of the Washington {D. C.) Traction & Electric Co.,
wc are able to publish the accompanying illustration and descrip-
tion of an automobile repair wagon built by the Riker Motor Ve-
hicle Co., of Elizabethport, N. J., for the Metropolitan R. R., of
Washington. The vehicle has been in service several months and
Mr. Hart states its operation has been highly satisfactory to the
management.

The running gear is of the Riker flexible type and the wagon is
equipped with two 4-h. p. motors, guaranteed to stand without in-
jury 100 per cent overload for one hour.

The battery equipment consists of 44 cells of 13 plates each,
having a total capacity of 200 ampere hours. This electrical equip-
ment will propel the vehicle 30 miles over level asphalt or macadam,

steps. Hand lamps and electric side lamps are hung on cither side
of the seat. All metal trimmings are of brass.

One feature that is of special convenience to the workmen, and
greatly facilities their work, is the combination volt and ammeter,
placed in a convenient position on the foot board. This tells at all
times the pressure across the cells, the rate of discharge and the
rate of charge when batteries are being renewed.

In regard to signaling and dispatching Mr. Hart states that the
hurry-up wagon is called out so seldom, the company does not
think it necessary to have any special signal system of its own.
When the wagon is wanted an employe calls the station where it is
located by the city telephone.

ELECTRIC RAILWAY STATISTICS.

The statistician of the Department of Agriculture has undertaken
to collect data concerning electric and other street railways of the
United States, with special reference to their extension into the
rural districts and the results of such extension. Information
concerning the freight and express business is sought, including
amount of traflfc. rates and effect on traffic of steam roads.

Di'U'. 15, ii)(«i. I

STREET RAILWAY REVIEW.

725

RECENT STREET RAILWAY DECISIONS.

iCDiTici) HY J. I,. k()si;ni!kk<;i;k, attohnky at r<AW, Chicago.

AIJMIS.SION.S MADl'. iiV CONDUCTOR
r.\lM'li:.S AFTICR ACCIDENT,

TO THIRD

Kay V. Metropolitan Street Railway Co. (N. Y.). 57 N, F. Rep.
751. Juno ly, 1900.
A conductor cannot bind or afTcct the company, tlie court of
appeal.s of New York holds, by any admissions or declarations, afli.'r
an accident, made to third p.-irties. They are admissible in evi-
dence only to contradict or impeach him as a witness for 'he
company in case he testifies to anylhinj; inconsistent willi them.

S'lKI-.l'-.r KAll.RtJAD 1.S TAXABLE A.S RF.AI. F.STATK.

State (Newark iS; llackensack Traction Co., Prosecutor), v. Mayor
and Council of the Borough of North .\rlin);ton ( N. ).). 46
Atl. Rep. 568. June 11, 1900.
.An electric street railroad, the supreme court of New Jersey
holds, is real estate, within the ta.x laws. But a mistake of an
assessor in listing as personal, property described in terms showing
it to be real estate, it holds, may be corrected, even after the dupli-
cate lias been delivered to the collector.

KUillT TO TLEAD SETTLEMENT BY PLAINTIFF.

Zaitz V. Metropolitan Street Railway Co. (N. Y.). 65 N. Y. Supp.
395. June 2i, 1900.
Where the plaintiflf in an action brought to recover damages for
personal injuries settles, unbeknown to his attorney, with the de-
fendant, after issue is joined, and executes a general release, the
defendant, the appellate division, (irst department, of the supreme
court of New York holds, should be allowed, on application, to set
up in a supplemental answer the settleiuent of the action and the
release by the defendant, notwithstanding that the plaintitT's attor-
ney may have given notice of a lien upon the cause of action, and
the phiiiuilT may not be pecuniarily responsible.

REQUIRES NOTICE OF LITIGATION TO BE FILED TO
CONSTRUCTIVELY BIND PURCHASERS.

Detroit Citizens' Street Railway Co. v. City of Detroit (.Mich.), 83
N. W. Rep. 104. June 5. 1900.
The right to maintain and operate a street railway upon a street,
the supreme court of Michigan holds, is an interest in land, to
which section 441 of the Compiled Laws of Michigan is applicable,
which requires the tiling for record of a notice of the pendency
of suit to render the filing of a bill constructive notice of the
proceedings to any purchaser of real estate, in consequence of
wdiich it docs not consider a company acquiring such right by
purchase jiending litigation thereover bound by a decree entered
in the suit, no such notice having been filed for record, and actual
notice at the time of purchase not having been proved.

DAMAGES ALLOWED FOR LOCATION OF TURNPIKE
IN FRONT OF PROPERTY.

Louisville Railway Co. v. Foster (Ky.). 57 S. W. Rep. 480. June
15, 1900.
One of the provisions of the constitution of the state of Ken-
tucky is that, "municipal and other corporations and individual?
invested with the privilege of taking private property for public
use shall make just compensation for property taken, injured or
destroyed by them." In view of this, while the owner of city
property fronting on a street inust submit to all those noises, smells '
and disturbances that are usual in city life, including the use of
the highway by a street railway, in so far as they are reasonably
incidental to the operation of a street railway in a city, and borne
by the public generally, nevertheless such owner, the court of
appeals of Kentucky holds, can recover for any substantial injury
to his property arising from the location or operation of a turn-
table or cars that is caused by such noises, smells, and disturb-

ances as are not fairly incidental to llic usual operation of such a
street railway, and borne by the properly owners generally along
the line.

\viii;x

EXPRESS WAGON NECESSARILY OVERLAPS
TRACK WHILE BEING UNLOADITD.

ilolzman v. Melro|Hjlitan Street Railway Co. (N. Y.;, 64 .\. Y.
Supp. 1 1 JO. May 28, 1900.
At a place where the space between the curb and the track was
very narrow, an expressman was on his wagon, unloading it. which
he could not do unless it overlapped a part of the public highway
occupied by the track, when a car ran against the wagon, throwing
him to the ground and seriously injuring him. In affirming a judg-
ment in his favor for damages, the city court of New York, gener.il
term, says that if, as staled, the wagon was partially over and upon
its tracks, the street railway company's driver being aware of that
fact, it was his duty to notify the expressman of his wish to pass.
Then the expressman had the legal right to unload his wagon,
taking only a reasonable lime to do so; and, until the lapse of such
a period, the company's driver should not have attempted to pass.
The company, it says, had the right to run its cars, but the express-
man had also the right to pursue his business as an expressman.
Each one was bound to exercise his respective rights in an ordi-
narily careful and prudent manner. To this the court adds that
the company's driver evidently thought he could pass, in safety,
the expressman's wagon. In so thinking he erred, and the conse
quences of such error must be borne by the company.

CARE REQUIRED IN EJECTING TRESPASSING BOY
FROM CAR.

Nussbaum v. Louis\ille Railway Co. (Ky.) 57 S. W. Rep. 248.
May 30, 1900.
The evidence was conflicting, and the issue was whether the Boy,
nine years of age. to recover for whose death this action was
brought, lost his life by reason of the negligence or wrongful act
of the motorman. The boy had jumped onto the car to ride to
the turntable, and. in aftirming a judgment in favor of the com-
pany, the court of appeals of Kentucky holds that it was proper
for the trial judge to tell the jury that the motorman had the right
to eject the boy from the car if he used proper care in doing so.
The instruction given the jury was that, if the motorman pushed
the boy from the platform of the car into the street, and under
or immediately in front of a passing wagon, whereby he was
unavoidably run over, they should find for the plaintiff: also, that
it was the duty of the motorman to make him get off the car
by warning him to do so. or. if necessary, by using such force as
was reasonably necessary to make him get off. but that in using
force to eject the boy. if he did eject him by force, it was the duty
of the motorman to exercise ordinary care to prevent injuring him
or causing him to be injured by such ejection: and. if he failed to
use such care, and by reason of this the boy was injured, the jury
should find for the plaintiff. This, the court of appeals pronoun-
ces a fair statement of the law of the cn-^e

SEPARATION OF COLORED FRO.M WHITE PASSEN-
GERS ON ONE LINE ONLY IS REASONABLE.

Bowie V. Birmingham Railway & Electric Co. (.-Ma.). 27 So. Rep.
1016. .\pr. 12. 1900.
.■\ rule or regulation of a street railway company requiring white
passengers to occupy seats in one portion of the cars operated by
it on a certain line of its road, and negroes to occupy seats in the
other portion, the supreme court of Alabama holds reasonable.
The principle upon which it sustains the reasonableness of the rule,
it says, is that the carrier's right of property in the means of the
conveyance and the public interest is best subserved by a separation
of negro and white passengers: that their separation tends tc
secure order, promote comfort, preserve the peace and maintain

.\-v

726

STREET RAILWAY REVIEW.

[Vol. X. No. 12.

the rights of both carrier and passengers. Nor does it consider
it of any consequence in this connection that the company operates
other lines, and no such regulation is enforced by it upon them.
The fact that it docs not exercise the right to establish and enforce
such a regulation upon its other lines, the court says, affords no
reason for saying that the regulation established and enforced on
the line where it is, is unreasonable, or that the company has no
right to establish such a rule. As to whether the reasonableness
of such a rule is a mixed question of law and fact, or purely a
question of law for the court, the supreme court takes the latter
view, saying that when the rule is established by the evidence, and
its violation shown by a passenger, undisputably, it is a question
of law for the court.

CONSENT NEEDED TO CH.VNGE LOCATION OF TRACK
BUT NOT TO TAKE IT UP.

Borough of Shamokin v. Shamokin & Mt. Carmel Electric Railway
Co. (Pa.), 46 Atl. Rep. 382. May 23, 1900.
This was a suit to enjoin a proposed change in the tracks of the
railway company, which change, it appeared, would greatly im-
prove the street and benefit the property owners, their tenants, and
all persons having occasion to drive on it. The contemplated
change was the taking up of the south track and the moving of
the north one to the center of the street. The ordinance granting
the right of way. which was the contract between the parties, had
a provision reading that, the "railway track, switches, turnouts and
sidings are in all cases to be located under the supervision of the
committee on streets and highways." And, under this contract, the
supreme court of Pennsylvania holds that the company could not
change the location of the north track to the center of the street,
without the consent of the committee on streets and highways;
and that it was properly enjoined from doing so. But it does not
consider that anything in the contract bound the company to keep
the south track in place, but that could be taken up and retiioved
from the street. Nor does it consider that this was changed by
language in the ordinance to the effect that the track should be
laid to grade; should strictly conform to existing grades, unless
consent be given to their change or alteration, in which event it
should conform to altered grades; that the company should take
up and change so as to conform to such grades as might be fixed
by the authorities, etc.

VALIDITY OF CONSENTS PROCURED IN ADVANCE BY
PROMOTERS.

Geneva & Waterloo Railway Co. v. New York Central & Hudson
River Railroad Co. (N. Y.), 57 N. E. Rep. 498. June 5, 1900.
It is common practice, and perchance common prudence, the
court of appeals of New York says, for the projectors of a railroad
to employ parties in advance to procure rights of way, consents,
or like privileges to be used after the incorporation. And the court
holds that the fact that the railroad acquires such rights through
an intermediary by assignment, instead of directly from the prop-
erty owners themselves, does not affect their validity. What the
constitution and the statute require in such cases, it declares, is
simply the consent of the property owner that the highway through
his property may be burdened with another easement in the form
of a railroad, and when such consent is fairly and in good faith
given to one interested in the railroad, and by him transferred to
the corporation, the court declares that it is unable to see why
it should not be treated and considered as valid as if it ran in
terms to the railroad itself. Especially does it hold that it is not
open to another railroad, for the purpose of defeating an applica-
tion of a street railroad to cross its tracks, to impeach such con-
sents as invalid. If there is any reason whatever to question the
validity of such consents, that right, it maintains, should be limited
to the state itself or to the property owners affected. On the
other hand, when it appears that consents were neither given nor
received in good faith for the purpose of facilitating the construc-
tion of a railroad, but for some other purpose, not contemplated
by the statute, the court suggests that it might be timely to raise
the point that it would be conrary to public policy and to the spirit
of the law to allow individuals to procure consents to themselves,
and then, as they might, sell them to the highest bidder.

.MAY ADOPT REASONABLE REGULATIONS AS TO PAS-
SENGERS CARRYING LIVE ANIMALS.

Daniel v. North Jersey Street Railway Co. (^N. J.), 46 Atl. Rep.
625. June 18, igoo.
In an action for damages against a corporation operating a street
railway for the refusal of one of its conductors to accept a passen-
ger carrying in his arms a live goat, it is error, the court of errors
and appeals of New Jersey holds, to submit to the jury the rea-
sonableness of a regulation of the company forbidding the carry-
ing of live animals in the cars. The reasonableness of such a
regulation, it holds, is for the trial court. But whether, as a class,
questions as to the reasonableness of corporate regulations areTor
the jury, to be taken from it only when deemed to be free from
doubt, or whether they are primarily court questions, to be left
to juries only when some other standard than that of reasonable-
ness enters into the test of corporate duty, is a point upon wiTich
the majority of the court were not agreed. Moreover, the court
avoids passing, in this case, upon the question of whether, if the
regulation in question was a reasonable one, the company before
enforcing it, must call the attention of the passenger to it. A
majority of the court, however, it is stated, were of the opinion
that the company might lawfully adopt some regulation with
respect to the carrying of animals on its cars, and, as above an-
nounced, that the reasonableness of such a rule would be a question
for the trial court, and not for the jury.

NEWSBOY NOT A PASSENGER.

Raming v. Metropolitan Street Railway Co. (.Mo.), 57 S. W. Rep.
268. June 4, igoo.

It was alleged that the plaintiff, at the time a boy nine years of
age, boarded one of tlie defendant's cars "for the purpose of selling
papers to passengers, and with the intention of becoming a passen-
ger thereon." But the words, "and with the intention of becom-
ing a passenger thereon," the supreme court of Missouri holds,
were by no means equivalent to an averment that the plaintiff did
become a passenger on the car. With mere intention, unconnected
with overt act or outward manifestation, the law, it declares, has
no concern. Hence, there was no foundation laid in affirmative
allegation that plaintiff was a passenger.

But, granting that the plaintiff was a passenger so far as mere
allegation was concerned, still, the court says, there was no evi-
dence to support it. He was simply a newsboy plying his voca-
tion. He evidently did not intend nor expect to pay fare, .■\ccord-
ing to his own story, he jumped on the car when in full motion,
to sell papers, intending to jump off again, and to pay fare "if
the conductor asked him." The conductor did not see him, and
(according to the boy's story) the gripman tried at once to push
him off. There was nothing to show that the gripman had any
authority to grant the plaintiff permission to ride, or to refuse
him permission, and therefore, the court holds, no contractual
relation, either express or implied, was entered into by the plaintiff
when he stepped upon and ran along the footboard of the car,
attempting to sell his papers.

The court then quotes the following from what it states Judge
Valliant, speaking for division No. i, in the still unreported case
of Padgett v. Moll, forcibly said concerning newsboys who sell
newspapers on street cars. "But a newsboy jumping on and off
a moving street car to sell his newspapers, not hailing to stop
the car to receive him, nor signaling to stop to allow him to alight,
not asking nor receiving permission, either express or tacit, not
asking or waiting for leave or license, but jumping on and off
under circumstances that clearly indicate no purpose to pay fare,
and no aim to be transported, but only to avail himself of the
presence of persons on the car likely to buy his papers, is in no
sense a passenger, and the carrier is not under obligation to ob-
serve towards him the same degree of care that the law requires
to be observed towards a person in the hands of tlie carrier to be
transported."

Indeed, the supreme court goes on to say, in this, the Raming
case, after making this quotation (and here it is the full bench
speaking), that it might go further than the language just used in
the quotation; for it is a matter of common knowledge, and there-
fore the court can take judicial notice of it, that a newsboy who
hops on a car while at full speed, tries to sell papers, and then

Dl:

1 1)0(1. 1

STREET RAILWAY REVIEW.

727

hops (jIT anaiii while llii- car is in r.ipiil jiiolidii, is in no sense,
eillier in (act or intention or law, a passenger. If a newsljoy is a
l>asscnKer, then he has a right .to hail a car in the middle of a
block (or the pnrposc of selling papers therein; slop it in full
motion; get on; sell his papers; pay no (are; and then signal again,
stop the car and get ofT. I( this were llie law, it is easy, it thinks,
to sec that street cars would be at the mercy of newsboys, and
could not be practically operated.

Then, if the plaintiff was not a passenger, the defendant company,
ihr onuri holds, could only become liable by reason o( the fact that
the alleged acts o( the gripnian were within the scope of his duties.
Hut there was no such allegation in the petition, and no evidence
on tlic point, and, this being the case, no recovery, the court holds,
could be had on such ground, absent such allegation and absent
such evidence.

But no recovery coidd be had on that ground in this action, the
court adds, because it was bottomed in theory on the fact of the
plaintiff being a passenger, and on that theory it was submitted to
the jury.

POWER Oh" CITY TO ORDKR SUBSTITUTION
GROOVED FOR OTHER RAILS.

Washington, Alexandria & Mt. Vernon Railway Co. v. City Coun-
cilof Alexandria (Va.), 36 S. E. Rep. 385. June 14, 1900.

Six years alter the construction, with the consent of the city
council, of this railway over certain streets, using rails of an
improved pattern, known as the "tram girder rail," such as were
then commonly in use, and as are still used by many street rail-
ways, the city council ordered that a portion of one of the principal
thoroughfares of the city should, for the distance of one square.
be repaved with vitrified brick, on a six-inch concrete base. On
the same date, it by another ordinance directed the company to
put down, on the said square, rails to be approved by the com-
mittee on streets, and to grade and pave on the space between
the railway tracks, and two feet on each side thereof, in a similar
manner. Two months later, by another ordinance, it directed the
company to take up its rails on that square, and to lay in tlieir
stead a grooved rail, with a groove not exceeding lyi inches in
depth, and with a tram not lower than iJ4 inches below the head,
and with the groove of the outline shown by the full lines of the
drawing attached to said ordinance.

The company (ailing to obey, the city council presented its peti-
tion for a writ of mandamus to compel a compliance with the
requirements of said ordinance, alleging, among other things, that
a grooved rail was a necessary incident to the needed improve-
ment of the street. The jury called to determine certain questions
in the case, however, found that the rails in use vv'ould not obstruct
the ordinary use of the street when the proposed improvement was
made as set out in the first ordinance mentioned. It also found
that the rails in use were of approved pattern; that is, of such
merit and excellence, and adaptation (or the purposes for which
they were used, as should, in the opinion of the jurj% be approved
by the city authorities. It also found that the substitution of the
grooved rail as proposed by the city was not a necessary incident
to the paving and improving of the street with vitrified brick.
Nevertheless, when the cause came on to be heard alter the jury
had rendered its verdict on the issues submitted to it, the circuit
court rendered a judgment for the city council, and awarded the
writ of mandamus.

This judgment the supreme court of appeals oi Virginia afiirms.
It says that it might very well be that the jury was justified in all
of its findings on the evidence submitted to it, and that the court
might also have been of the same opinion upon the evidence. But
the real issue to be considered was this: W'as the ordinance of
the city a reasonable one. regard being hJd to all the circumstances
of the case, or did the city council, in passing the ordinance, act
capriciously and arbitrarily? Its charter and the general law con-
(crring upon it ample power to confrol and regulate the laying out,
repair and use of its streets. On the question of reasonableness, it
contents itself with stating tliat the evidence clearly showed that
there was no fraud in the passage of the ordinance; that the city
did not act capriciously.but in accordance with what it deemed best
to promote the interests confided to it; that the action was urged
upon it by many of its citizens; and that the rail adopted was
that in use by the city of Washington, as required by an act of

congress. Besides, it takes into account that representatives of
the company were invited to attend a meeting of the committee
on streets and the city engineer, where the whore subject was
carefully considered, and as a result of their deliberations the
engineer and committee recommended the proposed rail to the city
council, and the latter thereupon passed the ordinance requiring
its adoption. In view of these (acts, it is manifest, it says, that the
company did not overcome the presumption in favor of the reason-
ableness of the ordinance which it was ordered to obey; that it had
not shown that it was passed arbitrarily or capriciously; and that
the judgment of the circuit court must be alTirmed.

NARROW STREETS AND BRIDGE AND OTHER
TRACKS NEAR RENDER CjRDER FOR EX-
TENSION UNREASONABLE.

Woonsocket Street Railway Co. v. City o( VVoonsockct (R. I.),
46 .\tl. Rep. 27.2. Apr. 25, 1900.
Chapter 77, of the General Laws of Rhode Island, is entitled
"Of Franchises in Highways." Section 5 thereof provides that
"the use and enjoyment of all rights and franchises granted under
the provisions of this chapter shall be subject to such reason-
able rules and regulations and orders, controlling the extent and
quality of construction and service to be maintained by the cor-
poration to which such rights arc granted, and prescribing the
location and arrangement of its tracks, poles, wires, or conduits,
and their appurtenances, as are, or may be from time to time, en-
acted by the town or city councils," etc. This section, the supreme
court of Rhode Island says, is evidently intended to give a large
discretion to town and city councils, with which the court would
not be disposed to interfere upon slight grounds. But in this
case, owing to the narrowness of some 01 the streets through
which the city ol Woonsocket ordered the complainant to extend
its road, the narrow bridge on one of said streets, and also the
nearness o( a portion of the proposed layout to existing tracks,
the court is of the opinion, and holds, that the order in question
o( the city was unreasonable.

THINKS ESTABLISHED CUSTOM OF TURNING OUT
FOR CARS SHOULD H.WE FORCE OF LAW.

IKlbcr v. Spokane Street Railway Co. (Wash.), 61 Pac. Rep. 40.
.•\pr. 4, 1900.
The supreme court of Washington here says that, while it is
true, as it and many other courts have frequently said, that street
cars have not an absolute right of way through the streets, and
that pedestrians and others have an equal right to travel on or
across any street, yet this latter right must be exercised reason-
ably, and is (|ualified by the tact that cars run on fi.xed tracks, and,
in the nature o( things, cannot accommodate themselves as readily
to emergencies, and cannot even stop with the same promptness
or facility, as can pedestrians or drivers of free vehicles, who can
instantly stop, or turn to right or left, and avoid a collision with
an advancing car. The universal knowledge of this fact, it goes
on to declare, has established a custom which ought in justice to
have the force of law, making it the duty of the party who can
most easily and readily adjust himself to the exigencies of the
case to do so. and to stop or turn to avoid a collision; and the
motorman has the right to presume that such duty will be per-
formed. Of course, it adds, if he (the motorman) discovers, or
ought, as a prudent person, to discover, that it will not be per-
formed, his duty is to stop in any event; otherwise, he will sub-
ject himself and his company to the charge of willful negligence.
Furthermore, the court says, with reference to the other party's
duty. that, while extraordinary mental alertness is not commanded
by the law. common prudence is.

LIABILITY FOR INJURY TO BICYCLISTS OR OTHERS
CAUSED BY DEFECTS IN ROADBED.

Laredo Electric & Railway Co. v. Hamilton (Tex.). 56 S. W. Rep.
99S. Apr. 18. 1900. Rehearing denied May 16. 1900.
The court of civil appeals of Texas holds the following to be
correct propositions of law: (i) The duty of a street railway com-
pany to repair the streets which it occupies, or. more definitely,
that portion of the street upon which its tracks are laid, is a gen-
eral one, requiring no legislative act or direct agreement to sup-

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STREET RAILWAY REVIEW.

I Vol. X, Ko. 12.

port it; and such a company is bound to use reasonable care and
diligence to keep the space which it actually occupies in a safe
condition (or ordinary travel, — failing in which, it must answer
for the consequences, (j) A street railway company is bound to
keep its entire roadbed, to the end of its ties and its crossings, in
repair, so as not to obstruct travel across its road, or longitudinally
upon it; and this duty .is a continuing one, irrespective of whether
the charter expressly requires it or not. (}) The fact that the city
may have authorized the company to erect poles, stretch wires,
and lay rails, ties, etc., on the streets and plazas of the city, with-
out imposing terms and conditions by ordinance or by contract,
does not discharge the company from the duties it owes to the
public; nor does the fact that the party injured thereby may have a
cause of action against the city relieve the comyany from respon-
sibility for the condition of its line.

Municipal corporations are bound to use reasonable skill and
diligence in making the streets and sidewalks safe and convenient
for travel. And where the roadbed of a street railway company is
constructed in the streets of the city, the railway company, the
court holds, must use the same skill and diligence as to tin- p:ir( of
the street occupied by its road.

In legal contemplation, the bicycle, the court goes on to state, is
to be regarded as a vehicle, in relation to its use on the highway,
and it is entitled to the same privileges and is subject to the same
burdens as other vehicles. .-Vnd it holds that if a bicyclist, while
riding his wheel on a street where such vehicles are commonly
used, is injured by being thrown from his bicycle on account of a
defect in the street, and such defect was caused by the failure of
the city or street railway company upon which the obligation rests
to use reasonable care and diligence in keeping that portion of the
street safe and convenient for ordinary travel, the city or com-
pany upon which such duty rests is responsible in damages to such
bicyclist for any injury sustained by him.

In short, it being the duty of a street railway company to use
reasonable care and diligence to keep that part of the street upon
which its road is constructd in a safe condition for ordinary travel,
the court holds that, if it fails to discharge this duty, and on ac-
count of this failure a person is injured while riding along the
street on a vehicle such as is ordinarily used for travel thereon.
the company will be liable for his injuries, if he is not guilty of
contributory negligence, whether such vehicle is a wagon, car-
riage, bicycle, or other in ordinary use.

POWER OF CITY WHERE IT HAS RESERVED RIGHT
OF CONDEMX.A.TIOX FOR XEW COMPANIES.

Mercantile Trust & Deposit Co. v. Collins Park & Belt Railroad
Co. (U. S. C. C), loi Fed. Rep. 347. Apr. 30. 1900.

The right to take the track of one company for the use of an-
other, the United States circuit court, northern district of Georgia
holds, must be reserved in the grant, or exist otherwise by con-
tract, or such taking must be by the exercise of the state's power
of eminent domain through the legislature of the state. Con-
fessedly, a city has no power of eminent domain in the matter
where it has no grant from the legislature to condemn the track
of one street railway company for the use of another.

The right to consent to the use of the streets for street railway
purposes, as for example under the constitution of the state of
Georgia, which provides that "the general assembly shall not
authorize the construction of any street passenger railway within
the limits of an incorporated town or city without the consent of
the corporate authorities," the court holds, embraces necessarily
the right to consent conditionally. — to consent with limitations,
restricions, and reservations. Of course, the city can in such a
case, withhold its consent entirely. Wherefore, there can be no
doubt of its right, the court declares, to withhold partially or to
limit the grant. For instance, the city may. the court holds, reserve
the right to condemn such portions of the lines, not exceeding
five blocks, as may be necessary for the allowing of other street
car companies to enter the central portion of the city, upon pay-
ment of just compensation to the company.

Then, in construing such a reservation as that just mentioned.
the court holds that the city reserved the right to condemn the
number of blocks referred to within what might be fairly consid-
ered the central portion of the city, adding that these blocks were
to be used for the purpose n! allowing any new company to enter

the central portion of the city, and not to approach it. or to run
in such a way that it might ultimately reach it.

.\gain. the court holds that, the necessity for such condemna-
tion being necessary to be determined, under such a reservation,
before the right reserved could be exercised, the necessity could be
determined by the city, notwithstanding that it made the reserva-
tion, :uid was to that extent a party to the contract of which the
reser\ation was a part. But it says that a wholly unreasona1)lc ex-
ercise of the reserved power would, in a proper case, be enjoined.

Nor <loes the court consider that a right to condemn so re-
served by a city could only be exercised by it, but holds that it
could be transferred, and that a just and proper method of carry-
ing it into effect would be by adopting the procedure of the gen-
eral law of the state governing condemnation proceedings.

It was hardly contested, the court says, that the city could, even
in the exercise of its general powers over the streets, re<iuire the
old company in question to move its track to one side of the street
at a point within the central portion of the city, and allow the new
company to build another track. And, if this be true, it says that
it seems entirely reasonable that the city should, under a fair and
just construction of such a reservation as that above mentioned,
require the cars to be so operated by both companies that at such
a congested point the cars on one side of the street should all move
in one direction, and on the other side in the opposite direction.
In other words, assuming the right to condemn tlie use of the
tracks of the old company at such a point, uiuler this reservation,
the court says that it seems an inevitable conclusion that such a
change and readjustment of the tracks as might be fairly and rea-
sonably necessary to make the reservation effective and to accom-
plish its purpose could be ordered and enforced by the city.

CITY NOT EMPOWERED TO REQUIRE VESTIBULES

City of Yonkers v. Yonkers Railroad Co. (N, Y.). 64 N. Y. Supp.
955. May 29. igoo.

A city ordinance which prohibits the running of any street cars
in the city during the winter months "unless said car shall have a
vestibule upon each end thereof sufficient to afford protection from
tlie weather to motormen, conductors and others standing upon
tlie platforms of said car," the appellate division, second depart-
ment, of the supreme court of New York holds, is not authorized
by section 98 of the New York railroad law, as amended by chap-
ter 676 of the Laws of 1892, which authorizes the common coun-
cil of the any city in the state to "make such reasonable regulations
and ordinances as to the rate of speed, mode of use of tracks, and
removal of ice and snow, as the interests or convenience of the
public may require." It does not consider that the ordinance has
any relation whatever to the mode of the use of the railroad tracks,
and it says that the act relates to the preservation of the interests
and convenience of the public in the use of the streets and tracks
as such, and the regulations, to be lawful, must be directed to
matters comiected with the construction and operation of the
cars, which in some manner involves and affects the streets and
tracks and their use. This, it declares, the vesiiliuU-s wciuld not do,
directly or indirectly.

Nor does the court think the suggestion deserving of serious
consideration that the authority to pass such an ordinance is con-
tained in the provision of a city charter which confers power on
the common council "to secure and promote the public health
and safety; to determine public nuisances, and to prevent, restrain,
remove and abate the same." So far as any evidence appeared in
the case, it says that it preponderated in the direction that the
vestibules would be more of a menace than a protection to health
and safety. Besides, it says that the ordinance in question was
not passed in the exercise of the power conferred by such pro-
vision, nor does its subject-matter relate even remotely to the
abuses aimed at.

Neither can such an ordinance, the court holds. In- upheld as a
valid exercise of the police power.

Wherefore, the court hold* here that, however reasonable the
ordinance of this character here in question might be in itself it
was to be condemned as an exercise of a power not inherent to
municipal existence, an interference with the affairs of the de-
fendant railroad company, which the legislature had failed to au-
thorize, and the assertion of a right on the part of the city which
it did not, so far as appeared, reserve to itself, as a condition of
the consent to the use of its streets by the defendant company.

Df.c. 15, 1900]

STREET RAILWAY REVIEW.

729

EXPRESS SERVICE BETWEEN PASADENA
AND LOS ANGELES.

The express business of tlic I,os Aiigcli-s (Cal.) & Pasadena
Electric Ry. is handled by a separate company known as the Elec-
tric Express & Storage Co., which has a lO-year contract for
opcraling express cars over the I.os AnRclcs-Pasadena electric line,
at a stipulated sum per month, the schedule as at present agreed
upon calling lor four round trips for each week day and one trip
on Sunday. The rate per month increases a certain amount at
the end of each third year of the contract. The express cars and
their niotnrmen :ire funiislu'd by the railway company, but Ih"

To expedite the service and for the convenience of customers in
ordering, the company leases a private telephone line between the
two cities, for the use of which no charge is made to regular
patrons. The company also owns 15 wagons, which call for and
deliver goods shipped over the electric road, no extra charge bcini;
made for delivery within a radius of one mile from companjs
ofTiccs in Los Angeles or Pasadena. In connection with the rci{-
nlar carrying business, for a nominal sum the company will take
C. O. D, packages, collect for them and return the money to the
consignor.

Mr. W. II. Smith, manager of the I.os Angeles & Pasadena
Electric Ry., In whom we are indebted for the data and acconi-

rii,. 1 i;.\PKM;sL-i c.\RS -lo.s .\xgei.i;.s & r.\sAUEN.\ ry.

motormen arc required to assist the express company's servants
in loading and unloading goods.

Express packages are also carried on regular passenger cars
between the runs of the express cars, the railway company receiv-
ing for each article so carried a stipulated amount in addition to
the regular monthly rental.

When this express business was started, there were in operation
between the cities of Pasadena and Los Angeles some six or eight
wagons, upon which charges wWe very high and service poor.
There are now, however, but two wagons in operation, with the
prospect that they will soon have to give up, as tlie car service is
becoming more popular every day. During the summer season,
when California is very dull, the express cars are used extensively
for shipping fruit, such as pr'unes, apricots, peaches and grapes,
from the ranches on the line of the road to the canneries and
wineries.

panying illustrations, writes that in 1898 one car and two wagons
were all that were required to carry on the express business, but
now two cars of 20,000 lb. capacity each. 30 horses, 15 wagons ar:l
30 men are employed. The weight of shipments at the present
time average 50 tons per day. Mr. H. H. Hitt is manager of the
Electric Express & Storage Co.

In Fig. I are shown the two special express cars. No. 4 is
equipped with two so-h.p. Westinghouse motors, and Xo. I with
two 40-h.p. motors of the same make.

Figs. 2 to 7 are reproductions of blanks used in carrying on the
business. Fig. 2 is the form made up by clerks at the initial
office, show'ing abstract of each car load of express matter. From
this blank the bookkeeper makes proper distribution of charges.
The original is i3^4x8!X in. Fig. 3 is a form made up by clerks
at the sending office, checked by the express messenger, and by
him tiirncd over to the checking clerk at the destination office.

RECEIVED from ELECTRIC EXPRESS^AND STORAGE CO.-?„.. .

tn good or'der, the followtng .articles, set opposite oui respective names

PASADENA. CAL.

t8g<)

Wlbl EXPESSf C'LLPCT

kEceiveci iiv

kEM*kK« ETC

Fic; 3.

Electric Express and Storage Company

TMr Ko. 1 m. I

Express Way Bill rrom-

FIG. 4.

r30

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

fom 5— <-j-«-»SI

Electric Express

and Storage Company

107 South Fair Oaks Ave., Pasadena.

Plaza, Los Angeles.

STATIONS

Los Angeles, Glenmary, Highland Park, G.^rvanza, Lincoln Park,
South Pasadena, Pasadena, North Pasadena, Altadena, and interme-
diate points.

Train

Schedule

LEAVE

ARRIVE

LEAVE

ARRIVE

PAStDENA

LOS ANGELES

PASADENA

7.30 am

8.05 am

8.30 am

9.15 am

9.45 am

10.20 am

10.45 ani

11.30 am

12.00 m

12.35 pm

2.00 pm

2.45 pm

315 Pm

3.50 pm

4.30 pm

5.15 pm

Wagon Schedule

MERCANTILE DISTRICT

Los Angeles, bounded bv Los Angeles and Hill. Seventh and Macy streets.
COVERED FOUR TIMES DAILY.

One mile radius. Pasadena — Speci.il Messenger and Telephone semce.

To P.itrois— Free telephone service between Los An^^elcsatld Pai.idena offices.

Schedule of Express Rates and Charges

TRUNKS

Called for. transported and delivered between any two points within a radius of one
mile from Company's offices in Los Anneles and Pasadena for FIFTY CENTS each.

TWENTY-FIVE CENTS additional charge for every hundred pounds or fraction
thereof, in excess of 150 lbs, per trunk.

TU'E STY-FIVE CENTS extra charge for each trunk collected or delivered outside
of specified limits.

Satchels, Small Grips, etc. TWENTY-FIVE CENTS each.

RHCKHGES-MinimuuiCliarge. FIFTEEN CENTS

^TlTo Merchants using our prepaid sumps, minimum charge TEN CENTS. Stamps can be secur-
ed Bl Company's office* in book form, ico stamps jio.ool.

Called for. transported and delivered between any point in mercantile district
twunded by Los Angelesand Hill, Seventh and Macy, Los Angeles; and mile radiusfrom
office in Pa'iadena. Each package, box or bundle weighing under 75 lbs, FIFTEEN
CENTS.

Extra charge of FIVE CENTS per package for each additional 50 lbs. or fraction
thereof in excess of 75 lbs.

Extra chsrge of TEN CENTS for each additional mile or fraction thereof on
single coiuignments. collected or delivered outside of Free Delivery Limits.

Two or more packages or articles, bound or fastened together will be charged for
aod treated as separate packages.

For the collecting, transporting and delivering of all packages valued above $25,
FIVE CENTS extra will be cliarged for each additional *50 valuation or fraction thereof.

Full value must be plainly marked on all packages o( special valuation, the Com-
pany not being liable for more than $2$ on any single package imless same is especially
marked.

For collection and remittance ol C. O. D. amounts under $50. FIFTEEN CENTS
will be chaiged.

Extra charge of TEN CENTS for each additional J50 collected or fraction thereof.

Rate'- on all consignments of bulky goo<ls such as Machinery. Furniture, light and
heavy Hardwar*. PouUry Crale'^, Etc.. will be governed by space used in shipping
same as per following ■schedule

Furniture «« j;^,

1 set Springs 15

1 Mattress I5

1 doz loi fbipment Chairs.. .50c doz ...

Sinjile Chair 10.

Rockers 15

'A do? lots 75 ...

Carpels, etc. roll. 15

Mailing, roll 15 ...

Bed 25

Sideboards, Refrigerators, Tables

and Wardrobes

Paby Carriage 15

Bales Floss. Excelsior. Malting

Hair, etc 35

Fruits, Vegetables. Live Poultry, Etc.

Shipper's Risk
Crates. Fruit. Vegetables. i<;c crate
Live Poultry. 7SC crate

Plumbers' Supplies

am.

Pr.rili

Lead and Iron Pipe, Solder,
Fittings, etc., cwt 10

Light Stuffs Bbls., Casks, Crates

etc . Minimum )_

Wright and Spice charged accordingly S

Light and Heav/ Hardware. Machinery and
Implements

Gas Stoves, Minimum (cratcdK. 25

Ranges, cwt 15

Sash Weights 10

Boiler Tanks, etc, Minimum 25

Macliinery, Implements, Etc.

Heavy Castings.

All Perishable Goods accepted ONLY AT saLl'PHRS RISK.

All Glass Goods, unless properlv packed and laVjcled, accepted ONLY AT SHIP-
PERS RISK.

TVTERCHT^MTS HIND SH I PReRS--IOc per Cwt.

On small but single consignments of Groceries. Dry Goods. Crockery. Drug?.. Lmn-
ber. Light Hardware, Liquors, Meats. Provisions, etc.. (consisting of ONE OR M(JRE
LOTS* weighing over aco Ib^, and not to exceed looolbs.. collected and delivered within
free deliverv limits Extra charge of TWENTY-FIVE CENTS ON EACH SHIPMENT
OUTSIDE FREE DELIVERY LIMIT.

NINE CENTS per cwt for single consignments of 1000 lbs. or more m free delivery
limits.

EIGHT CENTS per cwt. for single consignments of 3000 lbs. or more in free delivery
limits

SIX CENTS per cwt. for single consignments of 2000 lbs. or more delivered at
Company's waretjoosca.

H. H. HITT, Gen'l Manager,

Electric Express and Storage Ga.

FIG. 2.

Form 6-2-i-i90O.aM

Electric Express and Storage Co,

COLLECTION MEMO.

Messenger .

Date . U'agon

^'^bI Shipment! CONSIGNEE.

C. 0. D.

Ex.
Charges.

Tolat Collection

Time of Accounting

Rec'dby

ORDER BLANK

Electvic Express and Storage Go.

Please call a I

No.

.St.

Room A'o.

T07V»

fnr Truvks ( f"'^''/')

.Sakhel C"'

day

' Bicycles...

'' Packages.

" Boxes ....

How marked

Deliver to

No.

.St.

Town

Ordered by.

Baggage held at either Los Angeles or Pasadena
depot 5 days without extra charge.

ELECTRrC EXPRESS & STORAQE CO.

(ov«(,)

FIG. 6.

again checked and delivered to the driver of the delivery wagon,
by whom the delivery is made and who secures the signature of
the consignee in acknowledgment of the receipt. The original is
I4;4x8 in.

Fig. 4 is the regular way bill, made up in part by the shippiii.sj
clerk and by the express messenger, by whom it is turned over
to the receiving clerk at the destination and properly entered on
the form shown in Fig. 2, The original is 14x4^4 in.

The collection memorandum (Fig. 5) is made up by the driver
of the collecting wagon, and by him delivered to the receiving

Dec. is, igoo.]

STREET RAILWAY REVIEW.

7.U

clurU; it is then cliccl<ciJ, receipted lor and relumed to llic driver
for Iiis record. The shipping clerk is furnished with a copy of this
form, and entry is made by him on the way bill (Fig. 4).

Fig. 6 is a small order blank furnished for the convenience of
patrons. 'I'lie l)l:iid<' itself is 2-y^x4'/j in. and lorms one l)age of a
four-paRe folder, tin' nllier three pages of which are devoted to
advertising the service and to a schedule card showing the leaving
time of the express cars.

Fig. 7 is a notice which is used in various sizes for advertising
purposes. It is i)rinted on the back of order blanks, in hand lidl
form, and in poster form.

The C. O. D. feature has grown to larK'e pmiiorlions, .iihI is
taken advantage of by merchanls and ilealers all along the line, who

ELECTRIC EXPRESS

^^■^^ AND ■

STORAGE COMPANY

CANADIAN NOTES.

TRAIN SCHEDULE:

BcginnlDi! Oclolict 1, IStl, Ik lullowins lime Card »lll be lo elleci:

LEAVE

ARRIVE

LtAVE ARRIVE

PASADENA

LOS ANGELES

LOS ANGELES PASADENA

•4:30 a.m.

.5:05 a.m.

*.'i:2.") a.m. 0:10 a.m.

7:30 a.m.

SilOa.m.

8:30 :i.m. 9:30 a.m.

11:15 a.m.

12:00 m.

1:00 pm 2:00 p.m.

2:30 p.m.

3:1.5 p m.

SHf

4 (K) p.m. b-.m p.m.

^RP

NORTH PASADENA AND ALTADENA
AND MT. LOWE CONNECTIONS

Loi Angeles Pasadena N. Pasadena Altadena

Lv. 8:30 a.n
Ar.l2:00m.

*DAILy, All otlur Iraim tlaily cxcfpt Suudai,.

Ar. ',1:30 a.m.
Lv. 11:15 a.m.

Ar. 10:(Kla.m.
Lv. 10:4.5 a.m.

Ar. 1(1:20 a m.
Lv. 10.30 a.m.

snniems for eacli fraiii must lie received el
waferoom is minutes prior to leaving time.

PASADENA OFFICE

107 S. FAIR OAKS AVE.
TEL. MAIN 12

VIG.

LOS ANGELES OFFICE
NORTH SIDE PLAZA
TEL. MAIN 1232

can in this way fill mail and telephone orders as quickly and as
safely as they could with their own wagons. When the express
company collects a bill for a package delivered, it retains the
money and remits the amount to the sender by its own check, taking
a receipt therefor. The bill accompanying articles which are to be
paid for on delivery is placed in a heavy manila envelope, 3x5^2 in.,
on the outside of which are blank spaces for filling in amount of
bill and charges for returning money, names 01 consignor and
consignee, and way bill number.

SPECIAL TAX IN GEORGIA.

The city of Savannah. Ga., levied an occupation tax of $100 per
mile on the Savannah. Thunderbolt & Isle of Hope Railway Co..
and collection being resisted the case was carried to the Supreme
Court which on November 25th affirmed the judgment in favor of
the city.

The justices all concurred in the following opinion: "The mu-
nicipal authorities of the city of Savannah had power, under the
charter of the city and the second proviso of section 21S0 of the
civil code, to levy and collect an occupation or business tax from
street railroad companies for the use and occupation of the city
streets by their tracks and cars, when such companies' principal
business was the transportation of passengers from points within
the city limit to otiier like points."

The .Montreal I'ark & Island Railway Co. is contesting the judg-
ment recently granted the town of St. Louis whereby the town
was released from the original contract granting the railway com
pany rights in the municipality.

Application has been made to the British Columbia Provincial
Government for permission to build about ten miles of electric rail-
way in the Chemaims district. The applicant is the London &
Vancouver IJcvclopmcnt Co., of London, Eng.

A proposition is on foot in Yarmouth, N. S., to extend the ex-
isting Yarmouth Street Ry. to Digby, passing through several
towns en route. Owing to the prosperous condition of the coun-
try thereabouts it is confidently expected that the proposition will
take definite shape.

There has been a marked improvement in the receipts of the
street railway in Hamilton, Ont., since the Cataract Power Co.
has taken hold of the system, and the city officials arc congratulat-
ing themselves upon the increase in the percentage of earnings col-
lected from the company.

The proposed Hamilton, Guelph & Gait Electric Railway Co. is
encountering considerable difficulty in obtaining an entrance into
the city of Hamilton, the city council having refused to accept the
plan for the original route, and the city engineer has been in-
structed to make plans for an alternative route which arc to be
submitted later.

An action has been entered against the Montreal Street Railway
Co. by a passenger who was refused transportation to the terminus
of an existing line. The car upon which he had paid his fare was
apparently behind time and turned back before reaching the ter-
minus, in spite of the passenger's protestations, and he now sues
the company for failing to fulfill its contract with him.

The Woodstock, Thames Valley & Ingersoll Electric Ry., for-
mally opened the finished portion of its line, from Woodstock to
Beachville, on November 8th. The builders are making every ef-
ff.rt to complete the portion from Beachville to Ingersoll before
the winter prevents the further work. It is the general impression
that the road will be continued as far as Embro next year.

The Toronto Railway Co. has offered to supply the Toronto
Baseball Club with suitable grounds, free of rental, on condition
that other athletic associations will be permitted to use it, other-
wise it would not be a paying investment This is a new de-
parture on the part of street railways in Canada, and is framed
after the methods adopted by a number of the large American
companies.

The prospects lor the construction 01 the proposed Brockville &
Ottawa Electrical Ry. are exceedingly bright, and promises are
given that the work will be started early next spring. Mr. Kidd.
the company's solicitor, is at present in New York, interesting
capitalists of that place in the scheme. The company proposes
placing a line of steamers between Brockville. Kingston, and the
Thousand Islands, to be run in connection with the railwav.

The Cataract Power Co.. operating the street railway in the city
of Hamilton. Ont., has been granted the right of way for the
completion of its projected electric railway line through Barton
Township to Bartonsville. The line to Barton to be completed
within two years, and the Barton street railway within three
years. The by-laws also contain the stipulation that a 5-cent
fare shall be the maximum anywhere within the precincts of the
township of Barton.

The charter applied for by the Queenston. Niagara &
Port Dalhousie Electric Railway Co.. which has for some time
been opposed by the Niagara. St. Catherines & Toronto Railway
Co.. will be issued forthwith, the latter company hating withdrawn
its opposition upon being assured that its line would not be par-
alleled by the new company. The Queenston company will now
be promoted to operate an electric street railway in the town of

(32

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

Niagara and the village of Quccnston, along the lake shore to
Port Dalhousic, and from the latter point to the city of St, Cath-
erines. The first half of the railway is to be completed by June,
and the entire road to be in operation by Auffust next at the latest.

November 22d, President MacKenzie, of the Toronto Railway
Co., and other gentlemen interested in the road, made a final
trip of inspection over the Metropolitan Ry., and it is now defi-
nitely stated that they have decided to acquire the road and use
it as a main artery for several branch lines which are to thoroughly
cover the country for 10 miles on either side as far north as
Stouflfville, Ont., connecting with the existing Toronto Railway
Co's. system, thus giving access to the city. This deal has been
under contemplation for some time.

The contract entered into recently by the Clianibly Co., whereby
it agrce'd to furnish the Montreal Street Railway Co. with motive
power, has been rudely abrogated by the failure of the Chambly
Co's. dam. Owing to faulty construction the pressure of water
carried away about 60 ft. of the retaining wall containing the sluice
ways, thus completely stopping the generators, and it will be somo.
weeks before the break can be even temporarily repaired. The
street railway company, fortunately, has been able to meet the re-
quirements of the service with its steam plant.

It is rumored that capitalists are endeavoring to (jombine the
Montreal Street Ry. with all the existing electric light and gas
companies in that city, and it is stated that the first step towards
this has been taken by the sale of the Royal Electric Co's. man.i-
facturing plant to the Canadian General Electric Co., of Tc.ronto.
This will leave the Royal company free to devote itself entirely to
the supply of light and power, and as this company has a controll-
ing interest in the Chambly company, which furnishes power to
the street railway, this deal gives credence to the rumor.

The Government statistics show some interesting figures regard-
ing electric railways in Canada. During the year ending Dec. 31.
1899, with a total of 612 miles of track, the car mileage was 20,-
646,847. The total number of passengers carried was 104,033,659,
which is equal to carrying every man, woman and child in the
Dominion, 20 times. The number of passengers carried per car-
mile was 5.04, transfers not bejng included in these figures. As
compared with the previous year the number of passengers car-
ried increased nearly 9,500,000, and the number of miles run by
over 1.000,000. The amount of paid up capital invested in Cana-
dian electric roads on this date was $21,700,000. It is confidently
expected that when the statistics for the current year are compiled
an enormous increase over these figures will be shown, both in
the mileage and the number of passengers carried.

Application has been made for the incorporation of the To-
ronto & Central Ontario Railway Co., with power to construct
and operate a system of electric railways, consisting of six or
more main lines and their branches, running from the city of
Toronto to the east, north and west, with a mileage of not less
than 500 miles, all within a radius of 100 miles of the city. The
project, it is estimated, will involve the expenditure of several
millions of dollars, the capital stock is to be $5,000,000 in $100
shares with bonds and debentures limited to $20,000 per mile.
The company's main offices will be located at Toronto. It is
proposed to give both passenger and freight service. It was the
original intention of the corporation of the city of Toronto to
build this road itself, but it has now decided to invite private
capital to assist in the undertaking, and it is the intention that ad-
vertisements shall be placed before American investors, requesting
them to assist in the formation of the company.

Mr. Duncan McDonald, at present superintendent of the Mon-
treal Street Railway Co., has been appointed general manager of
the Compagnie Generale de Traction, of Paris, France. Mr. Mc-
Donald has just returned from Paris, where he has been looking
over the ground, and states that electricity as a motive power is
but in its infancy in that city; a number of lines have already been
constructed, but so far very few of them have been operated; they
use what is known as the Diatto contact system. The company
of which Mr. McDonald will be manager is capitalized at $25.-

000,000, and controls many minor companies in Paris and else-
where, and he will act in an advi.sory capacity toward these dif-
ferent boards of management. Mr. McDonald enters upon his
new duties the first of the new year, and expects to Americanize
the system forthw^ith. He will have associated with him in his new

field, Mr. Nelson Grayburn, for-
merly electrical engineer of the
Montreal Street Ry., at present
occupying the position of super-
intendent of rolling stock with
the Corporation Tramways of
Glasgow, Scotland. Both these
men are thoroughly up to date in
every way. and will no doubt ren-
der efifectual service to the pub-
lic of the French capital by rap-
idly improving their very inferior
and antiquated street railway sys-
tem. Mr. McDonald, who has
been connected with the Montre-
al road for over 20 years, is well
known to the street railway fra-
ternity, having been a member of
the association and a regular attendant at the annual conventions
for many years past, and his many friends will no doubt learn with
pleasure of his advancement. Before leaving Montreal he will be
tendered a dinner by the officials of the company, and presented
with an illuminated address and a purse by the men employed in
his department.

DUKCAN M'DONALD.

NEW YORK FRANCHISE TAX.

A great deal of litigation has resulted from the enforcement oi
the New York franchise tax law and the upper courts have had to
pass upon a number of petitions for writs ot certiorari looking to a
review of the action of the assessors. A writ of certiorari issued
at the instance of a Buflfalo gas company required the tax commis-
sioners to return the manner of making the assessment and the
method pursued in fixing the value, but the Appellate Division of
the Supreme Court directs this requirement to be stricken from
the writ as the same points are covered by the statute.

The New York & Queens County Railway Co. failed to comply
with the law and file its report before Oct. i. 1899, and the tax
commissioners opposed the issue of a writ of certiorari on the
ground that by its failure to make a report at the proper time the
company forfeited its right to ask for a review. The writ being
refused an appeal was taken, which was on November 14th decided
in favor of the company by the Appellate Division of the Supreme
Court.

SHUCKERT SURFACE-CONTACT SYSTEM.

Since 1896 Messrs. Shuckert & Co., of Nuremburg, have been
experimenting with their surface contact electric railway systc.n
and in the summer of 1899 put down a line in Munich en.bo-lyinij
such improvements as had been found desirable; this line it is
stated has worked quite satisfactorily. Illustrated descriptions of
the system have been issued by the British Shuckert Electric Co.,
and copious extracts are to be found in our English contempor-
aries of November. The Shuckert system is a single-row con-
tact-stud system with grouped automatic switching apparatus, of
which each, while separately switched into circuit, switches out
the previous apparatus in the route traveled.

YERKES' LONDON ROAD.

The contracts for the construction of the Charing Cross, Eus-
ton & Hampstead underground railway, Mr. Yerkes' London road,
were signed on November 28th. The parties were C. T. Yerkes,
H. C. Davis, A. A. Housman, of New York, J. J, Mitchell, of
Chicago, on the one part and Price & Reeves, Westminster, Eng-
land, general contractors, on the other part. The contract provides
for the excavation and equipment, the total cost of the seven miles
being placed at $20,000,000,

13i;c. IS, igoo.]

STREET RAILWAY REVIEW.

733

This departir.ent is devoted lo the construction and operation of electric railway
power houses. Correspondence from practical men is specially invited. Hoth the
users and makers of power house appliances are expected to give their views and
experiences on subjects within the range of the department.

STORAGE BATTERIES IN RAILWAY POWER
STATIONS.

Re<i<l bof<»re tin- New York Suite Street Riiitway Association, hy H. H. Norris,
Coruell University.

Within the past few years more attention has been given to the
rcfiMinienls of station operation than was possible at the time of
the rapid change from horse and cable to electric traction. By the
use of many engineering devices now popular the coal consump-
tion in stations supplying power to electric railway systems has
been reduced to a very respectable figure, not greatly exceeding 4
lb. of coal per h. p. hour in first-class plants. This accomplishment
is remarkable when the nature of a railway load is taken into ac-
count. This load fluctuates greatly in two ways: First, from instant
to instant, especially on small roads, and also on account of the
variable nature of the business during certain hours of the day.
These fluctuations tend to prevent economical operation of en-
gines, boilers and generators, while the "peaks" and the extremely
light loads reduce the load factor of the station. Careful selection
of sizes of machinery tends greatly to economy, but there has long
been felt a need for an automatic regulator of the loail which
shoulil be economical and convenient. For this purpose the stor-
age battery has always been considered a theoretically ideal device,
but patent litigation and other difficulties interfered with i's com-
mercial development until quite recently. At the present t'rae the
use of the storage battery in railway plants is rapi'lly becoming
general.

The financial features connected with the application of the stor-
age battery to railway work form the determining factors in their
adoption. These features have to do with the depreciation and
cost as well as with the saving produced. There is no doubt, from
an engineering standpoint, that batteries are successful in effecting
a saving. They had not been in use in this country in railway work
for a long enough period to determine absolutely their deteriora-
tion, but apparently this does not amount to much more than that
of moving machinery. The experience of a number of large users
of the storage battery shows that during the short periods in which
the batteries have been in use, practically no money has been spent
in repairs. The oldest battery for which data are at hand, has been
in use live years, but most of the batteries have been installed
within two years. The annual depreciation which one of the largest
nKinufacturers figures upon is from 2 per cent in the best managed
stations to 8 per cent in small plants considerably overworked.
They consider 6 per cent per annum to be a conservative figure
under reasonable conditions.

The first cost of a battery is considerable, being in average sized
plants not far from $100 per kw. output when discharged in one
hour. The same battery will have a much larger capacity when
discharged more slowly. In order to obtain a general idea of the
proportion of size of battery to capacity of station, data were ob-
tained from a number of well known plants. Out of a station ca-
pacity of 43.560 kw. the batteries installed had a total capacity of
28,560 amperes for one hour, or an average capacity of two-thirds
of an ampere-hour per kw. output, at the discharge rate mentioned.

By way of illustration assume a capacity of station of i.ooo kw.
At the ratio given, a battery of 666 amperes output for one hour
would be chosen. The exact battery capacity to be used will vary
from this figure with a difference in the nature of the work demand-
ed of it. For "peak" work a larger battery would be needed than for
regulation only. If a battery of 270 cells were used, assuming an
average pressure of two volts per cell, the cost of such a battery
would be roughly $35,960. At 6 per cent depreciation and 5 per cent
interest, the annual cost of this battery would be about $3,056. ex-
clusive of booster, attendance and building. The booster is neces-

sary if a close regulation of voltage is desired and the cost of such
a booster is between $50 and $150 per kw. If the booster produces
a pressure of 50 volts, its capacity is about 9.25 per cent of that of
the battery, so that its price in the assumed case would be some-
where between $1,663 and $4,983. Assuming depreciation on the
booster at 8 per cent and interest as before, the annual cost of the
booster would be between $216 and $649, the exact amount depend-
ing on local conditions. Attendance often involves no extra ex-
pense, as the regular employes of a station are usually able to give
the necessary amount of lime without seriously interfering with
"their other regular duties. Cost o( extra building is a purely local
matter and amr)unts to very little except in the case of large sta-
tions, as some spare room is to be found about most railway plants.
To offset the extra expenditure due to the use of the battery,
there should be a considerable reduction of expenses in operating
the boilers, engines and generators. This saving should result
from the increased efficiency of the apparatus due to more effective
loading; to reduced depreciation on machinery from the same
cause; to the saving of wages through shutting down of plant dur-
ing light loads; to the saving of copper in the lines when the bat-
teries are installed in sub-stations, and other reasons following
from these. The almost universal testimony is that the saving more
than counterbalances the increased expense, and that therefore, the
battery is an economical adjunct to a railway power station.

ENGINEERING FEATURES.

Viewed from the engineering standpoint a storage battery serves
a number of very useful purposes in a railway station or sub-sta-
tion. First, by reducing the fluctuations of the load and thus
allowing the machinery to be operated under more advantageous
conditions: Second, by acting as an energy reservoir for the supply
of excessive demands of power, and thus permitting the installa-
tion of a smaller number of units than would be otherwise neces-
sary: Third, by placing the batteries in sub-stations the pressure
over the systems can be made more uniform, for the batter)- will be
charged when the demand for power is small, and discharged when
this becomes excessive: Fourth, by drawing upon the battery at
times of very light load the machinery can be often shut down and
the load operated from the battery alone. This feature is especially
applicable to small stations, when the night load is very light and
where accidents to machinery often cause annoying shut-downs.

The use of an energy storage reservoir is common in many appli-
cations of mechanical laws. For example, in the steam engine the
fly-wheel absorbs the energy supplied very irregularly from the pis-
ton. If the load on the engine be steady, the fly-wheel regularly
absorbs energy when the piston pushes more strongly than is nec-
essary and gives out enough to supplement the effort of the piston
when this falls below the amount required to overcome the resist-
ance of the load. The pressure on the piston may vary from a posi-
tive value of 90 pounds per square inch at the beginning of the
stroke down to a negative value of 60 pounds per square inch due
to the back pressure. Through the medium of the fly-wheel, this
effect is averaged and may deliver a steady effort equivalent to a
uniform pressure of 40 lb. per sq. in. on the piston. If it were not
for the inertia of the moving parts, the engine would stop before the
load reached the average value of the piston effort. Still more so is
this true when the load also is irregular. In this case the fly-wheel
acts as a buffer between the variations on both sides. It is exactly
in this way that a storage battery neutralizes the fluctuations in the
current of a circuit when connected in parallel with it. for it ab-
sorbs energy and stores it in chemical form when the load is light,
and restores energy to the circuit when the load is hea\-y.

.\side from this "fly-wheel" action of the battery, the latter also
demonstrates its utility in taking care of "peaks" or unusual de-
mands upon the generators. Peak work requires that the battery

734

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

shall be able to stand heavy loads for short times and this a good
battery can do, although the efficiency of the process is somewhat
reduced by the severe treatment.

.As evidence of the fact that an actual saving is produced by the
adoption of storage batteries, the following authorities are cited:
Mr. W. E. Harrington, general manager of the Camden & Suburb-
an Railway Co., of Camden, N. J., states that a reduced coal con-
sumption of 23 per cent; an increased capacity of station of 300 am-
peres on account of a more economical load upon the engines; and
a material reduction in expense for repairs upon machinery, are
some of the results of the installation of a battery in his plant. The
capacity of the station is 1,615 kw. and the battery has a capacity of
300 amperes when discharged in one hour, which is somewhat be-
low the average stated earlier. Mr. John Murphy, general super-
intendent of United Traction Co., of Pittsburg, Pa., reports cur-
tailed operating expenses equivalent to 24 per cent of cost of bat-
tery.

The use of batteries in sub-stations, particularly where the dis-
tribution of power is accomplished by the use of alternating cur-
rents at high pressure with rotary convertors, results in very high
economy. The rotary converter is loaded uniformly, so that its
highest efficiency can be maintained, and thus an efficient supply
of power is at hand directly where it can be used to the best ad-'
vantage. Rotarics are used with great satisfaction by the Bufifalo
Railway Co., of Buffalo, N. Y., the Rhode Island Suburban Rail-
way Co., of Riverview, R. I., and many others. In the immense
system of the Metropolitan Street Railway Co., of New York City,
twenty-one 1,000 kw. rotaries will be used. Mr. W. A. Pearson,
electrical engineer of this company, states as the benefits due to
the use of the battery in this connection, that it "decreases the load
variations at the different stations, gives us reserve to fall back
upon at times of heaviest loads and allows us to shut down sub-
stations for work on high tension wires and on steam plants at
hours of lightest loads."

The ability to shut down a station for even a few hours a day
not only effects a saving in running expenses, but it allows time
for repairs and inspection of machinery. It is better for the men,
as it shortens the hours of labor, and it is better for the station.

In addition to the matters already mentioned, the battery is of
great assistance in enabling the generating units to be kept fully
loaded, as the load increases and decreases. In fact, in very
larfee stations, this is one of the principal uses of the battery. It
is the custom to install several generating sets and to start and
stop them as the load demands. Without the battery, the load on
the different units would be fluctuating, but with the battery the
latter furnishes part of the power until it is found economical to
shut down a unit and then it gives out power until the load has
fallen to a point at which the unit next to be shut down is about
one-half fully loaded. The reverse of this is true with an increas-
ing load. This point will be brought out more fully in the dis-
cussion of the Buffalo railway plant.

A most important feature of storage battery installation is its
use in "line work." It is a well known fact that the average power
carried by a line is very small in comparison with the occasional
heavy demands upon it. Thus, if a line be designed for a given
drop with the average current, the drop with unusual demands
for current will be excessive, which naturally occur when the
pressure should be highest. To put enough copper into a line,
especially when the latter is long, is impossible from a financial
standpoint, so that a compromise has to be effected between ex-
cessive drop and financial enonomy. It is the emergency drop
that has to be looked out for. Just here the storage battery is
very effective. By locating it at some distance from the station
the battery is charged rather uniformly from the line. When a
heavy demand for current occurs, instead of an excessive drop
in the line, the battery furnishes most of the current, and thus
the drop is practically only the natural fall of pressure in the
battery between charge and discharge. In one case the installa-
tion of a $10,000 battery was stated by the engineer to have
saved $30,000 worth of copper. Although the depreciation in cop-
per is less than that of the battery, it is not enough less to offset
this saving.

Still other uses of the battery might be mentioned, but most
of these follow as a consequence of the advantages described.

B.'\TTERY OPERATION.

The beneficial effects of a storage battery are largely dependent
upon the treatment which it receives. The battery has two pur-

poses; first, regulation, and second, preparation for emergency.
In the first case the battery can be handled for economy much
more easily that in the second. In anticipation of an emergency,
such as a heavy peak in the load curve, or the possibility of a
shut down, the engineer will naturally overcharge his battery
in order to be sure that it contains the maximum possible quan-
tity of energy. Overcharging necessarily involves a waste of en-
ergy, so that the battery will appear less efficient.

In regulating work the battery is most economical when it is
about three-quarters fully charged. This is true for the follow-
ing reasons: In charging and discharging there are two main
sources of energy loss. First, the loss in ampere-hours due to
overcharging, and local chemical action, and second, the loss
in pressure both in charging and discharging, caused by the
resistance of the battery and connections. Both of these losses are
very much greater when the battery is fully charged, hence the
desirability of keeping the charge below this amount. Three-
quarters "full" is found to be about the best value. These losses
can be made a minimum by careful handling, as will be brought out
in the illustration from the Buffalo plant.

THE BUFFALO R.MLWAY CO'S. NIAGARA STREET

PLANT.

In order to illustrate the principles described in the first part
of this paper, a well known and representative plant will be dis-
cussed in some detail, with a brief description of elaborate tests
made upon it by students of Sibley College, Cornell University,
during the past spring. The station of the Buffalo Railway Co.
has been fully described in engineering literature, in which addi-
tional details can be found. The tests were made at the Niagara
St. station, where power is obtained from a steam plant and from
Niagara Falls. This station is now partly shut down and under-
going extensive alterations in order to utilize still more com-
pletely the Niagara Falls power, the experience with rotaries
having been so eminently satisfactory.

The boiler equipment consisted of four 2So-h. p. Babcock &
Wilcox water-tube boilers, twelve 300-h. p. of the same make and
two 300-h. p. marine boilers. The supply of fuel was as nearly
automatic as possible, as an electrically operated elevator took
coal from the dump near the railroad to a coal pocket of 2,500
tons capacity immediately behind the station. A second con-
veyor, electrically operated, raised the coal to the top of the boiler
room, where a horizontal conveyor carried it to a 5-ton hopper.
A second movable hopper of i ton capacity, distributed the coal
to the Roney over-fed, automatic mechanical stokers. This porta-
ble hopper enables a very complete record of coal consumption to
be kept by simply recording the number of times which it is emp-
tied. Removal of ashes was accomplished by running a hand car
in a tunnel below the hopper-shaped ash-pits, and emptying the
ash-pits about twice each day.

Feed water was supplied either from the Niagara River, which
is the normal arrangement, or from the city supply in emer-
gencies. The water for the boilers was drawn from storage tanks
of about 3.400 gallons capacity each, through feed-water heaters.
These tanks were supplied from a hot well of about 310 cu. ft.
capacity. The water in the storage reservoirs was kept at about
50 lb. pressure per sq. in.

The engine equipment consisted of 11 engines, all two-cylinder,
cross compounds, as follows: Two horizontal Ball engines of
250 h. p. each; 9 vertical, marine. Lake Erie engines, three of 1,000
h. p. each and six of 500 h. p. each. To each of the three 1,000-
h. p. engines a lo-pole, 800-kw. General Electric generator was
directly coupled. To one of the Ball engines a 200-kw. Edison
bipolar machine was belted, and two generators of the same type
were belted to three of the Lake Erie engines and four pole
General Electric generators, of 200 kw. capacity each, were belted
to each of the three other engines.

A notable feature of the engine room was the rotary equipment.
Four 6-pole, 500-kw. rotary convertors took alternating current
from the secondaries qf transformers at 350 volts pressure, three-
phase. The primaries of these transformers are fed at 11,000 volts
pressure from the Niagara Falls power plant. The rotaries con-
vert the alternating current at 350 volts into a direct current at
a pressure of about 550 volts.

The storage battery equipment of this station was a very large
and complete one, having a capacity of 3.000 amperes for one
hour and consisting of 270 cells of the "Chloride" type. As auxil-
iary to the battery a 70-volt booster, capable of passing 3,000

Dkc. 15, lyoo.]

STREET RAILWAY REVIEW.

735

COST OV POWER FOR ELECTRIC RAILWAYS.
Output Mrasurcil l)y Wattmeter in Each Cane.

Month.
1900.

Monthly
Output,
Kilowatt-
Hours.

Cost of Electrical Output per Kilowatt-
Hour— Cents.

Gals.
Cylinder
Oil per

10,000
k. w. h.

Gala.

Lubric't -

in(f Oil

per

10,000

k. w. h.

Lb.

Water

Lb.

KUL-I

per
k.w.h.

Price of

iMiel

S-i'A'noN

Fuel.

Labor

Supplies,

Oil,
Waste, etc.

Water.

Re-
pairs.

Total.
.646

per
Lb.
Coal.

per Ton

of 2,000

Lb.

Kindof Fuel

July

1,697,522

.322

.166

.056

.037

.065

3.86

1.27

11.12

2.4S

2.63

Bituminous

Aug.

1,677,688

.324

.169

.039

.040

.049

.621

3.70

1.34.

12.14

2.S9

2.50

•(

Sept.

1,794,635

.307

.155

.041

.033

.043

.579

4.13

1.18

13.20

2.34

2.62

•■

5 Metropolitan Ele-
vated, Cbicaffu —

July

1,372,246

.425

.195

.016

.015

.049

.700

2.36

1.70

6.SS

4.67

1.82

Bituminous

Aug.

1,510,281

.435

.177

.023

.021

.064

.721

3.67

1.40

6.18

4.83

1.81

• 4

Sept.

1,539,698

.428

.169

.OIH

.018

.048

.682

2.73

1.66

6.44

4.80

1.78

amperes or more, was connected between the positive side of the
eireuit and the ground. The purpose ot the booster was to Torcc
the battery to discharge when the load was heavy and to force it
to accept current when the load was light. This was accomplished
by raising the battery voltage in the former case and lowering it
in the latter.

The station was supplied with all necessary modern auxiliaries
which go to increase the economy of operation of such plants.

RECORDS AND TESTS AT THE BUFF.ALO RAILWAY
GO'S. PLANT.

In the station just described very careful daily records of sta-
tion performance have been kept for some years. These included
readings of voltage, total current output and generator current
output at lo-minute intervals. Also the daily coal consumption,
number of boilers in u.se, wattmeter readings and weather condi-
tions are recorded.

The conditions under which the plant operated were peculiar.
A certain amount of power was purchased from the Niagara
Falls Power Co. to be used continuously. ."Mso the large num-
ber of cars constantly in operation made the load on the station
remarkably uniform. These facts should be kept in mind in
analyzing the results.

The charts plotted for the electrical readings, for the montli
of March, 1900, have been carefully studied for the purposes of this
paper. On these charts a red line shows the total station output
and a dark line the generator output. The diflforence in the posi-
tion of these lines is due to the presence of the storage battery,
which causes the red line to be above the black at times and at
other times below it. When the red is higher the battery is dis-
eharging and vice versa. The area enclosed between the lines
shows the amount of battery action, cither charge or discharge,
the enclosed areas being exactly proportional to the energy trans-
ferred from electrical to chemical form and vice versa.

The charts show the following points very clearly:

1. The effect of the battery in straightening the generator load
line is evident from a casual glance, the peaks being practically
entirely carried by the battery.

2. The storage of energy during light loads for emergency u-;?
is shown by the large "charging areas" at these times, .i^t night,
when the engines were all shut down and the load did not equal the
capacity of the rotaries. the battery took up the surplus power.
Similarly for the morning hours between the early peak and the
noon hour.

3. The great assistance of the battery in adjusting the engines
and generators to the changing load is brought out in a very
interesting manner. As the load decreased the battery accepted
more and more current from the generators, as was clearly shown
by the battery ainmeter. When the current had reached a value
which had been fixed by previous experience, a generator was
cut out. This reduced the generator capacity in operation, for the
time, below that required for the load. The battery then discharged
until the load had fallen below the capacity of the generators. This

continued until all of the generators had been cut out and yet none
had been run at inefficient loads.

By integration of the charge and discharge areas on the chart,
by means of a planimcttr, the input and output of the battery, in
ampere-hours, was obtained. From these measurements it was
determined that during 31 days the battery received 189,369 ampere-
hours and gave out 164,036 ampere-hours, or a proportion of dis-
charge to charge of 86.6 per cent. This is independent of some
slight minor fluctuations, too small to be noticed on the chart, out
which aflfect the battery efficiency slightly. .Assuming that the
difference in pressure at the battery terminals varies by about 12
per cent between average charge and discharge, the efficiency of
the battery for the work demanded of it in this case is about 76
per cent. This is lower than would be obtained for regulating
work only, as the peak or emergency work requires overcharging
with consequent loss of efficiency. In a case where the battery
was used largely for regulating purposes with very small variation
in voltage over 90 per cent watt efficiency has been oVitained.

4. From the coal records the fact is deduced that less than four
pounds of coal arc required for each horse-power-hour of electrical
energy given to the line.

This record system is admirable and gives data from which not
only the performance of the station can be ascertained, but by
studying which desirable improvements in equipment and methods
of operation can be decided upon.

SIBLEY COLLEGE TESTS.

Additional data for studying the operation of the plant under
consideration can be obtained from a set of elaborate tests made
during several days of March of this year.

The purposes of the tests were as follows:

1. To ascertain the station economy as a whole.

2. To discover the effectiveness of the storage battery.

3. To determine the relative economy of the power from the
engines and from the rotaries.

Incidentally the efficiencies of the various parts of the equip-
ment were necessarily determined. The standard methods were
used throughout and no loss of any moment was allowed to go
unmeasured. .'Ml instruments were carefully calibrated and all
readings were made continuously for 24 hours at ver>- short
intervals. The error in the electrical measurements, as far as the
instruments were concerned, was not more than one-half of one
per cent, probably less. Particular interest in connection with
the subject under discussion attaches to the battery measurements.
.\ large Weston ammeter with "plus and minus scale" was used
for the battery current readings. These were made at intervals of
20 seconds for 72 consecutive hours.

The data resulting from the tests comprise the following:
Complete sets of data relating to all individual parts of the sta-
tion under three conditions:

1. Normal, that is with generators, rotaries and batteries oper-
ating as usual.

2. Without rotaries, that is without Niagara power.

736

STREET RAILWAY REVIEW.

3. Without battery.

The information obtained under these conditions comprises com-
plete boiler tests, including every detail, and computation of boiler
and grate efficiency; engine indicator diagrams and other meas-
urements for determining engine output and eflicicncy; generator
readings of current and pressure; battery readings of current and
pressure at 20-second intervals.

The tests involved the employment of over 80 observers, and
the computations required the labor of a number of men for sev-
eral months. The results of the tests are given in the following
tables, taken from the Sibley College thesis of Messrs. Burt and
Macomber and already printed in the Sibley Journal of Engineer-
ing for June, 1900, in connection wKh a paper by Professors R. C.
Carpenter and H. J. Ryan.

Partial Summary of Results of Tests.

Run 2. Run 3. Run 3.
Pounds of steam per i. h. p. per

hour, au.xiliaries included 24.88 24.38 25.79

Water from and at 212° F in lb. per

e. h. p. h 34.1 335 34-2

Coal per i. h. p. per h, lb 3 53 3 3i 3-64

Dry coal per e. h. p. h., lb 4.23 4.04 4.17

Ave. mech. efiiciency, per cent 84.1 83.7 84.2

Engine i. h. p. h 69,900 107,700 53.250

Generator output, h. p. h 61,300 92,600 46,600

Battery h. p. h. charge 5,350 6,100

Battery h. p. h. discharge 1,950 1,500

Rotary output h. p. h 37-500 31.100

Total output e. h. p. h. without ro-

taries 59,90o 88,000 46,000

DISCUSSION OF RESULTS OF TESTS.

The data resulting from the tests show that more steam and
more coal are consumed per indicated engine horse power when
the battery is not in operation than when it is. This is due to
the increased efficiencies of the moving machinery. The summary
shows that the efficiency is slightly less under normal conditions
than when operating without the battery, but this is the average
efficiency for the whole plant, some parts of which operated for
a comparatively small number of hours per day.

The apparent battery efficiency is very low, due to a prolonged
overcharging. It has been previously shown that the efficiency
of the battery is not far from 75 per cent under normal conditions,
and overcharged only to an amount necessary to secure a reserve
for emergencies. Unfortunately the cells had been heavily over-
charged just previous to the test, on account of some cells which
had been short-circuited. Also, at the time of the tests a very
heavy snowfall drew so heavily upon the resources of the station
that the engineer evidently heavily overcharged in order to be
ready for any possible emergency. This accounts for the low
efficiency of the battery. The accompanying table shows a history
of this overcharging during the days of the tests.

Overcharge of Battery March i, 2 and 3, 1900.
Horse-power hours

In. Out. Net gain from start.
1160.7

35-9 "24.8

6. 1130.8

996. 134-8

2155.7 22905

.2 2290.3

48.4 2338.7

81.4 2257.3

4.1 2261.4

4- 2257.4

12.2 2269.6

3.2 2266.4

9.6 2276.0

25.6 2250.4

185. 2335.4

361. 1 1968.3

4984-2 6952.5

1093-S 58590

43-2 5893.2

7. 5886.2

32.6
208.8
1624. 1

2-S
21.9
I3-I

3452-7

52-
2146.3

395-4

i6.6

73.1
24.7
26.6

616.7
11.6

411.9
34-2

340-9

[Vol. X, No. 12.

5918.8

5892.2

6101.0

6027.9

7652.0

7627.3

7629.8

76032

7625.1

7008.4

7021.5

7009.9

10462.6

10050.7

10102.7

10068.5

12214.8

11873-9

12269.3

The storage battery is not yet perfect, for there are disadvantages
connected with its use. There is considerable variation in voltage;
its first cost is high; some power must be wasted in the battery.
To oflfset these facts, there is a decided advantage in steadying the
load on generators, in keeping up the voltage when the battery
is installed away from the station, in enabling the generators to be
economically adjusted to the load line, in reduced wear and tear,
at the generator commutators on account of the steady load, and
most important of all, in the preparation for emergencies, such as
peaks in the load line and possible temporary shut-downs. The
remarkably rapid installation of storage batteries in railway sta-
tions, which has occurred within the last two or three years, shows
that the advantages enumerated are generally believed to more
than compensate for the disadvantages.

< » »

THE STEAM TURBINE.

Dr. R. H. Thurston presented a paper on this subject at the
regular meeting of the American Society of Mechanical Engineers
held in New York. December 4th to 7th and gave an interesting
history of steam turbines from the time of Hero to the present, a
discussion of the theory of this type of heat engine, and analyses
of practical tests made with modern turbines. The conclusions
drawn from the data presented are:

(1) The steam-turbine thermodynamically approximates in its
real form more closely to the ideal than does any other type of
heat-motor. Its cycle lacks only the introduction of the Carnot
compression.

(2) It is entirely free from that waste, which in the real steam
engine of common type constitutes usually, if not invariably, the
most important of its extra thermodynamic losses.

(3) It is peculiarly well fitted for use with those very high
steam pressures as we now regard them, which must ultimately
probably be resorted to by the engineer designing heat engines
in his endeavor to further improve the efficiency of that class of
motors.

(4) It is only limited in speed of rotation by the strength of
its materials of construction.

(5) It is especially suitable for use with superheated steam,
it having no rubbing parts on which lubrication may be difficult,
in presence of superheated steam, and the limit to the super-
heat, so far as the motor is concerned, being only found at that
point at which increased temperature of metal produces reduc-
tion of tenacity in objectionable amount. That limit, not as in
earlier days of lubrication with animal oils, and still with other
engines, is fixed with this machine at the boiler.

(6) As to its operation, it is obvious that friction is peculiarly
active for evil in this motor, and that small diameters of jour-
nal, freedom from contact of part with part, except as absolutely
required by the construction, and minimizing fluid friction by
superheating steam, and by securing as tomplete removal of the
atmosphere, air, or vapor from about the revolving wheel as
practicable, must be carefully sought in order that the mechani-
cal efficiency of the machine shall be made a maximum.

(7) The wastes of the steam-turbine are all extra thermo-
dynamic; the loss due, the absence of adiabatic recompression
excepted. They consist of (1) journal-friction, which is made a

Dne. 15, Igoo.]

STREET RAILWAY REVIEW.

737

iiiiiiinuHii by llic use of a llooiltd bearing and a liglit ungcnt;
(J) lluiil friction between disk and leakage, steam, or suspended
moisture in the jet, which may be made a minimum by super-
beating, and l)etwcen the disk and its enclosing atmosphere of
v.i|)iir, wliicli may be minimized by the employment of a good
condenser; (,^) loss of heat and of steam by leakage, which may
be reduced to a minimum by durable material, fine workman-
ship, and close tits; (4) waste by incomplete expansion, which
may be reduced to a limit determined by the finance of the case,
by the resultant increase of friction and of cost due the neces-
sary enlarneiiunt nf llu- turbine; and, finally (s), thermo-

QUICK WORK ON HOLLOW SHAFT.

BOOTH.MAN TEED-WATER FILTER.

dynamic waste by failure to secure that complete adiabatic recom-
pression of the fluid which is necessary to convert the Rankine-
Clausius' cycle into that of Carnot. The latter is a peculiarly
difficult matter with the steam-turbine, since it probably neces-
sarily involves the employment of a separate vapor-compression
pump of special character, and an amount of added work and cost
which may introduce losses more than compensating its gains.
# > »

The fly-wheel of a 400-h. p. engine in the power house of the
Jackson (Mich.) Light & Power Co. burst on November :8th. and
the street railway and lighting service had to be suspended till re-
pairs could be made.

The litthkhem Steel Co. recently received from the Anaconda
Copper Mining Co., of Anaconda, Mont., an order for a hollow-
forged fluid-compressed steel shaft 17 ft. 10 in. long and 15)4 in.
to 20 in. in diameter, with a 7-in. axial hole, to replace a shaft
which broke in the hoisting-engine of the mine, necessitating a
shut-down until the new one could be received. The new shaft
was taken in hand under emergency conditions and finish-machined
complete within 14 days from receipt of the order, which was two
days in advance of the contract agreement. The shaft weighed
about 12,000 lb., but on account of the urgent nature of the case
was shipped to Anaconda by express in a special car.

BOOTHMAN FEED-WATER FILTER.

The accompanying illustrations show plan and sectional views
of the Boothman patent feed-water filter which is made by a
Glasgow company. Each clcinent consists of a solid-drawn brass
casing, perforated, over which is drawn a stocking of Turkish
toweling known as "brown terry" cloth which constitutes the fil-
tering medium. The filtering
tubes are enclosed in iron cast-
ings held in their seats by large
set screws. The water is intro-
duced so as to surround the filter-
ing tubes and passes through the
cloth to the interior, thence
downward as shown by the ar-
rows and to the boiler. Either
single or double filtration may be
provided for in the design.

The under side of valve C, ex-
posed to the boiler pressure, is
greater in area than the upper
surface of valve A, exposed to tht
feed pump pressure. The sur-
faces are so proportioned that
when the feed pressure becomes
more than 25 lb. per sq. in. great-
er than the boiler pressure, due to
the fouling of the filter, the
valves will move down and open
a by-pass direct from the pump
to the boiler.

The filter is cleaned by admit-
ting steam to the interior of the
filter tubes and thus forcing the dirt out of the cloth. The makers
state that a 3.000 h. p. filter can be cleaned in five minutes.

The contract to build the power house of the Toledo (C), Fos-
toria & Findlay Electric Ry. as Fostoria has been awarded to J. B.

Wills.

The Milwaukee Electric Railway & Light Co. contemplates re-
building the power house at Racine, Wis. The station will be
no x 75 ft. and one story high.

Current for the electrical operation of the Manhattan Elevated.
New York, will be supplied temporarily from the station of the
Metropolitan Street Railway Co.

The Winnipeg (Manitoba) Street Railway Co. has adopted a
regulation requiring persons taking dogs with them on the street
cars to pay 5 cents for the dog.

The New England Construction Co. has secured an old charter
and will build an electric line in St. Albans. Vt., and to St. .-Vlbans
bay on Lake Champlain. three miles distant, and to SwantOn7 eight
miles distant.

Receiver Baer. of the Galveston City (Tex.) Railroad Co. has
been ordered by the court to pay $25,246.53 to Adone & Lobit.

738

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

ELECTRIC SEA SERPENT FOR PLEASURE
RESORTS.

The illustrations herewith show Mr. Walter Stenning's idea of
the sea serpent which sundry and divers travelers have reported
having seen at different times since 1555. It was built in Paris and
during the past summer ha^; been one of the attractions of the Jar-

liLECTRIC "SE.-V SERPENT" AT PARIS.

din d'Acclimatation. Our French contemporary, La Nature, says
concerning the sea serpent: "The visitors to the Jardin d' Acclima-
tation arrest themselves stupefied when they perceive circulating

SECTION OF HEAD.

softly in the alleys, through the foliage, this rolling monster."
And we do not blame them.

The serpent is about 100 ft. long and 6J2 ft. in diameter; it con-
sists of an electric locomotive drawing a train of cars carrying the
necessary storage batteries to furnish current. Each car is covered
with a ring of the animal's body.

MUNICIPAL OWNERSHIP.

At a banquet of the Merchants Club held in Chicago last month
two papers discussing municipal ownership of public utilities were
read. Prof. E. J. James, of the University of Chicago, gave his
reasons for his opposition to municipal ownership and operation:

"First, private management is, on the whole, more efficient and
operates under favorable conditions at a lower cost of production,
and leaves, therefore, possibly a larger margin of profit for the
community. This, in spite of the fact that individual instances may
be found of very capable public management; in spite of the fact
that municipalities may be able to borrow money at lower rates of
interest than private corporations; in spite of the alleged fact that
public employes have a keener sense of loyalty to the community
than private employes to the company; in spite of the fact that with
every passing year the efficiency of the municipality as a business
agent is increasing. How far it is yet behind a well-organized pri-

vate business may be seen in comparing the manner in which the
police service of this city is at present conducted and that, say, of
suburban train service on the Illinois Central or the delivery of
goods by Marshall Field.

"Another reason in my mind for rejecting municipal ownership
as a general and satisfactory solution at present is that such a solu-
tion would end in increasing enormously the functionary class in
our society — the class which, instead of depending upon its own
right arm and good cause for getting on in the world, depends on
getting a place at the public crib, where, protected by the conserva-
tism of public employment, it may lead a life, if not of ease, at least
of inertia, lack of initiative, and lack of strenuous elTort. This ob-
jection holds especially against a permanent civil service — the abso-
lutely essential condition of reasonable efiTiciency in public, as in
private, employment."

Col. E. R. Bliss followed Professor James and said in part:
"Municipal ownership, under existing conditions in this country,
does not mean the wiping out of monopoly; it means the destruc-
tion of private property, for the purpose of enabling a municipal
corporation to enlarge its functions and render an industrial service
previously rendered by a private corporation."

CONSOLIDATION IN PENNSYLVANIA.

It was announced November igth that the Lehigh Valley Trac-
tion Co., of Allentown, Pa., had arranged for the lease of the
electric railways of the Easton Consolidated Electric Co., which
will give the former company 150 miles of electric railways. The
lessee guarantees 10 per cent on Easton Consolidated stock. Mr.
A. L. Johnson is president of the Lehigh Valley and Mr. Charles
E. Flynn, general manager of the Easton company, will be general
manager of the consolidated lines. The Johnson roads in Penn-
sylvania include those in Allentown, the Bethlehems, Nazareth,
Palmer, Slatington, Phillipsburg and Easton, the Slate Belt road.
and the Kutztown & Hellertown.

The Inland Traction Co. is about to begin building an electric
line between North Wales and Chestnut Hill Park, and this, to-
gether with an extension of the line from Richlandtown and Hel-
lertown, now under way, will enable a passenger to go from Wil-
mington, Del, to Mauch Chunk, Pa., by trolley. As soon as these
extensions are completed it is expected that through cars to Phila-
delphia will be put on.

There are a number of important connections serving as feeders.
First beyond Philadelphia are the Willow Grove and Doylestown
lines, now in operation from Germantown.

The second is the Chestnut Hill, Roxborough & Norristown
Road, passing through Norristown and via the Schuylkill Traction
Road to Collegeville and Pottstown, with a connection (about to be
built) through Bridgeport to Valley Forge, to Phoenixville, thence
over the Montgomery and Chester lines to Royersford, where an-
other connection in course of construction will lead from Potts-
town, through Boyerstown to Reading, from whence a road now
runs to Lebanon.

The third will be the new Willow Grove and Glenside lines from
near Ambler, The fourth will be the projected line from Perkasie
to Doylestown, thence to New Hope, opposite Lambertville, N. J.,
a branch diverting to Easton.

The fifth is the newly built Bethlehem-Freemansburg lines to
Easton. The sixth is the Allentown-Kutztown line now in opera-
tion to Griesemersville.

MAYOR OF CHICAGO ON FRANCHISES.

In a recent letter to the River Improvement Association of Chi-
cago Mayor Harrison lays down five cardinal points to be consid-
ered in connection with any renewal of grant to the street railroad
companies. These points are:

1. Compensation, based upon a percentage of the gross receipts.

2. Reduction of fare during the crowded hours of the day.

3. Betterment of accommodations for the public.

4. A provision for municipal acquirement of the lines at the
expiration of the grant.

5. A requirement that before any franchise shall become opera-
tive it must first be submitted to a direct vote of the people for
popular indorsement.

Di;c. IS, lyoo.]

STREET RAILWAY REVIEW.

r39

PAINTING CARS.

I'raclicc in riiilacl(.l|ilii,i and Wasliinglon — Lcttfring — Painting
Roofs and Floors — Keeping rami Simp RithiiIs.

'riic rdiuinc of repainting a car at tin- slii)i)s of the I'liion Trac-
tion Co. of Philadelphia is as follows:

First day, burn ofT all old paint, saiidpajier and apply one coa^
of lead primer. Second day, putty thoroughly. Third day, sand-
paper and apply second coat of lead, himrth day, rub down, after
which operation the car should stand J4 hours. Fifth day, sand-
paper and apply third coat of lead, after which car should again
stand for 24 hours. Si.xth day, one coat rough stuff is put on In
morning and another in afternoon. Seventh day, repeat as on
sixth day. Eighth day, rub down and apply one coat of color.
Ninth day, apply two coats of color. Tenth day. stripe, letter and
decorate on the color coat and apply one coat rubbing varnish.
Eleventh day, rub with hair and apply one coat rubbing and tinisii-
ing varnish, mi.Ncd half and half. Twelfth day. apply one coat
finishing varnish.

This routine cannot be followed strictly at all times, and when
necessary one or two days arc saved by rushing the work.

The cost of labor for thoroughly repainting as described a close 1
car, with i8-ft. to 20-ft. body, averages $35, divided about as follows:

Burning, sandpapering and all colors $1500

Painting roof 1 .00

Varnishing sash 1.50

Variiisliing inside or oiling 1.50

\'arnishing outside, (Tirce coats 4.00

Lettering and striping 5.00

Painting floor and platforms 75

TrucKs I 00

Washing car 2.50

Blacking olif 75

Total $.W.oo

The total cost of material for doing this work averages from ?20
to $25.

The cost for painting an open car is virtually 10 per cent less th.in
the figures for the closed cars.

The Union Traction Go's, standard color for exteriors was for-
merly red, but it is now using a light yellow, it having been found
the yellows are cheaper, arc more easily touched up and therefore
wear longer, and do not shade down as quickly a.s the reds. For
mixing body colors the foreman painter uses one-half pint of raw-
linseed oil to 10 lb. of color ground in Japan.

All lettering is done with plain block letters in aluminum and
edged with black. Aluminum, taking into account its durability.
is considered as economical as color paints for this work.

Rcady-mi.xed paints are used for the trucks and roof. The dashes
are treated in practically the same way as the bodies, but not so
much oil is put in the priming coat.

All cars on the system are passed through the paint shop on.-e
a year for a thorough overhauling. They are washed and scrubbed
inside and out, seats given one coat of varnish, all paint touched
up where needed, trucks repainted and the body revarnished. this
work requiring on the average three days for each car.

The washing is done in a special room titled with hose, sinks
along the walls, and a cement floor built on a slight grade for
drainage. When a ear comes in to be cleaned, several men take
it in hand, and beginning at the top wash it down with hose,
brooms and scrubbing brushes, using clean water and Babbitt laun-
dry soap. Cars are also washed as thoroughly as possible each
night at the different car barns.

The paint storeroom in connection with these shops is excep-

tionally well arranged, Mr. D. G. McGcc, the foreman painter,
believing the best results can be obtained by insisting upon neat-
ness and system in every detail o( the work.

The room is practically fireproof, with cement floor. Along thi
right hand side is shelving lor the various colors. Ready-mixed
paints that are used every day are kept in J4 wooden tanks placed
down the center of the room, where their contents can be drawn
olT conveniently. On the left hand side arc the varnishes, turprn-
line and oils in 60-gallon metal tanks, each one marked with the
grade and name. At the rear of the room is a lye tank and a
rinsing tank with hot and cold water. The lye tank, which is used
for cleaning pots and cups, has a steam pipe entering at the bot-
tom for blowing steam up through the lye after it has been stand-
ing for any length of time.

Brushes arc hung on nails along the sides of a box divided into
compartments for the diflferenl standard colors, color brushes being
kept in turpentine, bristle brushes in water and varnish brushes in
varnish,

A chain hoist depending from a small trolley traveling on a run-
way supported from the ceiling enables barrels and tanks to be
moved around the room easily and deposited in their proper places.

The Capital Traction Co., of Washington, D. C, finds the follow-
ing routine for repainting cars gives as good results as any other
it has tried:

On open cars the old paint is first burned oflF. The side panels
are then smoothed off, sandpapered and given a coat of lead primer
composed of oil, Japan and turpentine. This surface is scraped in
with soft putty, sandpapered and rcputticd. Mr. W. E. Graham.
the foreman painter, holding the opinion that a Tittle more time
spent in preparing the surface before painting will show to better
advantage in the finished work, than time spent in rubbing varnish
laid on a poor surface. In accordance with this policy the panels
arc next given three coats of lead tinted, when they arc ready f;r
the two coats of color. On the second color coat is laid the orna-
mentation, and lettering in nickel with nickel stripe border line.
surrounded by a fine line of tinted white. The work is tinisheJ
with but one coat of rubbing varni.^h and one of finishing varnish.
Open cars are running on the road, with panels treated in this
way, that have not had a brush touched to them since 1892, and
the surface is still in good condition.

Closed cars are treated in the same manner, with the exception
that a filler of rough stuff is laid under the color and the work is
given an extra coat of rubbing varnish, as the larger expanse 01
panel surface on the closed cars makes a higher finish desirable
from an esthetic standpoint.

On closed cars the main convex side panel desipiates the route
the car is to take, and the concave panel bears near each end the
car number, and in the center the name of the company. The car
number is also placed on each dash.

On open cars the name of the line is painted on the top side-
panel; the first and last seat panels bear the car number and the
others a fancy design. The bottom sill bears the company's name.
The car numbers arc also painted on the dashes. This system oi
painting the route in large letters on the sides of the cars is appr.-
ciated by the public, but of course presents a serious inconvenience
to the operating department when it is desirable to temporarily
transfer a car to another line.

For rubbing varnish to a dead finish on doors and on interior
work, curled hair is always used in preference to pumice or sand-
paper. The hair is regular upholstering hair taken from old seat
cushions, and the foreman states that it is better than anything else
he has tried, as there is less liability of rubbing through or scratch-
ing the varnish and the finish obtained is more pleasing to the eye.

All cars are passed through the paint shop once a year for over-
hauling. At these times they are cleaned inside and out with soap^

740

STREET RAILWAY REVIEW.

[Vol. X, No. i2.

pumice stone and water. If the scats are in a fair condition they
are given a coat of varnish, but if in bad condition they are scraped
and receive three coats of varnish. Panels and dashes are touched
up if they need it, and the trucks and roof are given one coat oi
prepared paint.

It is the practice to paint all iron work, including draw bar,
bumpers, etc., with Prince's mineral brown.

Mr. Graham has a way of painting car floors that will commend
itself to the practical man. He does not attempt to regrind paint
skins and scrapings, but throws all skins, leavings and waste paint
of whatever kind into a tub partly filled with oil and turpentine
mi.xed, where they remain until a floor paint is wanted. This slush
mixture is then well stirred and strained through a fine colander,
the resulting paint being saved and the residue in the colander
thrown away. The paint is of course a nondescript color, but has
good body and wears exceedingly well on floors. When painting
floors an extra coat of the paint is laid on where the most wear
comes, as in front of all cross scats and on running boards of open
cars, and on steps and platforms of closed cars.

When painting new canvas roofs no paste or sizing of any kind
is used. A layer of linseed oil, tinted, is first laid on, and then
three coats of white lead, tinted. All roofs are white and the tint
is added to the coatings so the painter doing the work will not
lose his place and leave some portion of the roof untouched.

Color brushes are kept in water and varnish brushes in varnish
cut with a dash of turpentine.

Mr. Graham has a convenient way of keeping for ready reference,
records of the work done by the paint shop upon all cars of the
system.

Upon a sheet of paper mounted on a board he rules longitudinal
columns, one for each division, and places in each column tlie
numbers of all cars that run on that division. When a car comes
to the shop he places a pencil mark after the car number. Wh'.-n
the car has been overhauled and goes out he changes the first mark
to a cross. The cars that were overhauled the previous season
are designated on the record by a cross mark in front of the car
number. By glancing at the sheet the foreman painter can tell
what cars are in the shop, what ones have recently been through
the shops, and what ones have not been recently overhauled, this
information guiding him in his report to the manager as to how
many cars he can accommodate in the paint shop each day, and
what cars should be sent. This record is for quick reference only,
a complete record showing in detail just what has been done to
each car being kept in a blank book for reference when more accu-
rate information is wanted.

HANDLING SCRAP.

Mr. J. A. Carney, of the Chicago, Burlington & Quincy R. R.,
recently read a paper before the St. Louis Railway Club, in which
he described a method of handling machine shop scrap. The scrap
divides itself into three classes; (i) borings and turnings; (2)
punchings and shearings and odds and ends weighing not more
than five or six pounds, and (3) large pieces. Borings and turn-
ings should be collected in wooden trays set under the machine,
thus catching nearly all the scrap; the small quantity which falls
outside the trays can be collected by the sweeper, who wheels the
scrap to a bin where it can be conveniently loaded into cars. At
one shop this bin is arranged something on the coal chute order.
The bins are filled from a platform on one side, and are so ar-
ranged that they can be emptied into a car on the other side by
means of a suitable chute or apron. By this method no shoveling
whatever is done. The only sorting that this kind of scrap can be
given in most shops is to keep cast iron separate from steel and
wrought iron.

Punchings, shearings, odds and ends, should be put into boxes
of about 200 lb. capacity at the machine where they are made.
These boxes, when full, are carried to the scrap shed, where they
are piled up ready for shipment to the scrap dealer, or to a central
point, where the scrap is sorted. If the scrap is sold, the boxes are
dumped into cars. If, however, it is going to some central point
for sorting, the boxes filled with scrap are carried into the cars and
piled up securely. At the central point the scrap is unloaded in
the boxes, sorted and thrown into the scrap bins, the boxes being
returned to the point from which they started. The advanta^°j of

handling scrap in boxes are (i) reduced cost of labor for handling
and (2) sorting by a natural selection.

The old method of piling scrap up on the ground, then when
the pile got in the way to move it to some other place, handling
it with a shovel or picking each piece up by hand, was expensive.
Practice has developed that a 200-lb. unit is an easy and con-
venient one to handle. The cost of handling small scrap by the
old method amounted to about 20 cents per ton for each handling;
by the bo.x method it can be handled for about 6 cents per ton.

Where work on machines is fairly uniform the scrap made must
necessarily be of about the same quality. This scrap, when col-
lected and stored in boxes, requires little if any sorting. In this
way machine shop scrap, blacksmith shop scrap and boiler shop
scrap, especially that covered with scale and known as "lime" scrap,
are kept separate, and can be sorted in 200-lb. units much quicker
and easier than if each piece, weighing a few ounces, is handled
separately.

The boxes used are made of i-in. unfinished pine, and are 24X
14x5 in. deep, inside dimensions. The sides are extended to make
handles for carrying, and the ends are bound with hoop iron.

Pieces of scrap too large to go into boxes are economical units
in themselves, and are handled a piece at a time.

WOOD STAINS AND COLORS.

Wood stains diflfer from paint in that they are nearly transparent
and bring out the natural beauty and richness of the wood itself,
and while they impart a new color or tint, they do not spoil or ob-
literate the markings of the grain. Paint is a coat of colored pig-
ments laid over the surface but stains act directly on the substance
of the wood by chemical process. Both stains and paints must be
finished with varnish if a hard glossy surface is desired.

To stain any wood yellow the timber should be coated with a
hot concentrated solution of picric acid which will also give a fairly
good polish. To procure a gray tint, apply a solution of one part
nitrate of- silver to 50 parts distilled water; over this apply a solu-
tion of ferric acetate until the requisite shade is produced. These
stains are poisonous and should not be allowed to touch the hands.

A rich purple may be obtained by boiling i oz. of madder and
}/2 oz, of fustic in 2 gallons of water. The solution should be ap-
plied while boiling hot by brushing over the wood until the desired
shade is obtained. Next apply a weak solution of nitric acid and
finish with a mixture made as follows: Put 9 oz. of dragon's blood
and 2 oz. of soda, both well bruised, into 6 pints of spirits of wine.
Let the compound stand in a warm place, shake frequently, and
apply with a soft brush, repeating the coats until the proper color
is reached. Afterwards polish with linseed oil or finish with var-
nish.

A good mahogany stain can be made by dissolving 2 oz. of
dragon's blood in i quart of turpentine. To obtain a walnut stain
dissolve some dry burnt umber in vinegar or mix i lb. of dry
Venetian red with i pint of asphalt and i quart of turpentine. A
fine red-brown can be imparted to maple, or a good yellow-brown
to oak and fir by the application of a solution composed of 50 parts
of commercial alizarine in 1,000 parts of water, to which ammonia
is gradually added till its presence can be perceived by the sense
of smell. When over this coat is brushed a i per cent solution
of chloride of barium, the maple takes a dark brown tint, and the
oak and fir a lighter brown. If a 2 per cent solution of sulphate
of magnesia be substituted for the barium, a dark violet-brown
will be obtained on the maple, and a dark brown on the oak and fir.
Alum and sulphate of magnesia will make maple a vivid red and
oak or fir a blood-red. Chrome and alum give to maple and fir a
reddish brown, and to oak a fine Havana brown.

CONCERNING CAR JOURNALS AND BEAR-
INGS.

A review of the subject of hot journals by Mr. Josef Grossman,
inspector of the Northwestern Railroad, of ."Austria, has recently
appeared in the Zeithschrift des Oesterreich. and was translated for
the American Engineer. Mr. Grossman considers that experience
as well as the elaborate tests discussed in the proceedings of the
Institution of Mechanical Engineers (England) in 1883 show that
a car journal cannot be oiled from the top. The lubricant must
therefore be supplied from below, the journal running in a bath

Dkc. 15, lyx). .

STREET RAILWAY REVIEW.

741

or ill cimUicl willi a swal) or iKickiiig. If llic bearing extends too
far arouiul llu' journal it will cramp and transfer tlic points of
greatest pressuro from the lop to the sides, and the oil applied to
the lower part of the journal will be scraped ofT.

To avoid cramping and because of the unsatisfactory behavior of
oil leaders, Mr. Grossman recommends a narrow bearing without
oil grooves or leaders, but there are small holes through the top
of the bearing and the pressure of the oil layers between the
working surfaces is utilized to force small quantities of oil to the
back of the bearing, whence it runs through grooves to the un-
loaded portion of the bearing, thus providing for a circulation o,'
the oil. This bearing is shown in the illustration; it is stated tli.il
these bearings have been used in .\ustria (or three years with goorl
results.

BALL-BEARING TROLLEY BASE.

In our issue of .Vugust last, page 428, mention was made of the
journal bearings used by the Indiana Railway Co., of South Bend,
Iiid. These are ;nuch narrov.c- than the bearings generally used. the
brasses for journals 3^x8 iiu having a projected width of only I'/j
in. and those for journals 4x^ in. a projected width of only 2'/j in.
The M. C. B. standard journal brass for 3^-in. journals is 3^ in.
wide, and that for 4;4-'"- journals is 3% in. wide. The superin-
tendent of tlie Indiana Ry., Mr. Mark Cummins, stated that th;
narrow bearings had been used by him because they wore longer
and gave less trouble from hot journals.

UNUSUAL CAUSE OF BREAKAGE OF INCAN-
DESCENT CAR LAMPS.

An interesting story of a "trouble" recently came to our knowl
edge, and the statement of the case may be of assistance to others.
The facts are as follows: The auditor of a large railway company
found that the number of incandescent lamps for the cars, required
at one of the terminals, was very much larger than he thought it
ought to be, and called the superintendent's attention to the mat-
ter. The superintendent made an investigation and after a con-
siderable time discovered that the fault lay with the men who
dusted the interior of the cars. The feather dusters used, by fric-
tion on the varnished surfaces of the car, became charged with
static electricity, and when brought near the lamps attracted the
filament so that the latter was broken.

Such trouble from static electricity is not unusual in shops wdiere
there are belts running at high speed and much dust flying, the
hot filament of the lamp being attracted to the glass and cracking it.
* » »

TEST OF WOODEN PULLEY.

Recently the Dodge Manufacturing Co., of Mishawaka, Ind.,
received an order for an iron center, wood-rim pulley 46V2 in. in
diameter and 16 in. face, which was to be tested to a rim speed of
9,000 ft. per minute. When this order was filled a duplicate pulley
was also made with the object of testing it to destruction. The maxi-
mum speed attained in the test was 2,400 r. p. m., corresponding
to a velocity of 28,889 ft. per tninute for the rim. Further tests are
to be made with the idea of determining the maximum speed the
pulley will stand.

There is a difference of opinion between the heads of the city de-
partments of Water Supply and of Sewers and the Rapid Transit
Commission as to the utility of building side galleries for pipes in
the New York underground tunnel. The galleries contemplated in
the tunnel plans extended only for a distance of 5,000 ft.

The accompanying illustration shows a patent trolley base, now
being used by the Montreal Street Railway Co., of Canada. The

l.MPKOVKD TKOi.LEY IIA.SE

pole socket revolves upon a shaft in the usual way. but it is also
fitted with ball bearings which permit of every oscillation in con-
formity with the changes of position in the overhead line. The
base is made in malleable iron, and is cheap and durable. It has

PARTS OF BASE.

been in use on the Montreal Street Ry. for some three years and
has given the best of satisfaction. It is the invention of an official
of one of the local roads.

•*-•"*■

ASSESSMENTS OF CHICAGO ROADS.

.As modified by the state board of equalization the assessments
of the street railway companies of Chicago are:

Chicago City Railway $700,000

Chicago Union Traction 600.000

Chicago Consolidated Traction 100.000

Chicago Electric Traction 10.000

Chicago General Railway 20.000

South Chicago City Railway 30.000

General Electric Railway ^.ooo

PROVIDENCE FENDER MOVES TO NEW YORK.

The Consolidated Car Fender Co.. which has had its general of-
fice and factory at Providence. R. I., has moved its headquarters
to New York City, and opened offices at 39 and 41 Cortlandt St.
This has been found necessary on account of the rapidly increasing
business of the companj-. The .American factory will remain at
Providence as heretofore.

General Manager Woodworth also advises us he has completed
arrangements for the manufacture of his fenders in Canada, and
will make them in Ottawa at the works of the Ottawa Car Co.
Hereafter all the Providence fenders used in Canada will be made
in Ottawa.

742

STREET RAILWAY REVIEW.

[Vol.. X, No. 12.

THE LINK-BELT STAIR-LIFT.

We ilhistr.ito, this month, in the Link-Belt stair-liit, the latest
development in that line of passenger elevators known gcnerically
as moving stairways. The field of the moving stairway seems
already well marked out. Where the problem is to handle a large

passage around the sprocket wheels or rollers, and perfect rigidity
in the other direction, providing a perfectly secure and solid foot-
ing. This belt carries shafts with self-oiling rollers at intervals.
The framing provides two tracks, an upper one and a lower one.
A stationary frog at the fobt of the stairway switches alternate
shafts into the upper and lower tracks in luni, tlius deflecting the

WORM GEAR CONCEALED IN BALUSTRADE

LONGITUDINAL SECTION OF STAIR-LIFT.

number of people expeditiously from floor to floor, the standard
passenger elevator must take a rear rank position, both as to capac-
ity and convenience. The fact that a moving stairway keeps
everlastingly at it, and is doing efficient work all the time, gives
it its tremendous advantage over any elevator, however large for
handling great numbers of people for one story. It never has to
go back after another load. Two general types have been evolved
hitherto in the efifort to meet the demand for an efficient machine.
The first is simply a moving belt inclined upward. The second
consists in detaching the steps of an ordinary stairway from each
other and attaching them to an endless chain, and thus forming
an elevator. The objections to this scheme are the necessity for
extending the stairway into a moving platform at both top and
bottom, its great weight and the space occupied. The objection
to the first type is obviously the fact that the passenger does not
stand on a level step.
The stair-lift seems to meet the conditions for a practical machine

DETAILS AT LANDING.

very fully. It is strong, efficient mechanically, and light. It par-
takes of the good features of both of the earlier conceptions and
of none of their faults. The belt construction gives compactness
and lightness, and the fact that the passenger stands on a level
tread attains to the one advantage which the second type men-
tioned above has to offset its cost.

The stair-lift is composed of an endless belt made up of steel
links, so arranged as to give flexibility in one direction, permitting

belt into alternate treads and risers. The cut of the foot housing
shown herewith with the floor cut away gives a view of the flat belt
as it comes around the foot idlers, and of the belt after it has
formed into the treads and risers. The passenger simply steps on
and is carried smoothly, rapidly and comfortably to the top, there

GENERAL VIEW,

Dec. is, ii/k).

STREET RAILWAY REVIEW.

743

lo be delivered safely, surely and ca.sily, whether he rcmeiiiljers
to step off or not. This is where the advantage ot a flexible belt
comes in. It makes it possible lo run the entire belt around a very
small sprocket roller at the head in close proximity to the dull
edge of the l.-nuliiig plate placed slightly below the highest level
reached by the lrca<l in its ascent. The form of construction at this
point is well shown in the engraving.

The stair-lift is the invention of Mr. James Mapes Dodge, presi-
dent of the Linl<-I?elt I'.ngincering Co. and of the Dodge Coal
Storage Co., a gentleman whose large experience in elevating
machinery would seem to give some weight to his productions in
the line of a continuous elevator for people.

The applicability of such a machine to the street railway world
is obvious and immediate. For elevated railroads, for surface
roads connecting with elevated roads, for roads running in a
subway, it is destined to provide means for overcoming cheaply
and completely the objection of thr average human being to climb-
ing stairs.

The stair-lift is actunted by an electric motor, placed beneath
the floor. Traveling at the rate of 90 ft. per minute, with a pas-
senger on each step. ,1.000 people per hour can be elevated without
crowding or delay. From rail to rail, the stair-lift is 3 ft. in width.
The belt is only 21 in. wide, tests having proved that a greater
width does not give any increase in actual carrying capacity. It
may be noted in this connection that large passenger elevators in
one of the biggest railroad stations in the country show a maximum
of seven people a minute in rush hours, whereas this apparatus at
the speed mentioned, 90 ft. per minute, will handle more than
fifty. Unlike the vertical elevator, the stair-lift requires no attend-
ant, and as but 5 h. p. electric current is required for a machine
adapted to a vertical distance of 16 ft. under maximum load, its
economy of operation is apparent.

NOTES ON TRACK.

The following notes are abstracted from reports submitted at the
annual meeting of the Roadmasters' Association of America, held
in Los Angeles, Cal., November 13th to isth.

Mr. Gurdon W. Merrell presented a report favoring the adop-
tion of a resolution recommendin.g the reversal of alternating bolts
at the joints where the rails used are high enough to permit the
nuts placed on the inside to clear the wheel flanges. His reasons
for this are several. The shoulders on bolts in slots in the angle
bar cause an luidue proportion of the stress due to expansion and
contraction of the rails to come on one angle bar. frequently break-
ing the bolts and crowding the joint out of line. The staggering of
the slots for spikes makes it impossible not to have some spikes so
placed that they can not be driven or pulled without removing the
bolt; by reversing alternate bolts the heads may be placed over
such spike slots and this interference avoided. In case of a derail-
ment of a single pair of wheels they will shear the bolts when
striking the nuts while they will not damage them if striking the
heads.

Messrs. T. Hickey. G. M. Brown. T. S. CafTerty. J. \V. Meredith.
H. Ferguson and P. W. McKeon made the following recommenda-
tions concerning the plugging of ties. i. Since every spike hole
left unplugged tills with water after the first rain, which remains
there to soften and rot the tie. where a spike is withdrawn for any
purpose the hole should be plugged and spike redriven in the same
place, when practical to do so without weakening the tie by putting
in a new place and cutting otT more of the fiber of the tie. 2. A
spike driven in the lie plug, more particularly in soft wood ties,
holds with more than double the adhesive force with which it held
when first driven; the advantage of driving the spike into the tie
plug results from the fact that when a spike is driven into a tie it
must displace and carry down with it a sufficient quantity of fiber
to allow the body of the spike to be partly unsupported, whereas
when driven into the plug it enters lengthwise of the grain of the
plug and simply compresses the fiber of the plug against the walls
of the spike hole. 3. Experience has demonstrated that the best
kind of timber from wdiich tie plugs should be made is second
growth elm. white oak. and ash. in the order in which they are
mentioned; cedar and pine are totally unfit for tie plugs, the timber
being too weak and brittle to stand the impact of the blows neces-
sarv to drive them home, so that they will break off when only

partly driven. This is a very scrioun delect, because while it may
plug the hole against water, if the itpikc thuuld be driven into it,
it will go partly down with it, and thus leave the >pike unbraced
cither at its neck or at its point. The tic plug, therefore, should be
of soimd, hard, tough timber to secure the best results. Klin lia«
the preference over oak, because when pressure and friclion are
applied to elm it develo|)S a rough surface, whereas where ttie latnc
forces arc applied to oak it develops a smooth, slippery surface.
<Jak is also heavier and more costly. .Ash is but very little differ-
ent from oak as far as its qualities are concerned.

Mr. J. M. Meade, resident engineer of the Santa I"c, Topeka,
Kan., presented a paper on the "Chemical Treatment of Cross
Ties," and gave data on the cost of the zinc-tannin or Wellhouse
method at the Las Vegas tic treating plant of the company. The
figures for 1898 were: chemicals, 10.97 cents; labor, 2.50; fuel and
supplies, .31, a total of 13.78 cents per tic. For 1899, the cost was:
chemicals, 12.11 cents; labor, 2.26; fuel and supplies, .33, a total of
14.70 cents per tie. The average for the two years is practically
J4'/4 cents per tie. The Santa Fc has three tie-treating plants with
a total aggregate capacity of over 11,000 lies per day.

SPECIAL CARS IN CALIFORNIA.

The Los .'\ngeles (Cal.) & Pasadena Electric Railway Co. owns
a number of interesting cars, several of which we arc able to show
herewith through the courtesy of Mr. W. H. Smith, manager.

FIG. 1 OBSERVATION CAH.

Figs. I and 2 are exterior and interior views of a parlor car
rebuilt from a standard coach. It has wide observation platforms,
a feature that adds greatly to its value as a pleasure car. The

FIG. 2 INTERIOR VIEW.

interior furnishings include complete buffet, with china closet, ice-
box and running water, electric stove and heater, and portable
dining and card tables. The car is lighted with two i,ooo-c. p. direct

744

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

current arc lights inside and one outside, which are operated 'n
scries with the arc headlight, the resistance of the lamps being used
to heat the cars at night, which is necessary the year round in
California. Tlic arc lights are the invention of the chief electrician,
Mr. S. H. Anderson, and any number up to eight can be operated
in series, consuming but 2;/. amperes. The company is now equip-
ping all of its cars, inside and out with this style of light, and finds
them to be as economical as iho small incandescent lamps and

no. 3-STANDARD C.\R.

far more satisfactory to the traveling public, as they will give a
perfect light, even though the voltage drops 150 volts, whereas
incandescent lamps would give hardly a glow. The car is equipped
with two 50-h.p. Westinghouse motors and axle-driven air brakes.
Fig. 3 is the company's standard coach, 35 ft. long over all. It
is equipped with two 50-h. p. motors and axle-driven air com-

■ ^^.^

feJ|

. - - .

pressors for the brakes. The seating capacity is 42, but upon
one occasion the car has carried in one load 174 passengers from
Los Angeles to Pasadena, and none were on the roof.

Fig. 4 is one of three cars which were originally constructed by
the old company to be used as trailers. They were found to be too
heavy for that purpose, however, and were therefore equipped with

Fig. 5 shows a combination mail coach recently put in service
under contract with the Government. It is 42 ft. 5 in. long, witTi
l6-ft. mail compartment, and is equipped with two 50-h.p. Westing-

FtG. (.—STANDARD SHORT CAR.

house motors, air brakes, interior arc lights, and arc headlight. It;
seating capacity is 32 persons. The car makes three round trip*
daily between Los Angeles and Altadcna.

Fig, 6 is a standard "dinkey" used in local service in Pasadena.
It is equipped with two 25-h.p. Westinghouse motors and arc
headlights.

Fig. 7 illustrates the company's wrecking car, which is equipped
with two 40-h.p. Westinghouse motors, and will pull a is-ton cor
up a 7 per cent grade. So ea'sily does it handle the heaviest cars

-WRECKING CAR.

on the road, the wrecking crew have hung up a sign in one eni
reading "All cars look alike to me." The wrecker is provided with
several appliances for the quick handling of wrecks of all kinds, one
of these being a four-wheel "dolly" truck used in cases of broken

ry~^^9Br

•-^>^

FIG. S-COMBINATION MAIL COACC.

two so-h.p. Westinghouse motors and air brakes, and are now used
to pull a light but substantial trailer, the seating capacity of the
two cars being 72 persons. On the occasion of a big Republican
rally in Los Angeles during the recent political campaign, the two
cars hauled 153 passengers on one trip.

FIG. 8-STANDARD TRUCK.

axles and wheels. The "dolly" is run under the car in trouble, the
truck is chained to the body, and the car hauled to the barn by
the wrecker, with "dolly" acting as one truck.

Fig. 8 is the company's standard truck, which it builds at its own
shops.

Dec. 15, 1900.]

STREET RAILWAY REVIEW.

745

111 KiK. ') 'irc sliowM difffrciUc views ijf the Mt. I. owe division
from Alladfiia lo Alpine Tavern.

Mr. SniiUi adds tlie following infornialioii reg.-irding (lie praiiiic
of cleaning cars:

"All of our cars except llie tliree used for hauling trailers arc
ui)li()Istercd in plush and arc cleaned throughout once a week with
compressed air. Owing lo the. fact that our cars He over half an
hour after each round trip at the Pasadena terminal, we arc enabled
to keep them swept and the windows very clean at a slight cost. We
never use water on the windows or car bodies, but use for window
cleaning 'Bon-ami' soap, and one man can clean the windows ol
one car perfectly in 20 minutes. For car bodies we use a liquid
car cleaner, which we find has increaseil the life of the varnish six
months and keeps the surface of the body always looking bright.

OPENING OF ALBANY & HUDSON RAILWAY.

(Jrailite Gate, "Ye Alpiue Tavern," and View iH'tween Eclioand .Miiine.
FIG. 9-SCENES OX THE WT. LOWE DIVISION.

The aisles of all cars are carpeted, we having found after a great
deal of experimenting that carpet wears the longest and is quite
an attraction to passengers, and has the moral effect of assisting ns
to keep the cars cleaner, as we find that passengers of all classes
will invariably scrape their feet before entering the car, and it is
very seldom that cars are littered up with peanut shells, etc. We
are also very strict regarding the rules posted in both ends of cars
prohibiting the spitting on the floor, and the carpet has its effect
in preventing that disgusting practice.''

'I'hc formal opening of this line occurred on November 22<1 last.
On that (lay a parly of KX) invited guests, including a number of
gentlemen prominent in engineering and manufacturing circles,
left the Grand Central Station, New York, at 9 a. m., by special
train, and were taken to Hudson. Here two of the new electric
cars were in waiting, and the run was made to Rensselaer at an
average speed of 35 miles an hour, and a maximum of 50 miles
on several stretches. On the return trip the party inspected the
transmission line, power house, the North Chatham sub-station,
etc., and It was evidently the verdict of the parly that the pro-
moters and engineers were to be heartily congratulated upon the
manner in which they had faced and solved the intricate i<roblenis
envolved.

During the trip from Hudson to New York an ibiboraii- luiuh-
eon was served under the direction of Dclmonic<i

FINANCIAL REPORT OF SOUTHERN OHIO
COMPANY.

The Southern Ohio Traction Co., of Hamilton, C, held its quar-
terly meeting in the Garfield building, Cleveland, November ijth.
President Will Christy, of Akron, presiding. The financial report
showed that the gross receipts of the company for the period from
-May 1st to November 1st were $171,040.62, the net earnings $88.-
076.69, and the surplus $42,406.95. .-V dividend of three-fourths of
I per cent, payable December 1st, was declared. M, J. Mandcl-
bauin, chairman of the executive committee, reported the negotia-
tions for the extension of the company's line to Cincinnati as
progressing satisfactorily.

< • »

STREET RAILWAY MAIL SERVICE IN
GERMANY.

The city of Frankfort on the Main, Germany, which operates the
street railways and has recently converted them for electric traction
has made a contract with the imperial postal bureau for transporting
the mails between the central post office and the railway station,
which is a union station. Tracks have been laid in the court
of the post office building and before the station, and special cars
have been put on for the ser\'icc.

These cars are 25 ft. over the buffers; 5.8 ft. wide, and 11.15 '*•
high above the rail. The body is 15.74 ''• 'ong anJ divided into two
compartments one of which is three times as large as the other. The
smaller compartment is used for letters and registered packages
and the larger one for ordinary packages. It is expected that by
using these larger vehicles the number of trips between the stations
will be reduced to 20.000 per annum instead of 50,000 as formerly.

VESTIBULES IN MASSACHUSETTS.

The Massachusetts Railroad Commissioners will soon render
their decision on the question of whether vestibules shall be placed
on Boston street cars. Tlie Lynn & Boston, the West Roxbury &
Roslindale. and the Boston Elevated petitioned to be exempted
from the law which makes vestibules compulsorj- outside of Boston
and leaves their use within the city to the discretion of the Railroad
Commissioners. A hearing was given the petitioners in November
and the case continued until December 17th.

BICYCLES IN TACOMA.

It is the practice of the Tacoma (Wash.) Railway & Power Co.
to transport bicycles on its cars, the wheels being carried on the
car fender. Owing to the inconvenience caused by the delays of
loading and unloading the bicycles, the company has been obliged
to refuse to carry bicycle? between 4:45 and 7:15 p. m., the period
of greatest traffic

The Toledo (O., Fremont & Norwalk Electric Ry. sells 1,000-
mile ticket books that are transferable.

An employe of the Cleveland City Ry., having been detected
in taking tickets from the company's safe, has confessed that he
has stolen $1,500 worth of tickets which he sold to conductors at
half their face value.

r46

STREET RAILWAY REVIEW.

[Vol. X, No. I2.

LAYING TRAMWAYS IN GERMANY.

THE HAMMOND SANDING DEVICE.

A number of attempts have been made in Germany to devise
means for lessening the cost of maintenance of tracks laid in
streets with asphalt pavements.. United States Consul Hughes, of
Coburgr, writing to the State Department, states that just now much
is being said in praise of a system which is being tried in Berlin.
Contrary to the ordinary practice of laying the rails immediately
upon a foundation of concrete and in direct contact with the
superimposed asphalt, the new method consists in placing the rails
upon a bed of coarse gravel and running a line of hardwood blocks
along each side of the rail.

BUFFALO SNOW PLOW.

The accompanying illustration shows one of seven double shear
snow plows built in its own shops by the International Traction
Co., of Buffalo, after designs of Mr. Robert Dunning, master
mechanic. The framing in the body is of oak, very heavy; the side
sills are 6 x 12 in. and on each side one of them projects forward to
support the front end of the shear. The shear is set at an angle of
about 45 degrees with the center line of the car and is made in two
pieces so that when it is desired to have the shear higher above the
track it is only necessary to lift the lower half. The bracing of the
shear is of old flat and T-rails and at the back it is supported by
vertical T-rails which slide in grooves made to receive the rail
heads. The side frames of the truck arc made of two steel chan-
nels enclosing an oak timber; these side bars are also extended to
support the lower corner of the shear.

The track sanding machine shown in the accompanying engrav-
ing is the invention of O. S. Hammond, of 102 Pearson Ave.,
Toronto, Ont. It consists of the following essential parts: A
hopper for the sand, carried underneath and running the full width
of the car. immediately in front of the forward pair of wheels; a

HAMMOND SANDEK.

spindle inside and near the bottom of the hopper, having upon its
surface, right and left hand threads or helically arranged projec-
tions, which when the spindle is rotated carry the sand from the
center of the hopper each way toward the ends; spouts at the
ends of the spindle to guide the sand to each rail at a point just
in front of the wheels; a system of levers whereby a pawl is made

liUFFALO SNOW PLOW.

A flue or levcler at the side is operated by chains which are
wound around shafts driven by worm gearing. On the side where
the fluke is used the lower half of the opening in the cab is closed
with a door and a heavy curtain pulled down to meet it; on the
opposite side the car may be entirely closed by a door making the
cab very comfortable for the men.

Each plow is fitted with two G. E. 57 motors and, fully equipped,
weighs about 13 tons.

Three men are required to operate the plow, one at the control-
ler, one to adjust the shear and fluke, and one for the trolley pole.

It is announced that work will be commenced in the early spring
on the Grand Rapids (Mich.) & Ionia Ry. The route will include
Lowell and Saranac.

to engage a ratchet wheel at one end of the spindle, and thereby
rotate the spindle a portion of a revolution at a time, causing the
sand to be fed upon the rails. The levers are operated by means
of a foot piece projecting up through the front platform.

-Among the claims made for the machine are that it is positive
and economical in action and it will work with wet or lumpy sand.

LOW WIRE COSTS $4,000.

Arbitrators, to wliom the decision of the case was left, last month
awarded Mrs. Ada L. Little $4,000 for the death of her husband,
who was thrown from a freight car by reason of striking a trolley
wire of the Chester (Pa.) Traction Co. The plaintifT had sued for
$50,000.

Di;c. 15, 1900]

STREET RAILWAY REVIEW.

747

HALF FARES.

The first car was run over the Auburn (N. Y.J ami SkancalcK's
clcdric lino early in November.

The street railway system (jf (juadalazara, Mexico, has been pur-
chased by a PittsburK (Pa.) synilicate. ,

Work will be ccminieneeil on the 'I'cjledo, I'ostoria & I'inillay
ICIeetric Ky., early in the summer o( lyoi.

Tin- iirnpi.seil eUiliie intiTurban between rireenliehl ami Koki
mu, Ind., will nol be built until next year.

November ijth, 2,400 ft. of trolley wire was stolen from the
pules of the Calumet Electric Street Railway Co., of Chicago.

An iirdinance requiring street cars to be run 17 hours per day
failed In p.i^-. llic l'.,iy City (Mich.)' council over the mayor's veto.

Fare boxes will be put in the cars of the Terre Hautc-Brazil
(Ind.) line, thus relieving motormen of the duty of collecting fares.

The HulTald (N. \.) Il.indnirg & Aurora Ry., which was opened
October ,sth, has established an hourly service between these cities.

There are said to be four separate companies contending for the
rights of way for an electric line between Toledo and .Adrian, Mich.

The Dallas (.Tex.) Consolidated Electric Ry. has acceded to the
requirements of the city and will use a "4-II). grooved Johnson
rail.

Pres. John M. Roach, of the Chicago Union Traction Co., pro-
poses to erect two clubhouses for the use of employes and their
families.

The Tuscarawas Railroad Co. has inaugurated a street railway
mail service on its lines running between Uhrichsville, O., and New
Philadelphia.

The Duluth-Superior Traction Co. properties for the first nine
months of 1900 had gross earnings of $324.8.10 and operating ex-
penses of $197,278.

A new street railway mail car has been put on the lines between
Los Angeles and Garvanza, Cal., affording a service of seven mails
each way per diem.

The new circuit line between McKeesport and VVilmcrding, Pa.,
built by the United Traction Co., of Pittsburg, was put in opera-
tion November 22d.

William A. Boland was granted a franchise in Jackson, Mich.,
November 19th, by wdiich the franchise of the Jackson Street Rail-
way Co. is repealed.

The Stamford (.Conn.) Street Railroad Co. has completed its
extension to Glenbrook, and a regular service between the two
cities has been inaugurated.

Gross earnings of the Cleveland Electric Ry. for October, 1900,
were $185,000, which was $32,200 better than for Ocluber. 1808. and
$45,000 better than for October, 1899.

The Indianapolis (Ind.) Street Railway Co. will remove its sys-
tem of feed wires in the down town district so as not to conflict
with the work of the fire department.

Mr. Ira A. McCormick. general manager of the Cleveland Elec-
tric Ry., has made a number of improvements which have procured
for him the hearty approbation of the local press.

riie Millcreek \alley Street Railway Co.. Cincinnati. O., has
applied for permission to lay double tracks over the entire route
between Glendale and Hartwell. in llann'hon Countv.

'i'he first spike in the new electric railway being built by the To-
ledo to.) & Western Railway Co. from Toledo to Sylvania, was
driven by President Luther Allen, of Cleveland, November 9th.

Montana will have the longest electric railway in the world when
the proposed line from Billings to Great Falls is completed. An
important branch of this road's business will be the hauling of coal

and ore.

The Twin City Rapid Transit Co., of Minneapolis, in its report
for October shows gross earnings of $240,793, an i/lcrcasc of $11,-
584; net, $131,291, an increase of $7,965; and surplu.s, $63,035, an in-
crease of $10,689.

The Tacoma-Seattle Ry., is making preparations for the rapid
construction of its line. A saw mill with a capacity of 20,000 to
.10,000 feet per day has been erected on the Puyallup reservation to
get out ties and timber.

The Columbus, Lima & Northwestern Railway Co., recently in-
corporated, has secured control of the Detroit & Lima Northern,
a steam road, which will soon be equipped for electric traction and
extended through the Scioto valley.

A new trolley line, one mile long, has been completed at League
Island Navy V'ar<l, Philadelphia, for the purpose of saving the men
a mile walk across the prairie, in winter. It Is understood that
no fare will be charged on the new line.

The completion of the Toledo, Fremont & Norwalk Street Rail-
way Co's. interurban line was celebrated by a sumptuous banquet
at Toledo, November loth. Officers of the line and their friends
participated, and covers were laid for 35.

November 27th an ordinance was presented to the Chicago coun-
cil asking permission for the Citizens Electric Street Railway Co. to
build an electric line in Foster and Lincoln Aves. Nothing is known
as to the interests asking this franchise.

The Twin City Rapid Transit Co., of Minneapolis, Minn., will
make a special effort to keep both its interurban lines in regular
operation during the w'inter. For this purpose several additional
25-ton snow plows have been purchased.

The Buffalo & Niagara Falls Electric Railway Co. proposes to
remove its car barns from Gratwick to the Military Road, near
Hcrtel .-Vve., Buffalo. ,\ new brick and steel structure for the pur-
pose will be completed by January I, 1901.

The Chattanooga (Tenn.) Rapid Transit Co. has acquired the
property of the Chattanooga & Northside Street Railway Co.
Bonds to the amount of $1 10,000 have been issued on the pur-
chase, and taken by C. P. King, of Philadelphia.

The construction of the proposed electric line between Mechan-
icsburg (Pa.) and Carlisle was commenced November 8th. and cele-
brated at ^[echanicsburg with imposing ceremonies. The first
spike was driven by Miss Janet Hufford. of Reading.

An agreement has been effected by the street cleaning commis-
sioners of New York City and the street railway companies oper-
ating there, by which the latter will remove the snow from the
principal streets covered by their tracks, during the winter

William A. Boland, who has applied for a franchise for his in-
terurban railway, in Ann Arbor, Mich., proposes as the rate of
fare ll'i cents per mile. The franchise, if granted, will provide for
ihe forfeiture of a bond of $10,000 if work be not commenced within

three months.

The Portland (Ore.) Railway Co. recently established a new-
wage rate by which first year employes will receive 17 cents per
hour, second year employes iS'i cents, and third year employes 20
cents. This increase will affect 90 men, and is received by them
with great satisfaction.

748

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

November 14th, the Rapid Railway Co., Port Huron, Mich.,
entertained the city officials of Port Huron, St. Clair, Marine City
and Algonac. The party was taken over the line in a special car
and then back to Port Huron where an elaborate dinner was served
at the Hotel Harrington.

The Houghton County (Mich.) Street Railway Co. made a rec-
ord by the rapidity with which its line from Houghton to Han-
cock was constructed. The first shovelful of dirt was excavated
July 31st and the current was turned on for the operation of the
completed road October 25th.

December 1st, Maj. R. B. Baer, receiver for the Galveston (Tex.)
Street Railway Co., filed his report for the month of October with
the clerk of the United States Court. The report is as follows:
Operating expenses, $16,102; maintenance of property, $2,501;
gross earnings, $4,059; deficit, $14,543; balance on hand, Septem-
ber $123,022,08; surplus, $108,479.

The Toledo, Fremont & Norwalk Electric Railway Co. has
awarded the Massillon (O.) Bridge Co. the contract for a new
290-ft. bridge to span the Huron River at Monroeville, O. The
bridge will be completed and operation over this portion of the
company's line commenced early in January.

The Asheville (N. C.) Electric Co. has made a number of im-
provements at Riverside Park in anticipation of increasing traffic
on the street railway lines next summer. A quartcr-mile race track,
baseball and football fields, a dancing pavilion, and vaudeville stage
have been added to the attractions of the resort.

Regular service on the new line of the Mahoning Valley Rail-
way Co. between Youngstown (O.) and Lovvellville was commenced
November 13th. The formal opening was on the preceding day,
when the general manager, Mr. A. A. Anderson entertained a party,
taking the guests over the new line in his special car.

Mr. J. R. Wharton, manager of the Butte (Mont.) Electric
Railway Co., advises us that on last Labor Day his company had
over 12,000 people at its park, known as Columbia Gardens, and
during the season 262,659 people were carried to the resort. The
park was described in the "Review" for last August, page 437.

The Wisconsin Midland Railway Co. has been organized by the
promoters of the Berlin-New London line, among whom are in-
cluded Charles C. Pierce, of Chicago, and W. C. Lawrence and
A. L. Hutchinson, of Weyauwega, for the purpose of building an
electric line from Berlin (Wis.) to Weyauwega and New London.

The Ohio River Electric Ry. has been opened between Middle-
port and Racine, a distance of 14 miles. The route is a line of
almost continuous towns and villages. Steamboat service has been
their principal dependence in traveling heretofore, and for this
reason the newly opened electric railway is of incalculable benefif.

As announced in our last issue the interurban line of the Ohio
River Electric Railway & Power Co., connecting the towns of
Pomeroy, Middleport and Racine was formally opened on Novem-
ber 14th. Mr. John Blair MacAfee issued special invitations for
the occasion and the guests were entertained at a dinner served at
the power house.

Contrary to American practice, where electric motors smaller
than s-h. p. are seldom used for driving machine tools, experience
in Germany has shown that small motors for this purpose may be
the more advantageous despite their low efficiency. Success has
been obtained with alternate-current motors of 2 h. p.; with these
no regulating resistance is used.

The State Association of County Auditors held its regular ses-
sion in Columbus, O., recently, and declared in favor of raising
all taxes for state purposes, except the school levy, by means of
levies on franchises and corporations, thus making county taxation
a strictly local matter. The position was also taken that machin-
ery, power houses, etc., were taxable as real estate, and that street

railways should be taxed as chattels and returned by the annual
board of equalization, rather than as realty and lixcd by the decen-
nial board.

Some months ago, on the statement of physicians that the long
hours of standing were injurious to its motormen, the Pcnsacola
(Fla.) Electric Terminal Railway Co. permitted its motormen to
use stools. November 8th this rule was rescinded and the motor-
men at once struck. After two days a compromise was effected
whereby the men won their point.

A report for two years of operation of the Grove City & Green
Lawn Electric Ry., Columbus, O., recently compiled by the man-
ager, A. G. Grant, shows half a million passengers to have been
carried in the two years. There have been no accidents of any kind
except the killing of one horse and one cow. The gain in receipts
of the second year over the first was 14 per cent.

Sir William C. Van Hornc, chairman of the board of directors of
the Canadian Pacific R. R., and his son, R. B; Van Home, of Mon-
treal, sailed from Philadelphia for Santiago, Cuba, November 8th,
where they propose to secure options on all the horse and electric
railways on the island in the interest of the Cuba Co., which has
been organized in Pliiladelphia with a capital of $20,000,000.

The entire street railway system of the Key West Electric Co.
was tied up in November by a strike of conductors and motormen
lor higher wages and other advantages which the company refused
to grant. The strikers were aided financially and otherwise by the
cigar makers of Key West and remained out for about ten days,
when the matter was settled by arbitration. The company rein-
stated all but four of the men.

November 14th Messrs. C. W. Wetmore and George R. Sheldon,
directors of the Milwaukee Electric Railway cc Light Co., arrived
in Milwaukee and spent several days in inspecting the system.
There had been no inspection of the property for over 18 months,
and the non-resident directors expressed themselves as highly
gratified at the extensive improvements that General Manager
Beggs has carried out in that time.

Mr. H. G. Foltz of New York City, who recently applied for
rights of way for an electric line between Lisbon and Salem, O.,.
has abandoned his original, project of extending the proposed line'
to East Liverpool, since it was announced that the Baltimore '&
Ohio R. R. will build a branch from Pittsburg to East Liverpool.
Mr. Foltz is preparing to build between Lisbon and Saleni at an
early date.

Recent storms throughout Ohio have rendered the management
of local street railways difficult, trafiic on the Toledo, Fremont &
Norwalk Electric Ry. being impeded for several days by broken
wires, and trees blown across the tracks. The storm blew down
the smokestack of the Akron & Cuyahoga Falls Rapid Transit Co.,
at Cuyahoga Falls, which crashed through the roof of the power
house and damaged the machinery to a considerable extent.

The Chattanooga Rapid Transit Co. is threatened with com-
petition in its Lookout Mountain service. The Rapid Transit com-
pany controls the inclines up the mountain and proposes to charge
passengers coming to the incline on the Chattanooga Electric Ry.
the same fare as is charged for the entire trip from any part of the
city over the Rapid Transit lines. The Electric Railway company
states that it may build a third inclined road up the mountain.

The North Jersey Street Railway Co. is being sued by Mrs.
Rebecca Jenny, of Newark, N. J., for financial loss incurred by
the death of her husband, Isaac Jenny, who was killed October
20th in a collision between a truck and a car on the company's
line. In her complaint Mrs. Jenny alleges that her husband was
doing a business of $150,000 a year, out of which he made large
profits, and she demands as redress for the loss of her share in this
income the sum of $75,000.

Dfx. is, 1900.]

STREET RAILWAY REVIEW.

749

THE STREET RAILWAY SYSTEM OF WICHITA,

KAN.

Wicliila hail an tlucUic railway as early as 18X7. This was inirily
an cxpcriiiicntal line, however, built under iiateiits issued to Dr. A.
\V. Adams, of Si. Louis, Mo., and was never a success financially.
In Dr. Adams' system, a hollow copper tube took the place of
the trolley wire, it being put up in i8-ft. lengths, with an overhead
switch at the end of each length, to cut the sections into circuit

successor to Ihc Wichita jJedric Kadway & Power Co., found
itself with miles of absolutely worthless lines. The rolling stock
and power station were in wretched condition, and the owners
being in financial straits could do nothing toward putting Ihc
property upon a belter fooling. The conditions finally became so
bad that the city of Wichita brought proceedings in the District
Court to have Ihe road declared a common nuisance and the com-
pany enjoined from operating the property. It was asserted by
Ihe newspapers that during the course of this trial, the judge had

LOOP AT RtVERSIDK l',\KK.

"O-KW. WESTINGHOUSE GENERATOR.

as the car ran through tliem, and to cut ihcm out when the car
had passed.

In 1887, Mr. J. O. Davidson, president of the Riverside & Su-
burban Railway Co., who was backing the Adams experiments,
purchased the Wichita & Suburban Ry., then being equipped elec-
trically. He also bought the Valley Center Ry., operated by steam
power, and consolidated the three companies under the name of
the Wichita Electric Railway & Power Co.

Just previous to this period, Wichita, for some reason unex-
plained, attracted the attention of Eastern capitalists who pur-
chased large real estate holdings and started a boom of gigantic
proportions. City streets were extended out into the wilderness,
the surrounding prairies were staked oflf into building lots in the

to arrest proceedings every time cars passed on an adjacent street
as the noise they made prevented ordinary conversation in the
court room. The court granted the injunction but ordered it held
non-operative for a reasonable time in order to give the company
another opportunity to make repairs.

A solution of the difficulty was finally reached by the sale of the
franchises and property to a new company, known as the Wichita
Railroad & Light Co.

Under the new management a complete renovation has been
made. Non-paying lines have been taken up; complete new roll-
ing stock purchased and the power station remodeled and enlarged.

It is interesting to note what effect this action has had on the
community. The building of the new line seems to have inspired

liKinCE OVICK .\KKAXSAS RIVEK.

regulation "boom" fashion, and enough street railway mileage was
built to fill the needs of a city with five times the population.
Every promoter who laid out an addition in a cornfield, immedi-
ately proceeded to have a street railway built to his property. It
is said the only income that some of these roads enjoyed was de-
rived from enthusiastic wealth seekers who were willing to pay
fare out and back in order to see the new addition.

The boom ended as suddenly as it had commenced and when the
fever had died away, the Wichita Electric Railway & Light Co.,

BOILER ROOM STIRLINX. BOILERS.

the people with a new energy. Improvement is the word on every
hand and real estate values are undergoing a steady but healthy
advance. The people for the first time realize the advantage of a
first class street railway. Moreover the new company is confident
it has made a profitable investment When the present owners
took charge of the property, the road was carrying less than 1,000
passengers per day. The average daily traffic is now over 3,000
passengers, and there is every indication the business will con-
tinue to gfrow.

r5o

STREET RAILWAY REVIEW.

[Vol. X, No, 12.

The system consists of 18 miles of track, laid with 70. 50 and 35-
Ib. T-rails on new 5 x 8-in. x 7-ft. white oak and long leaf yellow
pine ties, spaced 2 ft. c. to c. .\ll special work including railroad
crossings was furnished by the Paige Iron Works, of Chicago, and
the Indianapolis Switch & Frog Co., of Springfield, O. Overhead
work consists of No. 00 trolley wire, with Ohio Brass overhead
„> .i.^rl ,1 l„ r..n5tructing the line it was necessary to rebuild two

(.nt. W. R. Morrison. All the reconstruction work was carried on
under the general supervision of Mr. Nelson, who was formerly
superintendent of the Springfield (O.) R. R. Mr. Williams, also
formerly of Springfield, had charge of power station work, and
Mr. Morrison, late manager of the Bay Cities Consolidated R. K..
directed the track construction and building of bridges.
*—*■

NEW CARS FOR CAPE TOWN TRAMWAYS.

The accompanying illustration shows one of a lot of cars which
Iiave recently been .shipped to the Cape Town tramways by the
.1. G. Brill Co. The -details of construction embody the latest
improvements in cars of this type. The bodies are 17 ft. long,
with 5-ft. platforms, making the car 27 ft. over the dashers. The
width of the sills is 6 ft. 10 in., and at the posts a tritle over 7 ft.
4 in. Stairways leading to the upper deck are of Brill pattern,
which in connection with the hood protect the motorman, while
tliey discharge the passengers on the lower deck directly at the
entrance. There are 12 garden seats on the upper deck and the
same number of spring cane seats and backs in the body. The
lower seats are reversible excepting those in the corners, which
Iiave stationary backs.

The canopy is braced in all directions, tluis giving a ranch
greater stiffness and durability to this part of the car, which is
always subjected to severe strains. The truck is the Brill No. 21 E,
with the usual double journal springs and half elliptic on the ex-
treme ends. The trim inside is of white ash with three-ply veneer

TANDEM COMPOUND ENGINE.

old bridges across the Little Arkansas River, and to build two new
ones. One of these is shown in an accompanying engraving.

The rolling stock includes 22 new cars, of which 10 are open and
12 closed, mounted on Peckham 7-B trucks, equipped with G. E.
Soo and G. E. 52 motors.

In the engine room is one Russell tandem compound condensing
engine, with cylinders 16 and 27 x 24 in., direct connected to a 250-
kw. Westinghouse direct current railway generators, and also driv-
ing a i20-kw. alternating machine, which supplies current to 181
enclosed street arc lights. In addition the plant has as a reserve
unit, one Hamilton-Corliss condensing engine, with cylinder 24 x
48 in., belted to three D-62 generators, and driving one 120-kw.
alternator from a s-in. line shaft. Steam is supplied from one 300-
h. p., and two 250-h. p. Stirling water tube boilers with forced
draft, the fan being supplied by the American Blower Co., of De-

RESERVE POWER HOUSE EQUIPMENT.

iroit. The station also contains one Cochran 700-h. p. open heater,
and one Wheeler condenser. The Russell engine, the heater, and
the condenser were furnished through the Arbuckle Ryan Co., of
Toledo, O.

The officers of the Wichita Railroad & Light Co., are: President.
Geo. F. Duncan; vice-president, John E. Burnham; secretary and
treasurer, Edward Woodman; genera! manager, S. L. Nelson;
superintendent and electrician. L. O. Williams; track superintend-

BRILL CAR FOR CAPE TOWN.

head linings. The Brill iiractice of using a very high railing is fol-
lowed in this case, thus insuring the safety of the passenger when
alighting, even though the car be in motion. The height of the car
inside is 6 ft. 8 in., ample for men of rather more than the average
height. There are two oil headlights, radial draw bars, angle iron
buflfers. a pair of Brill sand boxes and two "Dedenda" gongs.
The upiKT deck is defended by heavy curtains at both sides and
ends.

In connect inn with this order two cars 22 ft. in the body, of the
same general type, were also purchased. The principal difference
is that they arc mounted upon a pair of "Eureka" maximum trac-
tion trucks, fitted with one G. E. 1. 000 h. p. motor each. The larger
cars are capable of making a much higher rate of speed, and will be
valuable in the city and suburban service.

JOINT USE OF TRACKS IN RICHMOND, VA.

The franchise ordinance of the Richmond (Va.) Passenger &
Power Co. provided that the council might grant permission for
other companies to make use of the tracks. The council on No-
vember 27th granted permission for the Richmond Traction Co.
to use the tracks of the Passenger & Power Co. on Main St., from
1st to 18th. In opposing the ordinance the attorney for the Pas-
senger & Power Co. said: "If you put these two companies on
Main street, it won't Be a year or 18 months before one company
or the other will feel the loss, and consolidation will be inevitable.
There will be no competition to hold the companies down, and no
.Veent fare."

Dec. 15, 1900.]

STREET RAILWAY REVIEW.

7S1

FOREIGN P^ACTS.

■|'lu- llyili- ( Kng.) Corporation is to cuii>tiiict .iikI operate an
clcdric tramway system.

A concession for building tramways in Scarborongli, I'.ng., is
aslieil for by the Scarl)oroiiKli ICIectric 'I'raniway Co,

At a recent meeting tlie Chester (Eng.) Town Council voted t )
reccnistrnct tiie horse lines and eqtiip tlieni witli electricity.

.'\ street railway strike is in progress in the city of Lyons,
France, and cars are rnn (Mily under the supervision of the police.

The l.yndhurst (ling.) Electric Lighting and Traction Co. has
applied for powers to construct light electric railways in Lyn<lhursl

and district.

Notice has been given by the Central London Railway Co. o(
its intention to extend its underground electric line from the Bank
station to Liverpool St.

Electric traction in Dublin has proven so popular that applica-
tion has been made by the United Tramways Co. for permission to
build several extensions.

Two companies have been formed to build electric railways at
Guadalajara, Mexico. One is composed of Pittsburg capitalists
and one of Mexican investors.

A Local Government Hoard hearing is shortly to be given to
decide upon the application of Radcliffe Corporation for powers
to spend £80.000 on a street railway and lighting plant.

.\t Leeds, ling., the Leeds postal authorities pay the tramway
managers £500 per annum in order that postmen when on duty
shall enjoy the privilege of riding free on the tram cars.

The General Electric Co., of Ireland, is applying for power to
build and work light electric railways in the townships of Pem-
broke, R,ilhniincs and Rathgar in the county of Dublin.

The Devonport (Eng.) Tramways Committee has instructed Mr.
C. Chadwell, the borough engineer to prepare plans for the con-
struction of electric tramways and to advertise for bids.

The Mono-rail suspension railway between Barmen and Elber-
feld, Germany, was ofticially opened last month. This interesting
installation was described in the "Review" for April 15, 1900, page
216.

The Cologne Street Railway Co. has gone out of existence. Just
before dissolving the corporation the directors voted $20,000 to be
given to old employes that had been with the road for 10 years or
more.

Mr. J. Clifton Robinson, an English engineer of prominence, de-
preciates the conduit system with an open slot, as being practically
an open sewer, and advocates the overhead trolley under all cir-
cumstances.

Cable dispatches state that Mr. Frank \V. Hawley, of New York.
an electrical promoter, is now in London, and has offered to spend
$4,000,000 in the construction of electric surface lines in London, if
franchises can be secured.

.\ccording to the London News Agency there is a strong possi-
bility that an electric underground railway will be constructed be-
tween Victoria and Putney. Eng. The line will be called the

King's Road Electric Ry.

p-rom a report on electrical industries in Spain, published by the
Spanish Government, it appears there are 44.^ electric power sta-
tions of all kinds in that country. The report adds that electricity
is making steady progress throughout Spain, and that a large num-

ber of electric railways are now cither under construction or con-
templated.

The city authorities of Juarez, Mexico, have determined to secure
electric traction in their city and have agreed to exempt the local
horse-railway company from paying taxes for five years if it will
e(|uip its lines with electricity.

.\t (jrimsby, Kng., the telephone company is opposing the build-
ing of electric trams, because it is feared the tramway circuits will
render the overhead telephone wires practically useless. It is to be
liopeil the Grimsby councilmen know better.

According to Mr. Monaghan, U. S. Consul at Chemnitz, Ger-
many, Parisian capitalists are planning to build a tunnel under the
Strait of Gibraltar, connecting Europe and Africa. An electric
railway through the tunnel is part of the project.

The Bradford (Eng.) Tramways has proposed 10 new lines and
extensions, which are all to be worked by electricity. The commit-
tee also asks power to convert existing routes now leased to dif-
ferent companies to the overhead electric system.

The city of Edinburgh, Scotland, has taken a step backward and
let contracts for the erection of a cable power house to cost over
£20,000. Upon the final vote in the Town Council the advocates
of electric traction were defeated by a majority of four to one.

Tramway securities in Cape Town, South 'Africa, arc evidently
good investments. The Cape Electric Tramway, Ltd., has just paid
its shareholders a dividend of 9 per cent., and an additional bonus
of i per cent. The total surplus for the year ending June 30, 1900.
was £56,204.

Shipments of mining and electrical machinery to South Africa
that could not be delivered because of the South African war, are
now going forward, and new orders from the Transvaal arc coming
in rapidly. The English press continues to regret that so many of
these orders are coming to America.

The York (Eng.) City Council will meet this month to pass
formal resolutions for taking over the local tramways, which are
3.5 miles long. The Council is to give the tramway company £12,-
000 for the tracks, lands and buildings, and the valuation of the
rolling stock is to be settled by arbitration.

On November 15th the Town Council of Pontefract, Eng.,
adopted the proposal of the United Kingdom Tramway, Light
Railway & Electrical Syndicate. Ltd.. to establish a system of elec-
trical trams connecting Normanton, Whitwood, Casileford. Glass
Houghton, Pontefract, Purston and Featherstone.

R. F. Patterson, U. S. Consul at Calcutta, India, reports that the
Calcutta Tramway Co. is preparing to change its lines from horse
power to electricity. He adds that electricity is beginning to be
extensively used in India, and there is an opening in that country
for electrical machinery and goods that American dealers should
take advantage of.

Most of the equipment for the new central power station of the
Glasgow Tramways was ordered from the United States. Reports
from Glasgow say practically all the material has been delivered
before the contract time and the officers of the tramway company
are loud in their praise of the way in which American contractors
have carried out the work.

Since the Central London Ry. has been in operation, about six
months, current traffic has been diverted from the old lines to a
considerable extent, the Metropolitan company losing nearly £800
and the District company £t.ooo per week. The effect on the
stock of the old companies has been a decline in Metropolitan
ordinary from 128 to 87: District 4 per cent guaranteed has de-
clined from IJ5 to 90. the 4 per cent debentures from 137 to 119^^,
and the ordinary stock from 42^ to 25. The Central London Ry.
has inaugurated a uniform fare of 2d, and has tlie pleasantest and
most convenient route.

752

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

PERSONAL.

MR. HENRY EVERETT, of Cleveland, sailed for Europe early
in December.

MR. JOHN T. CONWAY has resigned as assistant general
manager of the Brockton (Mass.) Street Railway Co.

MR. L. B. STILLWELL has been appointed electrical director
of the Rapid Transit Subway Construction Co., New York City.

MR. IRVING P. LORD, president and general counsel of the
Waupaca (Wis.) Electric Light & Railway Co. was a recent "Re-
view" caller.

MR, F. HYL.'WD GRACE, formerly of Balymore, Md., has
been appointed assistant superintendent of the Norfolk (Va.) Street
Railroad Co.

MR. THOMAS S. BELL.VH, for many years treasurer of the
Wilmington (Del.) City Railway Co., has retired from that office
to devote his time to various private interests.

MR. W. D. R.W succeeds Tilr. Bert Ilarter as electrical engi-
neer of the Detroit, Rochester, Romeo & Orion Ry., a new inter-
urban which will have 20 miles in operation in January.

MR. K. W. .\SH who has been acting as Eastern representative
of the Atlas Railway Supply Co., of Chicago, has been obliged to
give up his position on account of ill health. Mr. .-\sh is now at
Rohrsburg, Pa.

MR. NELSON GRABURNE, formerly connected with the
Montreal (Que.) Street Ry., who has resided in Glasgow, Scotland,
for the past year, has been appointed to an important position in an
electrical company in Paris.

MR. N. VV. GOODWIN, who, some years ago, was manager
of the Detroit, Ft. Wayne & Belle Isle Ry., has been elected gen-
eral manager of Detroit & Northwestern Railway Co. Mr. Good-
win's many friends will be glad to learn of his return to street
railway work.

MR. SAMUEL LITTLE has resigned as president of the West
End Street Railway Co., of Boston, and will retire from active
connection with the company. Mr. Little became an influential
factor in the old Highland company in 1872, and in 1893 succeeded
Mr. Henry M. Whitney as president of the West End road.

MR. CHARLES E. YERKES has been elected president of the
Lake Street Elevated Railroad Co. succeeding Mr. Howard Abei.
.Mr. Y'erkes has not heretofore been connected with the railways of
Chicago as an officer, though he has served as director and officer
of some of the other companies in which his father has been in-
terested.

MR. W. C. WEAVER, formerly general manager of the Ogden
(Utah) Electric Ry. is taking a trip through the East on business.
Mr. Weaver at one time was superintendent of the Northeast Elec-
tric Ry., of Kansas City, Mo., but a few years ago went to Ogden
to take charge of the Ogden Street Ry. He was later made receiver
of the road which office he held until the property was sold.

MR. D. H. LOUDERBACK has resigned as manager of Mr.
Y'erkes' London road and will return to .\merica. London dis-
patches state that Mr. Louderback has been offered the manage-
ment of the Metropolitan & District underground road which is to
be equipped for electricity; this offer was declined because the ill-
ness of his wife prevented Mr. Louderback remaining in England
but the directors are said to have given him the indefinite refusal
of the position.

MR. H. F. J. PORTER, of the headquarters staff of the Bethle-
hem Steel Co., delivered two lectures last month before classes of
the Brooklyn Institute of Arts and Sciences. November 20th the
subject was "The Development of the Forging Industry," and on

November 27th it was "Modern Methods of Making Steel Forg-
ings." November 24th the first named lecture was repeated before
the German Technical Society of Philadelphia. On December 8lh
Mr. Porter exhibited samples of turnings made by tools treated by
llie Taylor-While process at the winter conversazione of the Frank-
lin Institute.

MR. SAMUEL M'CLINTOCK HAMILL, president of the
Siemens-Halske Electric Co., and a prominent olficer of the Gen-
eral Electric Co., was married on November 27th, to Miss Maria
Woodward Baldwin, of Baltimore. After the ceremony, which
was performed at Grace Church, Baltimore, Mr. and Mrs. Ilamill
held a reception at the home of the bride's parents and immediately
started North on the wedding tour. They will make their home in
Schenectady, N. Y.

ilR. HUW.MvD ABEL has resigned as president of the Lake
Street Elevated R. R. and secretary and treasurer of the North-
western Elevated R. R. and the Union Elevated R. R. and will go
to London to take up the work on Mr. Yerkes' underground road
in which Mr. D. H. Louderback has been' engaged, he having
been compelled to go to New York on account of Mrs. Louder-
back's health. Mr. Abel leaves Chicago on December 15th and will
sail on the "Majestic" on the 19th.

AIR. AS.'\ M. MATTICE has been appointed chief engineer of
the Weslinghouse Electric & Manufacturing Co., and will enter
upon his duties in December. Mr. Mattice was for 10 years up to a
year ago principal assistant to E. D. Levitt of Cambridgeport,
Mass., and has been actively connected with the design of all the
large machinery coming from Mr. Levitt's office during that time.
He was assistant to Admiral Melville at the beginning of the new
navy, and had an important part in designing the machinery of the
Maine, San Francisco, and other important war vessels.

MR. B. J. ARNOLD, the prominent electrical engineer and
contractor of Chicago, recently had a narrow escape from serious
injury while traveling from Chicago to Kenosha. He was a pas-
senger on the Northwestern train which was wrecked by an explo-
sion at the Northwestern station on December 3d, and had just
left his seat to go to the smoking car when a heavy piece of the
boiler crashed through the train just at the place he had occupied.
Mr. .A.rnold is an officer of the Kenosha Street Railway Co., and
was accompanied by a number of his brother oflicials. After the
excitement attending the explosion had died away one of these
gentlemen remarked, "That accident came pretty near making (he
little road at Kenosha an orphan."

MR. W. E. HARRINGTON, general manager of the Camden
(N. J.) & Suburban Railway Co., has resigned his position and
will take a well earned vacation before again resuming active work.
Mr. Harrington was born in Wilkesbarre, Pa., June 3, i856, and
received a technical education at the University of Pennsylvania.
From 1888 to 1896 he superintended the construction of electric
lines at .Atlantic City, N. J., Wheeling, W. Va., Camden and other
cities, spending a portion of this time in the employ of the General
Electric Co. and the Cutter Electric & Manufacturing Co. of Phila-
delphia. While with the Cutter Co. Mr. Harrington invented and
perfected the full line of I-T-E circuit breakers which are exten-
sively used in this country and Europe. In 1896 he was made gen-
eral manager of the Camden roads and during the next few years
he entirely rebuilt these properties and placed them upon a paying
basis. Mr. Harrington is the author of several papers and treatises
dealing with electrical subjects and street railway operation.

THE JERSEY CITY, HOBOKEN & PATERSO'N (N. J.)
STREET RAILWAY' CO. at its annual meeting elected the fol-
lowing directors: David Y'oung, of Newark; John F. Shanley, of
Newark; Dennis McLaughlin, of Jersey City; E. F. C. Y'oung,
of Jersey City; William B. Gourley, of Paterson; Randal Mor-
gan, of Philadelphia; Gen. William C. Heppenheimer, of Jersey
City; Chandler W. Riker, of Newark; Charles A. Sterling, of
Orange; John R. Lee, of Paterson; Gen. Bird W. Spencer, of
Passaic; William C. Shanley, of Newark; Edward L. Young, of
Jersey City; A. P. Hexamer, of Hoboken; and J. E. Hulshizer, of
Jersey City. All but six of these are new men. This company was

Dec. is, 1900.]

STREET RAILWAY REVIEW.

753

orgaiii/.fd a yoar ago ami is a coiisolidalion of llic N'mlli lliulson
Street Ry., I'aterson Street Ry., ratersoii Central ICIeetric Ry.,
Saddle River Traction Co., Palisades Railroad Co., White Line
Traction Co., I'aterson, Passaic & Rntlierford IClcetric Ry., Jer-
sey City, Hoboken & Rutherford I'Mectric Ry., aiul Palerson
llor.se Ry.

* ■ »

OBITUARY.

MR. W. II. L.WVRICNCE, president of the National Carl).,n
Co., of Cleveland, died at his home at Dover Hay, ()., on Novem-
ber 23d. Mr. Lawrence was also president of the Hriish ICIectric
Co., and the Sperry F.lectric Railway Co.

Mk. (;i'.ORGE L. CARRINGTON, of Albert Lea, Minn., has
recently died. Mr. Carrington was engaged in promoting an
electric railway for Albert Lea and Austin, and was identified with
many projects for the improvement of these cities.

MR, MARCUS UALV, the "Montana Copper King," and owner
of the street railway at Anaconda, Mont., died November 12th, at
Hotel Netherland, New York. He was born in Ireland, was 60
years of age at the time of his death, and had made the major
l).irl cif his vast fortime during the past 20 years.

MR. JOSEPH O'NEILL, the first superintendent of the
Youngstown (O.) Street Railway Co., a position which he held
for 15 years, died at his home in Youngstown, November 26th, af-
ter a protracted illness. Mr. O'Neill was born at Lockport, N. V.,
40 years ago, and went to Youngstown when 17 years old.

MR. J.VMES AFFLECK, secretary and treasurer of the Eighth
Avenue Railroad Co., of New York, and vice-president of thd
Ninth Avenue Railroad Co., died at New York on Noveinber 24th.
Both of these roads are leased to the Metropolitan Street Railway
Co. Mr. Affleck became associated with New York street railroads
in 1874, under Mr. George Law, New York's pioneer street rail-
way capitalist.

NE^A^ PUBLICATIONS.

AN EXPERIMENTAL STUDY OF THE CORROSION
OF IRON UNDER DIFFERENT CONDITIONS. By Carl
Hambucchen. — This is a thesis submitted for the degree of Bache-
lor of Science in Electrical Engineering, University of Wisconsin,
June, iSgg. and published as No. 8, Vol. 2, of the Bulletin of the
University of Wisconsin. Price, 30 cents.

MUNICIPAL PUBLIC WORKS. By Ernest McCullough.
Published by the author, Lewiston, Idaho. Paper, 154 pages:
price, 50 cents. — This work is intended as an elementary manual
of municipal engineering, and appears to be admirably suited for
the purpose. It treats of streets, sewage, water supply, street
lighting and fire departments, plans and surveys, municipal owner-
ship, and the city engineer. The author has had a wide experience
in consulting w'ork and appreciates the needs of smaller cities and
towns.

THE 'MECHANICAL WORLD" POCKET DIARY AND
YE.\R BOOK for 1901. Published by Emmott & Co., Ltd.,
Manchester, Eng.; 4x6 in., 330 pages; price 6 pence. This is the
14th annual edition of the"Mechanical World" pocket book for en-
gineers, and the editor's preface states that much new matter has
been incorporated in this issue. Considerable space has been given
to the subject of Electrical Power Transmission. The usual tables
to which an engineer has occasion to refer are included and also
the results of much experimental work.

SPECIFICATIONS FOR STEEL BRIDGES. By J. A. L.
Waddell, C. E., Mem. Am. Soc. C. E., etc. Published by John
Wiley & Sons, New York; 16 mo., 17S pages, cloth; price ?l.oo.—
This book comprises six chapters of the author's pocket book for
bridge engineers, "De Pontibus," prepared with the view of meet-
ing the demand by draftsmen and computers for the specifications
of "De Pontibus." that work being too expensive to use for specifi-

cations only. Some slight mollifications have been made to bring
the specifications np to date. The chapters included arc: General
Specifications for Steel Railroad Bridges, Viaducts and Elevated
Sirncliiri-s; Specifications for Railroad Draw-Spans; General
.Specifications for Highway Bridges; Specification (or Highway
Draw-Spans; General .Specifications for Manufacturers; Shipment
and Erection of StccI Bridges, Viaducts, etc.; Compromise Stand-
ard Systems of Live Loads and Their Equivalents. Tables, dia-
grams and a comprehensive index complete the book.

GRADE CROSSINGS IN OHIO.

The railroad commissioner of Ohio has recently directed that
the Sandusky & Intcrurban Electric Railway Co. put in derail-
ing switches at its crossing with the Baltimore & Ohio R. R., the
latter being required to erect crossing gates. It is believed that
this is the beginning of a policy looking to better protection of
such crossings.

•—» •

MORE WIRE THIEVES.

Six boys have been prosecuted for stealing bonds from the
tracks of the Milwaukee (Wis.) Electric Railway & Light Co. De-
cember 4th they all pleaded guilty; sentence was suspended.

A negro found with copper bonds identified as having been
taken from the tracks of the Cliattanooga Rapid Transit d, , is in
jail at Chattanooga.

« • »

FLEXIBLE MICANITE PLATE.

The Mica Insulator Co., of New York and Chicago, after
months of experimenting has brought out a new flexible sheet in-
sulation which it calls "Flexible Micanitc Plate," style "C." The
company believes that for insulating transformers, armature and
field magnet cores, armature slots and commutator shells, this is a
most important improvement.

From tests carried out by Prof. Samuel Sheldon, Polytechnic
Institute, Brooklyn, N. Y., it was demonstrated that the material
would withstand 1,500 volts alternating current per mil of thick-
ness before breaking down. Its resistivity per cu. in. in millions of
megohms, at 30' C. was about 1,110; at 100° C. about 123.

« « »

MILWAUKEE IMPROVEMENTS.

.'\t the meeting of the directors of the Milwaukee Electric Rail-
way & Light Co., held recently in New York, it was decided to
increase the common stock of the company from $3,500,000 to $15.-
000,000, the amount of preferred stock remaining unchanged at
$4,500,000, this additional capital being required to carry out the
plans of Mr. John I. Beggs for the improvement and extension of
the system. It is contemplated that the company will spend about
$2,000,000 annually for the next five years, the newly authorized
ciinimon stock being issued as required to meet the expenditures.
The improvements include additions to the power house, the erec-
tion of car houses, and extensions to the lines.

For the 12 months ending Dec. i. 1900. the gross cash receipts
of the Milwaukee Electric Railway & Light Co. from railway and
lighting business were $2,191,360, a gain of $214,167 over 1899 and
oi $429,860 over 1898, For the same period the gross receipts 01
the Milwaukee Light, Heat & Traction Co., which operates most
of the suburban lines of the Milwaukee system, were $291,819, a
gain of $59,319 over 1899, and $191,214 over 1898.

These two companies own and operate 219.29 miles of track and
their taxes for the year, 4 per cent on the receipts of the Railway &
Light company and 2 per cent on the Light, Heat & Traction com-
pany, amount to $93,491.

The action of the directors in adopting the recommendations of
Mr. Beggs is a very gratifying recognition of his ability in man-
aging the properties.

4 ■ *

The Galxeston (.Tex.) City R. R. has been granted an exten-
sion oi its franchise for the term of 50 years and $200,000 will be
expended lor new equipment.

"54

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

AUTOMATIC ENCLOSED ARC HEADLIGHT.

CURTAIN FIXTURES.

The \V. R. Garlon Co., of Chicago, is just putting on the market
a new enclosed arc headlight for street cars for which most de-
sirable features are claimed. The headlight has a dimming device
so that the arc may be turned down when the car enters business
streets. There are also adjustable buffers which permit the angle
of the shaft of light to be changed. The lamp connects directly
across the street railway circuit, using a minimum current of i am-
pere, with a voltage across the arc of about 280 volts. The arc. al-
though ili in. long, is remarkably steady and gives a splendid light.
The "Multiplex" reflectors arc used with these headlights. The

LEA. ELECTRIC .\RC HE.XDLIGHT.

lamp is entirely self-contained. The small amount of resistance
required is placed in an apartment at the back of the lamp, instead
of being placed on the platform of the car, and is easily accessible.
The lamp is entirely automatic in action, it requiring no hand
feed, as in some headlights. A door in the upper portion of the
lamp allows ready access to the working parts. The trimming is
easily performed by removing the inner globe and taking out the
carbons through the bottom of the lamp. One set of carbons will
burn 100 hours. These lamps are made by the Lea Electric Manu-
facturing Co., of Elwood, Ind., for which the \V. R. Carton Co. is
agent.

CELEBRATE OPENING OF NEW STREET
RAILWAY.

The opening of the CoUinsville, Caseyville & East St. Louis
Electric R. R., November 24th, was celebrated by a banquet given
by the citizens of CoUinsville to the promoters of the road and
other guests. The banquet was held in the Commercial Hotel,
CoUinsville, and 40 guests were present, those representing the
street railway company being Messrs. D. M. Browning, Thomas
L. Fekete, and George D. and W. G. Burroughs. The program
of toasts included responses by W. G. Burroughs, Hon. H. S.
Foreman, Dr. J. L. R. Wadsworth, Judge D. M. Browning, J. A.
Vates and J.. J. Fagin. Rapid transit between CoUinsville and East
St. Louis was inaugurated under the happiest auspices.

DENVER TAX CASE.

The Denver (Col.) City Tramway Co. in 1896 took the posi-
tion that it was a railroad company and as such not liable to have
its property assessed by the county. The state tax board's assess-
ments were uniformly somewhat smaller than those of the county
board, and the company has since i8g6 paid on the state valua-
tion. The city sued for the difference and on November 26th the
lower court decided in its favor, ruling that the Tramway company
was operating a street railway and not a railroad, and that it
must pay the taxes as assessed by the county. The Tramway com-
pany has appealed the case.

The Curtain Supply Co. desires to call the attention of the trade to
the fact that it has purchased from the Adams & Westlake Co., the
E. T. Burrowes Co., the Forsyth Brothers Co.. and the Davis Car
Shade Co.. the foundation patents on curtain fixtures covering,
among other styles, all the ditTerent forms of roller-tip fixtures, in-
cluding both the rigid and movable heads, and that it is therefore
able to supply its customers with any style or type of fixture de-
sired, at reasonable figures, free from any claim or fear of litigation
fur infringement.

INTERURBAN WILL ENTER CINCINNATI.

The Somlicrn (Jhiu Traction Co. will secure a <lirect entrance
into Cincinnati, running cars to Fountain Square over the tracks
of the Cincinnati Street Railway Co. before January i, 1901.
Although it has been arranged with President Kilgour of the
latter company that the Southern Ohio's cars shall run over the
tracks of the consolidated company into Fountain Square, the
route has not as yet been determined. The Southern Ohio has
already the right of way through College Hill.
« ■ »

PROJECTS IN MICHIGAN.

A score of companies are seeking franchises in Michigan for
proposed intcrurban lines, which, if but half of them be con-
structed, will become formidable competitors of the steam roads.
William A. Tateum, of Grand Rapids, has recently visited Allegan,
Otsego, Plainwell and Kalamazoo in the interests of a company-
projecting an electric line to connect Grand Rapids and Kalama-
zoo; surveys have been started in Benton Harbor for the proposed
line to run from St. Joseph and Benton Harbor to South Haven,
to connett with the line to be built by Charles H. Chapin, of Chi-
cago, between Benton Harbor, Mich., and South Bend and Goshen,
Ind. A second interurban between Benton Harbor, St. Joseph
and South Haven is projected by a company of German capitalists
of Chicago.

■« » »

A COMPLETE CATALOG.

The i\Iayer & England Co., of Philadelphia, announces that in
compiling its new railway supply catalog, which is just coming
from the press, no effort or expense has been withheld that would
make the work the most complete and valuable hand book of elec-
tric and steam railway supplies ever issued; and the binding and
artistic make-up are in keeping with the contents. The book con-
tains 528 pages.

It is the desire of the Mayer & Englund Co. that every manager,
superintendent and purchasing agent in the world who is inter-
ested in getting the best materials shall have a copy of the book.
It will be sent upon application.

» « »

The Consolidated Railway Co., of Bay City, Mich., will erect a
new car barn too x 206 ft. Bids were received December 6th.

The Columbia (S. C.) Electric Street Railway, Light & Power
Co. has ordered four new double truck cars for its suburban lines.

December 4th, work was begun on tlie Hartford City-Muncie
(Ind.) electric interurban. F. G. Bonnell, of Muncie, is the prin-
cipal promoter.

The Brooklyn Rapid Transit Co. was assessed for $43,000,000
capital for 1899, which it seeks to have reduced, the capital at the
beginning of that year having been only $20,000,000. The addi-
tional stock was issued at various times during the year.

The Skowhegan (Me.) & Norridgewock Railway & Power Co.
will ask the Legislature to permit it to abandon its railway.

It is announced that the litigation between the Atlanta (Ga.)
Railway & Power Co. and the Atlanta Rapid Transit Co. and the
city has been compromised. Various differences concerning the
joint use of tracks by the two companies have been reconciled,
and the Transit company and the Georgia Electric Light Co. will
not oppose the granting of a franchise for power and lighting to
the Railway & Power Co.

Dec. is, 1900.]

STREET RAILWAY REVIEW.

755

SERVICE STRIPES IN PITTSBURG

It i>. aniiijuiiciil by (Jcncral Manager Sclwupf, of ilic Consoli-
dated Traction Co., I'illsburg, that hegiiiniii^t January i, if)Oi, the
employes will wear .serviee stripes on their nniforins. A hlne strip
indieates one ye.ir's and a Kold stripe five years' service.

INCREASED FARES ON OHIO INTERURBANS.

rile D.iylim 1 1 ). I iS; Xenia Traction Co. and the K.ipid Transit
Co. ol Ohio, have liy agreement raised the fare on both lines oper-
ating between Dayton and Xenia to 45 cents for the ronnd trip.
A rinnor was recently in circulation to the efTect that the Dayton
Si Xenia and the Ua|)id Transit companies would be consolidated
January i, 1901. but the reijort at present lacks the confirmation of
either company.

STEEL TIES FROM OLD RAILS.

An experiment is being carried on by the Lake Shore & Michi-
gan Southern Ry. that will be watched with interest by street
railway engineir-~. The idea is to form steel tics by rcrolling old
steel T rails. Ilatlening out the head and making practically an

I-beam shape. ,1 in. deep, with a top Mange 5 in. wide and a
bottom flange 8 in. wide. Fig. i shows the cross section of a
worn So-tb. rail in comparison with the cross section of a steel
tie it is propose*! to roll from it.

The statement is made that upon a short stretch of track near
Sandusky, O., built with the new ties, the results have been so

t ; J r A>TtMX(.S FOR REROLLED STEEL TIES.

satisfactory as to warrant further tests upon an extensive scale.
Roadbed so constructed is reported to hold the surface, line and
gage of the track fully as well or better than with oak ties, the
cost of labor per mile for laying track is no greater and the cost
of maintenance is less. Scrap rails are utilized and it is believed

by converting old rails into liis their usefulncos can be prolonged
^S or .10 years, at the end of which time the tics will still be worth
as nuicli in the form of scTap as were the raiU from which they were

rolled.

The fastening devi-erl for hobling the rail to the new tie consists

FIG. 3 TRACK LAID WITH STKKI. 1 II,'-

•rfif clips of ordinary form held by bolts passed through the upper
flange from below, as shown in Fig. 2. To prevent longitudinal
motion projections are left on the lower face of the lower flange
of each tie. under each rail seat, as will be seen from Fig. 2. For
the accompanying half-lone cuts we arc indebted to the Railway
Age.

CANADIAN DECISION ON STOKERS.

In the Supreme Court of Canada, on IJecenitier Mh. an import-
ant decision was rendered, of which The (Jones) L'ndir-Feed
Stoker Co., Chicago, advises us as follows:

The action has been pending in the Canadian courts for some
two years. The .\merican Stoker Co.. of \ew York, sold an
equipment of under-feed mechanical stokers to the Dominion Cot-
ton Mills Co., of Montreal, ami the General Engineering Co.. of To-
ronto, which is the owner of the Jones patents, charged the Ameri-
can company with infringement of patent on these machines, and
sued it in the Exchequer Court. The Toronto company won, but
a later judgment, bearing on Section 8 of the Patent Act, went
against it. The section was construed to mean that when a for-
eign patent lap.ses the Canadian one also becomes void. This
point was carried to the Supreme Court, and the decision is that
the section should not be construed in that manner.

This judgment in favor of the Toronto company disposes of
the question of the ownership of the Jones patents and puts an
end to litigation between the two companies. Both compan.es had
engaged eminent counsel, and were determined to make it a test
case. A similar action is pending in the United States courts, and
the decision will have an important bearing on the result.

.•\ bill introduced in the Georgia Legislature requires street rail-
way companies to provide separate coaches for white people and
negroes.

Since the article on page 707 was printed the promoters of the
Voungstown-Sharon consolidation have organized the Youngs-
town & Sharon Street Railway & Light Co.. under the laws of
N'ew Jersey, with $5,000,000 capital. An order for 1.350 tons of
steel was given to the National Steel Co.. and 40 cars have been
ordered of Jackson & Sharp.

.\ collision between an electric car on the Southern Ohio com-
pany's lines at Dayton and an engine on the Cincinnati. Hamil-
ton & Dayton R. R.. occurred at grjo p. m.. November 30th. result-
ing in injuries to the motorman of the traction car and the engi-
neer of the locomotive, both of whom will recover. Either a slip-
pery rail or a defective brake is believed to have rendered the elec-
tric car unmanageable and caused the accident.

756

STREET RAILWAY REVIEW.

[Vol. X, No. 12.

tG^^;^^^^^)M>.^^0^i^j^g^j^A^^^

ECHOES FROM TME TRADE

mc',^^rMmmfKmw^w^m^m4^m^Mm:mxm^

THE HARRISBURG FOUNDRY & M.\CHINE WORKS
have recently installed a Cross oil filter made by the Burt Manufac-
turing Co., of Akron, O.

JOHN BLAIR MACAFEE, Philadelphia, has recently com-
pleted the construction of the Ohio River Electric Railway &
Power Co's. road and plant.

THE KNELL AIR BRAKE CO., of Battle Creek, Mich., has
received orders for several sets of brakes from New Orleans, La.,
Council Bluffs, la., and Omaha, Neb.

THE ELECTRIC STORAGE BATTERY CO., Philadelphia,
has the contract to install a storage battery for the Baltimore &
Ohio R. R. at the power house of the tunnel electric line.

SOUTH AFRICA offers a desirable field for the activities of our
exporting manufacturers and many of them have filled imbortani
orders there within the last few years. Locomotives, cars, rails and
other railroad supplies have been furnished to the Cape Govern-
ment Railways.

A SUIT against the Toronto Raihvay Co. by the Canadian Gen-
eral Electric Co. for infringement of patents on scries controllers
has been decided for the latter company. The Toronto Ry. is re-
strained from making any more of the controllers and damages for
infringement will be assessed later.

THE SUIT of the Thompson-Houston Electric Co. against the
Brooklyn Heights R. R. for infringement of the series-parallel con-
troller patents of the former company has been decided and the
Brooklyn Heights road, directed to remove the 48 infringing con-
trollers made by the Sprague Electric Co. which are now in use.

THE CURTAIN SUPPLY CO., of Chicago, has published its
catalog "C," which describes and illustrates latest novelties in cur-
tain fi.xtures, as well as all kinds and patterns of curtain fabrics.
The company reports that its foreign business has kept pace with
its trade in this country, and recent shipments have been made to
.'\ustralia, France, Belgium, England, South America and Mexico.

THE WESTINGHOUSE AIR BRAKE CO., of Pittsburg, has
i-sued a 22-page pamphlet describing the new Westinghouse mo-
tiir-drivcn air compressor, which the company annovmces has been
put on the market to supply the growing demand for small elec-
trically-operated air compressors adapted to supply compressed air
fur street car brakes and train signals as well as for various other
industrial uses.

.\ NUMBER of the technical schools have recently placed or-
ders with the B. F. Sturtevant Co., of Boston, for the installation
of mechanical draft apparatus at their boiler plants, and in several
cases the fans have been so arranged as to permit experiments com-
paring the chimney with the fan. This may be taken as an indica-
tion that the advantages of mechanical draft are being recognized
by experts.

ROSSITER, MACGOVERN & CO., of New Y'ork, are carrying
• m a tremendous business in second-hand electrical machinery.
The concern in addition to the home trade is shipping goods to
all parts of the world, particularly to Cuba for which island Mr.
C. E. Dustin, president of the company sailed last month. Mr.
Frank MacGovern recently returned from an extensive trip abroad
in the interests of the firm.

THE AMERICAN BLOWER CO., of Detroit, in addition to
its standard line of fans and blowers, makes a full line of vertical
and horizontal high speed engines which have been developed with

the requirements of blower service particularly in view. The com-
pany is therefore able to supply complete the engines and all appa-
ratus required for ventilating, heating or cooling work. The en-
gines are described in the company's new catalog, No. 116.

PRESIDENT C. F. QUINCY, of the Q. & C. Co., says of the
Paris exhibit of his company: "The principal reason for our ex-
hibiting at Paris was for the benefit of our foreign trade and to
largely increase our own agents abroad as well as the trade in gen-
eral. We feel that our exhibit at Paris has been a considerable
success. We know of many direct sales that have come from same,
and it has encouraged our agents and resulted in much better work
l)y them."

THE SPEER CARBON CO., of St. Marys. Pa., reports that the
demand for its self-lubricating motor brushes has grown to such an
extent that it is compelled to increase the capacity of the plant. It
is putting in new machinery, etc., and is going into the manufac-
ture of electric light carbons for open arc lamps, and carbon spe-
cialties. The goods are giving excellent satisfaction wherever used
and the Speer company intends to keep up the quality in the future
as in the past.

W. T. VAN DORN has recently issued a new illustrated pam-
phlet showing the latest designs of couplers for street and elevated
railway cars. Copies will be sent to those interested on application.
At to the maintenance charges with the couplers, James S. Doyle,
master mechanic of the Metropolitan Street Ry., New York, and
formerly with the Metropolitan Elevated, Chicago, states that in
five years' service on the latter road the pins were renewed once
and the bars shortened twice.

THE PAIGE IRON WORKS, of Chicago, announces that in
order to obtain increased facilities for handling its business the
plant on Ontario St. burned on October 27th will not be rebuilt
but new shops will be erected at Harvey, III. The new buildings,
which are to be completed by January ist, will be in direct con-
nection with the Illinois Central, Chicago Terminal Transfer, Grand
Trunk and Big Four railroads. New and improved machinery and
increased storage room will give much better facilities for the
manufacture of switches, frogs, crossings and other special work.
The Chicago office is at 917 Monadnock Block.

THE POWER PUBLISHING CO., World Building, New
York, has published a "Gas Engine Edition" of the Power Quar-
terly in response to a demand for recent copies of Power containing
matter on this subject. The Quarterly contains a complete synopsis
of the gas engines in foreign countries, as shown at the Paris Ex-
position, including a description of a gas engine operated by blast
furnace gas, a description of the leading American gas engines, edi-
torials on the efficiency of the gas engine and its commercial ad-
vantages, and other matter relative to the industry. Copies can be
had for 25 cents, upon application to the publishers.

W. T. VAN DORN, Monadnock Block, Chicago, maker of the
Van Dorn car coupler, has invented a system for cleaning hot
air furnace pipes in residences and flats with compressed air. The
air is furnished by a portable air compressor having hose connec-
tion. When the hot air pipes in a house are to be cleaned, an air
tight connection is placed over the open register in each room
and a supply of air at high 'pressure is forced through the pipes,
carrying all dust and refuse that may have lodged therein down
into the basement where it is caught in a suitable receptacle.

THE FILER & STOWELL CO., Milwaukee, Wis., reports
business very brisk. It has just shipped the Republican Iron &
Steel Co., Youngstown, Pa., one horizontal cross-compound en-
gine, extra heavy frame, with cylinders 44 and 82 in. in diameter

DiiC. 15, jyoo.]

STREET RAILWAY REVIEW.

757

aiiU 60 ill. stroke aii<l a iiia.xiimiiii capacity of 6,500 li. p. There is
now on tlic floor ready to sliiij one engine of 6,000 h. p., for the
National Steel Co., YounKstown; this is a cross-compound, about
the same size as the one first mentioned. The company is also
shipping one cross conii)ound to ChicUopee Falls, Mass.; this en-
gine has 26 and S2-in. cylinders and is rated at 2,000 h. p.

TRACK MATERIAL QUOTATIONS.

THE LABORATORIES of Geo. W. I.md. maker of Lord's
boiler compounds, have been running donble lime (or the last few
months. Export business in these chemicals has increased enor-
mously during the past year, a recent order filled being one for
300 barrels of 500 lb. each from a general mill supply dealer in
Australia.

THE LARGE ADDITION to the machine shop and the new
building provided for the brass foundry, boxing and brass polishing
departments of the Bullock Electric Manufacturing Co., of Cincin-
nati, are nearing completion. When occupied they will so increase
the floor space, and improve the facilities, that the capacity of the
works will be nearly doubled. Many large contracts have been re-
cently received from both home and abroad, and the company
states that the present outlook for business during 1901 is even bet-
ter than during the past four years. It has recently issued bulletin
No. ^T, which gives a list of the purchasers of Bullock apparatus,
shows numerous views in the works and the various types of ma-
chines manufactured.

THE UNDERFEED STOKER COMPANY OF AMERICA.
218 La Salle St., Chicago, has one of the most efifective advertising
folders of the season, one of its chief merits being the terseness
of the reading matter. One side of the folder is blank and upon the
other appears 12 half-tone reproductions from photographs showing
the plant of the Northwestern Straw Works, of Milwaukee, Wis.,
which is equipped with the Jones underfeed mechanical stokers,
made by the Underfeed Stoker Co. The photographs were taken
on October i8th, at intervals of 10 minutes, from i :05 p. m., to
2:55 p. m., and athough four return tubular boilers were in full
operation there is no trace of black smoke, the only sign of activity
being a faint cloud at tlic tup of the short cliimncy.

W. C. STERLING & SON, of Monroe, Mich., are making daily
shipments of cedar poles, ties and posts by the car load. The nrni
reports that this year's demand for poles and ties promises 10 ex
ceed that of any previous year, for more miles of new electric
railways, steam railroads and telephone lines are being built than
ever before. Oak ties are becoming scarce and cedar ties are fast
taking the lead as a substitute. Cedar is also superseding chest-
nut and other woods for trolley and telephone poles. The wide
trade that W. C. Sterling & Son supply is shown by the statement
that last month they made deliveries to 36 telephone companies,
18 electric light plants, 27 electric railways, two telegraph com-
panies, and six gas pipe lines. Among recent customers arc the
Dover Construction Co., which is building an electric railway
between Findlay and Fosloria, O.; Chase Construction Co., of De-
troit, building between Dayton, O., and Greenville; Jackson (Mich.)
& Suburban Traction Co.; American Railway Co., building from
Joliet to Chicago; Smithurst & Allen, of Philadelphia, building be-
tween North East and Erie, Pa.

« ■ »

Deegan & Co., of Philadelphia, have been awarded the contract
for the construction of the Elkton (Md.) & Chesapeake City Elec-
tric Ry. The line is to cost $126,400, and will be completed by
Jan. I, 1902.

A street railway freight service between the cities of Gadsden,
Ala., Alabama City and Attalla will be inaugurated. The freight
car has been completed by the Southern Car Co., of Gadsden, and
dynamos and other machinery necessary for its operation will be
purchased by Marcus Foster, jr., of Gadsden.

A car dispatcher by the name of Stringer, in the employ of the
Portsmouth (Va.) Street Railway Co., was wounded in a fight
with R. A. Woods, a motorman, December 1st. A dispute arose
at the company's barns, and Woods attempted to cut his adver-
sary's throat. Stringer will recover, and Woods is under arrest.

The demand for slccl rails continues strong with no recent
changes in prices. It is estimated that the mills have now 011
their books lor i(X)i delivery between 800,000 and 900,000 tons.
Heavy standard sections arc quoted at New York and Chicago at
$26; light sections, $25.50 to $28. At the Eastern mills girder
rails arc quoted $38 to $38.50.

G. S. Baxter & Co., of New York, arc selling yellow pine ties
as follows: 7 x 9 in. x V/i ft., 61 cents; 6 x 9 in. x 8 ft., 56 cents;
6 X 8 in. X 8 ft., 50 cents. Lindslcy Bros. & Co., Menominee,
Mich., quote standard cedar ties at 26 cents; hemlock at 20 cents.

TIME IN DETROIT.

The city council of Detroit prefers local time and though the
number of factories and other concerns that have adopted stan<!-
ard time is growing, the Detroit street railways announce that they
will continue to use local time until the council otherwise directs.
The corporation council has rendered an opinion that unless other-
wise specified in the ordinance the mention of an hour in a city
ordinance means that hour standard time, standard time being the
legal time of the state. The question of what time is meant arises
in limiting transfers and workmen's cheap tickets.

The Duluth (Minn.) Street Railway Co. has purchased 12 new
double truck cars to be operated between Duluth and West Su-
perior, Wis. The cars are equipped with the Baker steam heater
and all modern improvements. The company has completed the
work of relaying a large part of its tracks with heavier rails.

« ■ »

NEWS NOTES.

RIGHTS OBTAINED.

P.\LMEK, MASS.— The Palmer & Monson Street Railway Co. proposes lo
construct a double track extension from Forest Lake Park to a point on
I he Thorndikc road. A private right of way has been secured. D. F. Burritt-
general manager.

PHILLIPSTON, MASS.— The Phillipston Street Railway Co. has M-
cured most of the rights of way for its proposed line, surveys have l>e«l
completed, and a number of the contracts let. M. K. Kendall & Co., 6 Oliver
St., Boston, have been awarded the contract for the overhead work, and the
contract for the construction of track, including culverts, retaining walls, and
grading has been awarded to .\rthur Hodges. 8 Exchange Place. Boston,
this line will be 10 miles long and will include Phillipston, Templeton aud
.Athol on the route. The president of the company is Patrick H. Hirsh. tf
East Templeton.

NEW HAVEN, CONN.— The Fair Haven & Westville R. R. Co. has been
granted a francliisc by the council of New Haven for its proposed extension
to the Yale field, and has also secured permission to double track its Congress
-\ve. line. Walter A. Graham, superintendent.

ROME, N. Y.— The Rome City Street Railway Co. has secured a franchise
to extend its line over several streets in that city. J. W. Brown, general
manager.

CHILLICOTHE, O.— The county commissioners of Pickaway county, C,
have granted a franchise through tliat county to the Chillicothc. Mt- Sterling
& Columbus Electric Railway Co. The building of this road has been a matter
of some doubt heretofore, but affairs are shaping themselves in such a manner
now that it is believed its construction in the near future is a certainty.

COLUMBUS, C— The Columbus-Portsmouth Electric Ry. will ran from
Columbus through Shadeville. Lockboume. South BIoom6eld. .\shville and
Chillicothc to Portsmouth. Floyd McCormick, of Columbus, is the principal
promoter, aud is rapidly securing the necessary rights of way.

GENEVA, O.— P. W. Tuttle and C. W. Goodrich have secured all the righu
of way for their proposed electric line from Geneva through Jefferson and
Andover to Meadvillc, Pa. .Ml preparations have been made for the con-
struction of the road, which will be commenced at once. The company's
headquarters will be located in Geneva.

CLEVEL-\ND. O.— Captain E. J. Kennedy, of Qeveland. is securingrigbts
of way for the proposed extension of the Cleveland, Elyria & Western Electric
Ry., from Berea to Medina, and has obtained options on private rights of way
for over half the distance.

RICHMOND. V.\.— Judge J. L. Haner. of Cleveland. O.. is interested in a
project to build an electric line between Richmond and Petersburg, and has.
It is announced, secured options on the franchises and property of the old
Richmond & Petersburg Electric Railway Co., which was chartered by the
Virginia Legislature several years ago. This company sun-eyed the route
and built a short piece of track. It has tmtil March 3, 1901 to complete the
line and operate cars between Richmond and Petersburg. Judge Haner pro-
poses to complete the line before that date.

GRAND R.\PIDS, MICH.— Press reports state that Louis C. Howard, of
Grand Rapids, has secured franchises for the proposed electric railway to
connect Grand Rapids, I.owell. Saranac and Tonia and that the (irand
Rapids & Eastern Traction Co. is beine organized to build and operate this
line. A power house will l>e located at Lowell and a substation at Cascade.

758

STREET RAILWAY REVIEW.

DENOTES THE WORLDS STANDARD

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ALLa THR ABOVE! ARK AGIO AND ALKALaI PROOF.

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NEW YORK

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CHICAGO

189 FIFTH AVE.

HAMBURG

GRIMM 33

PARIS

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LONDON

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BLUFFTON. IND.— J. M. Gore, wlio is promoting the Indi.ina Ohio
Electric Ry., has announced that eastern capitalists have furnished the
necessary funds for the constructit>n of that hne, and work will be com-
menced at once. Franchises have been secured for a proposed extension
from Defiance to llicksville, (). A proposition is under consideration for
a branch of the Indiana tS: t!>hiu line to connect Detiance, Jiowling (^reen
and Fremont.

URIiAN.\. O.— The Urbana, Mechanicsburg & Columbus Electric Railway
Co. has obtained a franchise in Columbus for a line to be built on Dublin
.Ave.. Spring, Water and C»ay Sts. This company holds franchises through
Franklin County, and its proposed extensive system is to be in operation
by October i. looi. 11. .\. .\xline, president, and Calvin McDonald, secretary.
Columbus.

NEWPORT NEWS. V.\.- The llamplon Ro.ids Railway Co., which pro-
poses an electric line to run from Newport .N'cws lo Phoebus and Old Point
Comfort, as was published in the "Review" bulletin October 25th, has secured
a franchise from the council of Phoebus, which has not, however, as y«
been accepted. If the objectionable provisions in the franchise shall be sel
aside the company will build without delay between Newport News and
Phoebus. W. J. Xelms should be addressed.

KANSAS CITY, MO.— J. P. Gibson, of Philadelphia, and George Gihson
and C. W. McGehan. of Kansas City, arc promoting 'a loomile electric line
to connect Kansas Cilv and .St. Joseph. The road, as proposed, will pas^
through Piatt Citv. I'arkvillc, Dcirborn. Faucett and Camden Point. Ail
rights of way have been secured with the exception of about three miles
near Camden Point, and the survey, preliminary to the hresl.- n" ■' .»"..-
has been commenced this week. It is proposed hy the company to run
trains every two hours night and day, between St. Joseph and Kansas City,
and to reduce the fare now charged on steam roads between these points
by over one-half. The line will be entirely in Missouri and will have no
connection with the Kansas City-Lcavenworth line. The company proposes
to establish several parks and places ot amusement along the route. J. 1.
Gibson, it is reported, represents an eastern company and will furnish the
financial backing for the enterprise.

ST. CH..\RLES. MO.— The city council of St. Charles has granted a
franchise to the St. Louis, St. Charles & Western Railway Co. The pro-
moters, who operate a line between Wellston and Pattonvillc, propose to
build a highway bridge to connect the two lines.

MARSHALL, TEXAS.— A. R. Wheeler & Co., of St. Louis, Mo., have
been granted a 50-year franchise (or the construction and operation of an
electric street railway system^ in Marshall.

NEW BEDFORD. M.^SS.— The New Bedford vV Onset Street Railway Co.
has secured franchises through Mattapoisctt and Wareham and will surv;ey
the proposed route at once, preparatory to the c.ii^iriicii.in of the line. H.
H. Crapo, New Bedford, may be addressed.

BIDDEFORD. ME.— The Atlantic Shore Street Railway Co. has been
granted permission by the railroad commissioners to build an electric line

from Biddeford to A'ork Beach, where connections will be made with the
Portsmouth, Kittery & York Street Railway Co. C. A. Bodwell, of Sanford,
general manager, may be addressed.

GLENS FALLS. N. V.-The Warren County R. R.. of which J. A. Powers,
of Lansingburg, is one of the principal promoters, has obtained a franchise
from the board of county commissioners to build and operate a street railway
through (_llens Falls.

GENEV.V. ILL.— The Aurora & Geneva Electric Railway Co. has secured
an entrance into Geneva and has now rights of way as far as the county court
house. The line will be completed and in operation in the early spring.

CIRCLEVILLE, O.— Adam G. Grant, of Grove City. O.. has received a
franchise in Circleville for an electric railway to run from the Franklin
County line to Morgan Station. The road will be an extensi.jn of the Colum.
bus & Grove City Ry. . t» ., r-

J. M. Wilson, representing the Columbus & Southern Electric Railway Co.,
received a franchise in Circleville for the proposed line to '*'- ' •^" '
House.

Washington 'Court

W\RRENSBURG, N. Y.— A syndicate headed by Joseph Powers, of Iroy,
and Addison B. Colvin, of Glens Falls, is preparing to build connecting links
in a chain of electric railways whereby a continuous trolley trip from Albany
and Troy to Warrcnsburg. as miles north, will be possible. Rights of way
through Glens Falls have been obtained and the proposed line will run Irom
there to Lake George and theuce north. Thirty or 40 miles of single track,
overhead trolley line will be built to connect the existing lines between Albany
and Warrensburg, and later, a long extension to Schroon Lake is projected.
The electric power dam being built across the Hudson eight miles above
Glens Falls at a cost of $1,000,000 will probably supply power for the opera-
tion of the PowersColvin line. Lines between Troy and Greenwich have al-
ready been acquired by the promoters.

WALTHAM, MAS.S.-The Waltham Street Railway Co. has secured rights
for the extension of its line from Prospect St. to the W'atertown line and has
petitioned for locations through Linden, Beaver and Quince Sts. I'red t,.
Hinds, 58 State St., Boston, may be addressed.

INDIANAPOLIS, IND.-Two franchises have been granted by the com-
missioners of Marion County. The first, to Nathaniel N Morris and O. C
Webster is for an electric railway on the National road from Indianapolis to
the county line, to be in operation by March i, 1902. The second, secured by
representatives of the Union Traction Co., of Anderson, is for an electric line
from Danville along the Rockville road to the county line. Charles L. Henry,
.\nderson, may be addressed.

B.'VNGOR, PA.— It is announced that contracts will be awarded within 60
days for the construction of the Bangor. East Bangor & Portland Street Kai-
way Co's. proposed line. This company was mentioned in the Review bul-
letin November i-.'d as having been incorporated to build a ninc-mile line
through Northumberland County. All rights have been secured and the com-
pany is now receiving bids for the construction of the road and the power
house. E. P. Buzzard, of Bangor, may be addressed.

111

3 1B12 04298 4782

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